QTR A319-320-321 Study Notes

AIRBUS A320 STUDY NOTES
− MEA: (In amber/maroon) lowest alt. with radio signal coverage. 5NM from centerline. QTR minimum altitude
− MORA: (In amber + “a”) clearance (1000/2000ft) btw fixes within 10NM fm. centerline Jeppesen derivate
− MOCA: (In amber + “T”) lowest published alt btw radio fixes
− MSA: On SID+STAR. 1000ft obstacle clearance within 25NM
OPERATIONAL GOLDEN RULES. FCTM OP-010
1. The aircraft can be flown like any other aircraft
2. Fly, navigate, communicate - in that order
3. One head up at all times
4. Cross check the accuracy of the FMS
5. Know your FMA at all times
6. When things don’t go as expected - take over
7. Use the proper level of automation for the task
8. Practice task sharing and back-up each other
AIR TRAFFIC MANAGEMENT (DOC 4444) ATC p414
CIRCUMSTANCES PHRASEOLOGIES
TCAS
TCAS resolution advisory TCAS RA;
RA is completed and a return to the ATC clearance or instruction is CLEAR OF CONFLICT, RETURNING TO (Assigned clearance);
initiated
After the response to an TCAS RA CLEAR OF CONFLICT (assigned clearance), RESUMED;
ATC clearance or instruction contradictory to the TCAS RA UNABLE, TCAS RA;
RVSM
To report RVSM approved status AFFIRM RVSM;
To report RVSM non-approved status followed by supplementary NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)];
information
To report when severe turbulence, equipment, that affects the UNABLE RVSM DUE TURBULENCE; UNABLE RVSM DUE EQUIPMENT;
capability of an aircraft to maintain height-keeping requirements for
RVSM
To report ability to resume RVSM operations READY TO RESUME RVSM.
GNSS / RNP / RNAV
GNSS/RNP/RNAV UNABLE RNP (specify type) (or RNAV) [DUE TO (reason e.g. LOSS OF
Degradation of Aircraft Navigation Perf. RAIM or RAIM ALERT)].
Additional Reports
If pilot is unable to comply with a clearance UNABLE;
To report at a specified place or distance MILES (GNSS or DME) FROM (name of DME station) (or significant
point);
Emergency Descent EMERGENCY DESCENT (intentions);
DOH Ground Communication
Purpose Department Call Sign Frequency
Contact of Senior Flight Operations Staff Crew Replacements

Delay or Departure Time
Information or Clarification Operations Control “Qatar OCC” 125.150
If unable to contact Maintenance, Flight Dispatch or QAS Hub Control Center
Tech or Cabin Crew flight or duty enquiries.
Flight Documentation
NOTAMS
Performance related MEL clarification in Tech Log Flight Dispatch “Dispatch” 125.150
Queries on Flight Plans
Weather Data
ZFW Changes
Clarification of MEL entries in
Technical Log Engineer Maintenance “Maintenance Control” 125.150
Required Technical Documentation Technical Problems.
Aircraft Cleaning Air Conditioning Catering
ETA Updates (Prior to Arrival)
Fuel
Gate Information
QAS Hub Control “QAS Hub Control” 121.050
Ground Power Unit Medical/Police/Security Assistance
QAS or QR Ground Staff
Assistance
Passenger Steps.
Minimum Ground Times OM-A 8.2.2.15
Doha Outstations
A319 45’ 45’
A320 / A321 60’ 45’
1
Technical Log.
Time starts at midnight + RIO = repair interval overrun = RIE = rectification interval extension
A = according procedure One time extension = 2 time extension allow
B = 3 days = Only B, C or D. MEL 00-02
C = 10 days MEL 00-02
D = 120 days
 = system must be placarded in cockpit
Aircraft dispatched in accordance with MEL reference number MEL 00-02
...Acceptable to Carry Forward (ACF)”.
Cabin defects to be transferred to ACFT technical Log OM-A 8.1.11.2.4
Daily inspection: OM-A 8.1.11.1.4 + 36 hrs. If outstation extend 48 hrs.
Time Management. OM-A 8.3.16.8
ON TIME PERFORMANCE is a MUST and explain GREEN LIGHT BOARDING and SLOT TIMES when is applicable.
− 75 minutes to join briefing (early is advised during training)
− 60 minutes the cabin crew at the aircraft
− 45 minutes the pilots at aircraft
− Briefing with cabin crew not longer than 5 minutes
− Complete check list down to the “line” 20 minutes prior ETD
− The Welcome announcement 10 minutes prior ETD.
IMPROVEMENT OF THE ON TIME PERFORMANCE “OTP”. ACN NO.: GEN (OPS) 32/11
− ACARS Loadsheet should be requested no later than STD - 35 minutes.
− If final Loadsheet not received by STD - 10 minutes, annotate the arrival time on the Journey Log and inform the OCC.
− The Captain welcome P.A. at ETD -15 minutes.
− Ground Staff must complete all activities by ETD -10 minutes.
− NO DELAYS will be accepted waiting for “VIPs” unless advised by the Company through OCC.
− Call for start should be initiated at earliest possible after doors closed, to allow the flight to depart on time (STD + 0).
Cabin Crew Briefing.
Commander shall conduct a Cabin Crew briefing, latest upon reaching the aircraft relating to information and particulars pertinent
to individual flight, which will include the at lest following: Taxi time, Trip time, Cruising Altitude, Enroute Weather with possible
Turbulence encounters, Weather at destination with expected Temperature and any defective items that affect cabin and
passengers. The Commander will follow the following guidelines to summarize the briefing:
− The Commander will introduce himself and the F/O to the crew.
− Confirm that the crew is legal to do the flight to the best of their knowledge.
− Check if any crew was called from SBY.
− Defects affecting the cabin, any significant weather, turbulence or delay to release the cabin crew.
− Confirm if all crewmembers are conversant with the location of all safety equipment and emergency exits.
− Ask if there are any questions on the briefing of the CSD/CS.
− Add any points at this time to include weather at destination, or if training is being conducted on this flight.
− Emphasize the importance of open line communication between flight deck and cabin crew.
− Emergency Access Code for the Flight Deck or Assign the password for access to the Flight Deck (in event of a system failure).
− Any special handling passenger.
FUEL PLANNING. OM-A 8.1.8.1
An Operational Flight Plan (OFP) is used to calculate the minimum fuel required for the flight using this Company fuel policy at the
planning stage. These calculations are based on available forecasted weather conditions, expected aircraft weights, routings,
optimum flight levels, ATC procedures and restrictions; aircraft fuel consumption data (e.g.: Performance degradation factor).
When flight planned fuel is carried, the Company accepts responsibility for any diversion as a result of unusual circumstances, which
result in less than the minimum fuel required being available to complete the flight. Nevertheless the Commander retains final
responsibility for adjusting the total fuel required, if in his opinion extra fuel uplift is operationally justified. (I.e.: high probability of
diversion due to destination marginal forecasted weather).
Missing Passenger. OM-A 10.1.14
When a passenger fails to board the aircraft after checking in or has been offloaded, then the aircraft MUST NOT DEPART with the
baggage of the missing passenger; THE CHECKED IN BAGGAGE MUST BE OFFLOADED.
If a passenger is missing in transit, then his cabin baggage that may have been left on-board must be identified and offloaded. To
readily identify the cabin baggage, the remaining passengers on-board should be asked to identify their personal belongings.
The station staff shall notify the Commander by manually writing and signing the applicable loadsheet with the following information:
− Names of missing passengers; and
− Number of offloaded bags.
Note: There is no need for the crew to visually identify the offloaded baggage.
The offloaded baggage must be removed to a designated area and dealt with in accordance with the local security regulations.
2
Refueling and Defueling when Passengers on-board or Embarking / Disembarking OM-A 8.2.1.5
The start of refueling / defueling must be coordinated with the Commander to allow him to brief the entire crew concerning safety
regulations and procedures. After refueling / defueling is completed, the Commander must be informed. The minimum cabin crew
complement must be available (one of the cabin crew must be CS/CSD). The following special safety precautions have to be strictly
adhered to:
− A certified person (Engineer) must remain at a specified location (Ramp area) during refueling / defueling process with
passengers on-board. He must handle emergency procedures concerning fire protection and fire fighting. All necessary
measures have to be coordinated with the Commander;
− A two-way communication shall be established and shall remain available by the aircraft inter-communication system or other
suitable means between the ground Crew supervising the refueling / defueling and the Commander on-board the aircraft;
− Crew, responsible staff and passenger must be warned that refueling / defueling will take place;
− “Fasten Seat Belt” signs must be OFF;
− “No Smoking” signs must be ON together with interior lighting to enable emergency exits to be identified;
− A Passenger Announcement is to be made briefing passengers:
a. Not to smoke at any time on the ground;
b. To remain seated, but with seat belts/harnesses unfastened, until the refueling / defueling has been completed;
c. Not to operate any electronic devices.
− If the presence of fuel vapors is detected inside the aircraft, or any other hazard arises during refueling / defueling, the cabin
crew shall inform the Commander immediately.
Refueling / defueling process and other activities within the aircraft must be stopped immediately;
− In the cabin, a qualified cabin crew must be positioned near boarding doors and be prepared for an immediate emergency
evacuation;
− In principle, for all aircraft types, at least a minimum of two exit doors shall be opened and passenger stairs /jetways must be
positioned at these doors.
If only one passenger stair/jetway is available, the requirement for the second exit may be met by positioning a qualified cabin crew,
who will remain at a second exit throughout the refueling / defueling process. The exit door should not be armed, unless required in
an emergency. In addition, access and egress from all areas where aircraft escape slides may be deployed are to be kept clear,
except for those exits not available due to their use for catering or other ground servicing activities;
− Ground servicing and other activities within the aircraft are to be conducted so that available exits are not obstructed;
− If passengers are embarking during refueling, they should be under supervision of a responsible person and their route must
avoid the fuelling zone (OM A 8.2.1.3 – Fuelling Zone). Congestion in front of the aircraft doors must be avoided.
Note: The refueling / defueling process must be interrupted immediately if any of the safety regulations are not adhered to.
Rescue and Fire Fighting (RFF) capability. OM-A 8.1.2.1
Takeoff Destination ALL Alternate
A319 / A320 6 6 5
A321 7 7 6
RFF category required for ETOPS and Adequate alternates is 4.
ICAO Aerodrome Reference Code. OM-A 8.1.2.1.1.

A320 Family: Code C
A simple method for interrelating the numerous specifications concerning the characteristics of aerodromes so as to provide a series
of aerodromes facilities that are suitable for the airplanes that are intended to operate at the aerodrome. The aerodrome reference
code — code number and letter, which are selected for aerodrome planning purposes, have the meanings assigned to them as
indicated in the table below:
Code Element 1 Code Element 2
Code Number Airplane Reference Field Length Code Letter Wing Span Outer Main Gear Wheel Span a)
(1) (2) (3) (4) (5)
1 Less than 800m A Up to but not including 15m Up to but not including 4.5m
2 800m up to but not including 1200m B 15m up to but not including 24m 4.5m up to but not including 6m
3 1200m up to but not including 1800m C 24m up to but not including 36m 6m up to but not including 9m
4 D 36m up to but not including 52m 9m up to but not including 14m
1800m and over E 52m up to but not including 65m 9m up to but not including 14m
F 65m up to but not including 80m 14m up to but not including 16m
a) Distance between the outside edges of the main gear wheels.
NOTE: Guidance on planning for airplanes with wingspans greater than 80m is given in the ICAO Doc. 9157 “Aerodrome
Design Manual,” Parts 1 and 2.
3
WCH R Can walk the stairs, but requires help btw acft. and terminal
WCH S Cannot walk the stairs, but can move in the acft.
WCH C Completely immobile
INAD 1 No visa or expired Passport has expired PAX keep documents
INAD 2 Dubious documents Forged documents CS/CSD keep documents
BLIND PAX Max 30 ≤4 no escort 5: 1 escort 6-10: 2 esc. 10-30: 3 esc.
DOG Only 1 seeing Eye
DEP A Deportee accompanied Max 2 Documents with escort
DEP U Dep. unaccompanied No limit CS/CSD keep documents
BEH Stretcher in hold Only 1
TRIPPED C/B REENGAGEMENT. PRO-SUP-24 P 1/ QRH 80.20. Do not pull the following circuit breakers:
− SFCC (could lead to SLATS/FLAPS locked).
− ECU or EEC, EIU.
Is not allowed to reset the following computers in specific circumstances:
− ECU (Engine Control Unit on CFM engines), or EEC (Electronic Engine Control on IAE engines), and EIU (Engine Interface Unit)
while the engine is running.
− BSCU (Brake Steering Control Unit), if the aircraft is not stopped.
On ground, do not reengage the C/B of the fuel pump(s) of any tank.
Cabin Defects to be transferred to Aircraft Technical Log. 8.1.11.2.4
1. Cabin interphone system including handsets.
2. Passenger address system.
3. Megaphones.
4. Cabin and lavatory loudspeakers.
5. Emergency locator transmitters.
6. Cabin - cockpit call system.
7. Attendant seats shoulder harnesses and lap belts.
8. Passenger seats recline mechanisms.
9. Cabin attendant seat mechanical defects.
10. Evacuation slides and slide rafts.
11. Emergency flashlights and holders.
12. Evacuation signals systems.
13. Passenger and emergency doors.
14. Under-seat baggage restraining bars.
15. Overhead stowage bin latches.
16. Smoke barrier curtains.
17. Lavatory smoke warning system.
18. Lavatory fire extinguishing system.
19. “FASTEN SEAT BELT” signs and placards.
20. “NO SMOKING” signs and placards.
21. Life jackets.
22. Cabin emergency lights and test functions.
23. Floor proximity emergency escape path lighting systems.
24. Passenger oxygen service units.
25. Lavatory oxygen modules.
26. Portable oxygen units (Bottle and masks).
27. Protective Breathing Equipment (PBE).
28. First-aid kits.
29. Potable water defects.
30. Inoperative lavatories.
31. Any other defect considered affecting aircraft airworthiness or passenger/crew safety and security.
Last Minute Changes. OM-A 8.1.8.3

− Calculate the new Loaded Index Zero Fuel Weight (LIZFW). 250 kg.
− A320 Family. 500 kg. New Loadsheet
− Before doors closed, confirm CS has ALL documents on board.
4
Correct order of setting the MCDU Pages

Departure: Arrival:
1. D  Data 1. F  FLIFHT PLAN
2. I  INIT (A) 2. R  RAD NAV
3. F  FLIGHT PLAN 3. P  PROGRESS
4. R  RAD NAV 4. P  PERFORMANCE
5. S  SECONDARY FLPN 5. S  SECONDARY FPLN
6. I  INIT (B) 6. F  FUEL PREDICTIONS
7. P  PERFORMANCE
8. P  PROGRESS
FLIGHT INSTRUMENT TOLERANCES. PRO-SUP-34
PFD 1 or 2 at ground check: plus or minus 25 ft. (8 m)
ALTITUDE (ft.) COMPARISON BETWEEN

FL/SPEED ADR 1 and ADR 2 (on PFD) ADR 3 and ADR 1, or ADR 3 and ADR 2 (on PFD) ISIS and any ADR 1, or 2, or 3
GND CHECK 20 (6 m) 20 (6 m) 100 (30 m)
SPEED (kts.) MACH COMPARISON BETWEEN

FL/SPEED ADR 1 and ADR 2 (on PFD) ADR 3 and ADR 1, or ADR 3 and ADR 2 STBY ASI and any ADR 1, or 2, or 3
SPEED MACH SPEED MACH SPEED MACH
GND CHECK 6 0.008 6 0.008 6 -
Maximum differences between magnetic heading indications on the NDs: 4 °.

FUEL CAPACITY DSC-28-10-20
A319 (Max QR Policy: 21100)
USABLE FUEL
No ACTs 1 ACT 2 ACTs 3 ACTs 4 ACTs 5 ACTs 6 ACTs
Liters 23 859 26 980 30 101 32 287 34 473 37 519 40 640
Kg. 18 729 21 179 23 629 25 345 27 061 29 452 31 902

USABLE FUEL
OUTER TANKS INNER TANKS CENTER TANK TOTAL
Liters 880 x 2 6 924 x 2 8 250 23 858
Kg. 691 x 2 5 435 x 2 6 476 18 728

USABLE FUEL
TOTAL WITH
WING TANKS CENTER TANK ACT
NO ACT 1 ACT 2 ACTs
Liters 2 x 7 750 8 200 2 992 23 700 26 692 29 684
KG 2 x 6 084 6 437 2 349 18 605 20 953 23 302
Required Minimum Remaining Fuel OM-A 8.3.7.1.4

If it appears en-route that the fuel remaining is such that the fuel at destination will be less than expected above, the Commander
shall consider the following:
− The required alternate fuel plus the final reserve fuel (ALTN+FINL) in the case of Standard planning or DPP Planning,
− The final reserve fuel if not alternate aerodrome is required (FINL).
Fuel Management / Consumption
Taxi (12 min) Trip (x2) Holding (2eng.) Min Rte. Res.
A319 10 kg/min 17 kg/min 1150 kg/30 min 300 kg
A320 11.5 kg/min 20 kg/min 1200 kg/30 min
A321 13.5 kg/min 23 kg/min 1450 kg/30 min 400 kg
Min for T/O 1500 kg APU 80 kg/h Packs OFF APU 130 kg/h Packs ON
APU Fuel Consumption. MEL MO-24-22

FL Gnd. 200 250 300 350 390
KG/H 130 65 65 51 43 39
5
MINIMUM FLIGHT CREW OXYGEN PRESSURE. LIM-35, around 652 psi for 2 crewmembers + 1 observer
Weights. LIM-11 P 5
DOW MZFW MTOW MLW
A319 44.2 t. 58.5 t. 75.5 t. 62.5 t.
A320 45.0 t. 62.5 t. 77.0 t. 66.0 t.
A321 51.5 t. 73.8 t. 93.0 t. 77.8 t.
POWER PLANT. DSC-70-PLP. The V2500-A5 engine is a high bypass ratio turbofan.
Minimum oil for t/o: SOP 3.03.04 p7. 11 qtrs. + 0.3 qtrs./flight hrs. (Warning only at 3 qtrs. Vibration. PRO-ABN-70 P 67
decreasing or 5 qtrs. increasing) N2 > 6.5 Pulses > 5.0 (N1+N2)
Starter. LIM-70 P 2 30min cooling after 3x starts or NO starter engagement if: N2 >10% on
3 consecutive start max 635º. 2x 2min each + 1x 4min cont. cranking GND N2 >18% in FLT
1min 15sec pause btw each
35Kts max x wind for start. 10 Kts Tail wind consider Man Start
Type Thrust lbs. Bypass Ratio Comp. Ratio Fan diameter (m) Total length (m) Weight (kg) Aircraft type
V2527M-A5 27,000 4.9: 1 32.8: 1 1.613 3.2 2,359 A319
V2527-A5 27,000 4.8: 1 32.8: 1 1.613 3.2 2,359 A320
V2533-A5 33,000 4.5: 1 35.2: 1 1.613 3.2 2,359 A321
Green Dot computation. PRO-SUP-10 P 2

A319 (2 x W) + 85 + (1 kt. each FL above FL200)
A320 (2 x W) + 80 + (1 kt. each FL above FL200)
A321 (1.5 x W) + 110 + (1 kt. each FL above FL200)
Manual Engine Start. PRO-SUP-70

Manual starting is recommended in the following cases: After aborting a start for:
− Engine stall
− Engine EGT over limit
− LO START AIR PRESS
− No rotation
Hung Start When expecting a start abort for:
− Degraded bleed performance, due to hot condition or high altitude airfield
− An engine with a reduced EGT margin in hot condition or high altitude airfield
− Marginal performance of the external pneumatic power group
− Tailwind greater than 10 knots
ENGINE START WITH EXTERNAL PNEUMATIC POWER PRO-SUP-70 P 5 CROSSBLEED ENGINE START PRO-SUP-70 P 6
The use of engine bleed supply and external pneumatic power supply simultaneously is prohibited.
ENGINES WARM UP PERIOD. FCOM/PRO-NOR-SOP-09-A After Start
After engine-start, and in order to avoid thermal shock of the engine, the engine should be operated at idle or near idle for
at least 3 minutes before setting the thrust lever to high power. The warm-up can include any taxi time at idle.
After a shutdown period greater than two hours, to avoid thermal shock, the pilot should operate the engine at idle or near
idle for at least 5 minutes before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up
period.
The last engine started must run for at least 2 minutes before takeoff initiation, to ensure that takeoff is not initiated before
the center tank pumps test is finished, since takeoff on center tank is prohibited.
TAXI. SOP 3.03.01
The taxi speed should be limited to a maximum of 30 knots in a straight line and 10 knots during an acute 90 Degree turn.
BRAKE FANS. FCTM NO-040 P 7
Before takeoff, if the fans are running and the indicated brake temperature is above 150 °C, takeoff must be delayed.
Maximum distance for Take-off Alternate (NM). OM-A 8.1.2.2.1
Time (min.) 60 75 90 120

Dis. NM 380 475 570 760
6
Planning Minima. OM-A 8.1.2. Planning Minima required for Destination Alternate Aerodrome, isolated Aerodrome, 3% ERA and En-
route Alternate
Type of approach Planning Minima

CAT 2 / 3 CAT 1 minima (RVR).
CAT 1 (LTS) Non-precision approach minima (Ceiling / RVR or VIS).
Non-precision Non-precision approach minima plus 200 ft. / 1000 m.
Circling Qatar Airways Circling minima.
Destination Aerodrome (DEST). OM-A 8.1.2.2.3

An aerodrome is considered suitable as destination if the weather reports or forecasts or any combination thereof indicate
that, during a period commencing 1 hr. before and ending 1 hr. after the estimated time of arrival at the airport, the
weather conditions will be at or above the applicable landing minima,
Destination Alternate (DEST ALTN). OM-A 8.1.2.2.4
One suitable destination alternate aerodrome must be selected for each flight. Weather conditions will be at or above the
Planning Minima.
Two suitable destination alternates must be selected when:
− The appropriate weather reports or forecasts for the destination indicate that from 1 hr. before to 1 hr. after the ETA the weather
conditions will be below the applicable Planning Minima; or
− No meteorological information is available.
No destination alternate is required for planning. OM-A 8.1.2.2.4
− The planned duration of the flight from take-off to landing does not exceed 6 hours (or in flight re-planning remaining time) and
− Two separate runways available and usable at destination and meteorological conditions, for the period from 1 hr. before until 1
hr. after the ETA at destination, meets a ceiling of at least 2000 ft. or circling height + 500 ft., whichever is greater, and a visibility
of at least 5 km.
Note: Runways on the same aerodrome are considered to be separate runways when:
− They are separate landing surfaces, which may overlay or cross such that if one of the runways is blocked, it will not prevent the
planned type of operations on the other runway; and
− Each of the landing surfaces has a separate approach procedure based on a separate aid.
Or, the destination is isolated (OM-A 8.1.2.2.3).
Conversion of met visibility to RVR / CMV OM-A 8.1.3.12
RVR/CMV = Reported met. Visibility x
Lighting elements in operation
Day Night
HI approach and runway lighting 1.5 2.0
Any type of lighting installation other than above 1.0 1.5
No lighting 1.0 Not applicable
NOTE: All Pilots must ensure that a meteorological visibility to RVR/CMV conversion is not used for:
− Takeoff
− For calculating any other required RVR minimum less than 800m,
− Or when reported RVR is available
AWOPS PREPARATION & CONSIDERATIONS FLGHT PREPARATION OM-A 8.4.3
In addition to normal flight preparation, the following planning and preparation must be performed when CAT 2 / 3 approaches are
envisaged.
1. Review NOTAMS: Make sure that the destination airport still meets visual or non-visual CAT 2 / 3 requirements:
− Runway and approach lighting.
− Radio navaid availability.
− RVR equipment availability. Etc.
2. Aircraft Status: Check that required equipment’s for CAT 2 or CAT 3 approach are operative. QRH OPS.04. Also check the
Aircraft Technical Logbook to confirm that no write-up during previous flights affects equipment required for CAT 2 / 3.
3. Crew Qualification: Crew qualification and currency must be reviewed (both Captain and F/O must be qualified and current).
Refer to OM A Chapter 5 - Qualification Requirements and to Operations Manual Part ‘D’ for training requirements.
4. Weather Information: Check that the weather forecast at destination is within Company’s and crew operating minima. If the
forecast is below CAT 1 minima, verify that alternate weather forecasts are appropriate to the available approach means and
at least equal to or better than the planning minima.
5. Fuel Planning: As a guidance, a minimum of 30 minutes fuel should be carried or the expected delays (taxiing / approach)
whichever is higher.
6. Cabin Crew Briefing: Brief the Cabin Crew not to enter the Flight Deck, or call on the intercom during taxi or approach unless
safety dictates.
7. Take-off Speed: Use the flap setting that gives the lowest take-off speeds utilizing the tailwind (if it gives lower speeds).
7
Low Visibility Taxi. OM-A 8.4.4. Note: THE FOLLOWING CONDITION’S MUST BE MET
1. LVPs are in force
2. Crewmembers are qualified and familiar with taxiways and CAT 2/3 holding points.
3. Taxi speed approx. 10 kt.
4. The status of the visual and non-visual facilities is sufficient;
5. Minimum required RVR for take-off is obtained;
6. Any checklist, clearance or action while the aircraft is stationary and parking brake ON;
7. Make full use of all aircraft lights,
8. Use of aircraft anti-icing procedures if applicable.
9. Sterile flight deck applies.
LOW Visibility Take-off (LVTO): OM-A 8.4.5
1. LVTO is RVR < 400m
2. The take-off minima are mainly determined by the airport installation
3. QCAA approval required to conduct Low Visibility Take-off with RVR below 150 m for Cat. C and 200 m for Cat. D aircraft.
4. Conditions for start the take off run:
− A 90 m visual segment at the start of the take-off run (6 center-line lights)
− RVR 125m (A319/A320) or RVR 150m (A321). The required RVR value must be achieved for all of the relevant RVR reporting
points.
− LVP in force
− High intensity runway centerline lights spaced 15m or less. High intensity edge lights spaced 60m or less.
− Flight crew members completed training
5. When departure aerodrome with weather conditions below applicable landing minima, a take-off alternate aerodrome must
be selected.
6. The take-off alternate within 60 min (or 120 min ETOPS), at one engine inoperative cruising speed in ISA conditions based on the
actual take-off weight
Rejected Take off. OM-A 8.4.6
− With very limited visibility, directional control with reference to centerline is difficult, particularly with the inherent swing of an
engine failure, and loss of “streaming effect” as speed reduces demands an early correction to maintain the centerline.
Utilization of the “YAW BAR” is recommended.
− Standard runway centerline lights change from white to alternate red and white when there is approx. 3000 ft. (900 m) of
runway remaining and to continuous red when there is only 1000 ft. (300m) remaining.
− If the take-off was rejected then the CM1 should switch all landing lights ON so that the emergency services can easily identify
the aircraft in bad visibility conditions
Take-off Operating Minima (QCAR-OPS 1.360 / 1.430). OM-A 8.1.3.3
Take-off minima are generally expressed as VIS or RVR Limits. If needed, a ceiling or climb gradient will be specified.
− Take-off shall not be commenced unless weather conditions at the airport of departure are equal to or better than applicable
minima for landing at that airport, unless a suitable take-off alternate aerodrome is available.
− When the reported visibility VIS is below that required for take-off and RVR is not reported, a take-off may only be commenced if
the commander can determine that the RVR/VIS along the take-off runway is equal to or better than the required minimum.
− When no report of VIS or RVR is available, a take-off may only be commenced if the commander can determine that the
RVR/VIS along the take-off runway is equal to or better than the required minima
− The lowest RVR authorized for take-off is 400m, unless Low Visibility Procedures are in force.
Operating minima for take-off from a specific airport are specified and can be determined by the flight crew using the following:
− Qatar Airways customized Jeppesen charts with the reverse bold print STANDARD in the top left hand corner of the minima box,
− A discrete Jeppesen 10-9S (or 20-9S, 30-9S etc.) plate.
− The applicable take-off minima specified under AIR CARRIER on the 10-9A.
The table below defines the lowest take-off minima authorized, and is not to be used by flight crew for establishing applicable take-
off minima. Applicable take-off minima for specific airports are specified on the relevant Jeppesen chart.
Take-off RVR / Visibility
Facilities RVR / Visibility (m) (Note 2)
CAT C CAT D
Nil (Day only) 500
Runway edge Lighting and/or Centerline Marking (Note 1) 250 300
Runway edge and Centerline Lighting 200 250
LVP in force
Runway edge and Centerline Lighting and Multiple RVR information (Note 3) 150 (Note 4) 200
(Note 4)
Note 1: For night operations at least runway edge and runway end lights are required.
Note 2: If the required RVR / Visibility value representative of the initial part of the take off run is not reported it can be substituted by
pilot assessment.
Note 3: The required RVR value must be achieved for all the relevant RVR reporting points except as stated in Note 2 above.
Note 4: Refer to 8.4.2.3.2 for Low Visibility Take-off (LVTO) below 150 m for Category C and 200 m for Category D aircraft.
8
ICING CONDITIONS. PRO-SUP-30 P 4

Icing conditions may be expected when the OAT, or when the TAT is at or below 10 ° C, and there is visible moisture in the air, or
standing water, slush, ice or snow is present on the taxiways or runways.
− Engine anti-ice must be ON during all ground and flight operations, when icing conditions exist, or are anticipated, except
during climb and cruise when the SAT is below -40 ° C. During descent in icing conditions, even if the SAT is below -40 ° C.
− Wing anti-ice may be used to prevent ice formation, or to remove ice accumulation from the wing leading edges. Wing anti-ice
should be selected ON, whenever there is an indication that airframe icing exists. Visual ice indicator located between the two
cockpit windshields, or on the windshield wipers
DEICING/ANTI-ICING PROCEDURE ON GROUND PRO-SUP-91-30 P 2
− Low / high-pressure ground connectors not supplying any external air to the aircraft.
− If it is necessary for the ground crew to repeatedly anti-ice the aircraft, they must deice the surfaces with a hot fluid mixture
before applying a new layer of anti-icing fluid.
− The ground crew should take care when spraying deicing fluid, and make sure that the engine and APU do not ingest any fluid.
− Do not move flaps, slats, ailerons, spoilers, or elevators, if they are not free of ice.
− Both left and right sides of the aircraft receive the same, complete, and symmetrical deicing/anti-icing treatment
WINTER OPERATIONS. Takeoff is NOT permitted in: OM-A 8.2.4.1
− Freezing rain;
− Heavy Ice pellets;
− Snow Pellets;
− Heavy falls of wet snow at temperatures of around 0°C
− Hail or any frozen contaminate adhering to any of the aircraft critical surfaces
Holdover time. Estimated time anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the
protected surfaces of an aircraft, under (average) weather conditions mentioned in the guidelines for holdover time. OM-A 8.2.4.2
RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE. PER-TOF-CTA-20
WET RUNWAY and EQUIVALENT. Equivalent of a wet runway is a runway covered with or less than:
1. Wet runway and equivalent: 2. Contaminated runway and equivalent:
− 3mm. slush − 12.7mm (1/2 inch) wet snow = 6.3mm (1/4 inch) slush
− 3mm. water − 25.4mm (1 inch) wet snow = 12.7mm (1/2 inch) slush
− 4mm. wet snow − 50.8mm (2 inch) dry snow = 6.3mm (1/4 inch) slush
− 15mm. dry snow − 101.6mm (4 inch) dry snow = 12.7mm (1/2 inch) slush
ETOPS COCKPIT PREPARATION PRO-SPO-40-50
− Full alignment off IRS
− FUEL X FEED  ON  Check ECAM  OFF.
− MCDU  enter the 2x EEP and CP.
− Check BRG/DIST in ETOPS segment.
− Blue elect pump test (only outstations if no ETOPS engineer available.
DIVERSION REQUIRED before ENTRY FCOM PRO-SPO-40-40
− Only 2 GEN remaining following multiple failure
− Only 2 main GEN remaining following blue HYD low level, low air press, overheated
− Second IDG fails + APU no start or APU or APU GEN inop.
− FUEL
− Failures as LAND ASAP
− Loss of MNPS
− Apt WX minima (or unsuitable for any reasons)
− Cargo Fire even if is extinguished. A8.5.12.5
ETOPS Maximum Diversion Distance OM-A 8.5.3
75 MINS 90 MINS 120 MINS 138 MINS 180 MINS Thr. Dis.
A319/A320 520 624 832 N/A N/A 421
A321 494 593 791 N/A N/A 375
ETOPS planning applies until the ACF first moves under its own power for TO
− Adequate Airport: Necessary ancillary services, ATC, lighting, communication, Weather rep, NAV. aids, emergency services.
− At least 1 letdown aid available. For an instr. approach.
− Suitable Airport: satisfies the ETOPS dispatch WX minima
− EEP: ETOPS Entry Point
− ETP: Equitime Point (same flying time btw 2 suitable airports)
− CP: Critical Point (1 of the ETP, usually the last ETP, but not always)
A suitable airport is a confirmed adequate airport (WX)
1X = ENG failure DC = decompression DX = ENG fail + decompression.
APU fuel = 130kg/h = GEN on, bleed off
9
TD = dis. btw airports

ETP = TD x (H/O+H) H = G/S return at OEI TAS
O = G/S proceed at OEI TAS
ETOPS CRITICAL FUEL RESERVES. PRO-SPO-40-30

− Fuel burn-off from the critical point to the end of descent at the alternate airport
− Fuel for 15 min of holding at 1 500 ft. and green dot speed at the alternate
− Fuel for an instrument approach and landing
− Fuel to account for errors in wind forecasting (5 % wind speed factor on actual forecast wind speeds or 5 % fuel if actual
forecast wind speeds are not used)
− Fuel to account for aircraft deterioration (use a demonstrated performance factor or 5 %)
− Fuel to account for any Configuration Deviation List (CDL) or MEL item
− Fuel to account for Icing Effects (if forecast) for the critical mission
− Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative)
En-route Alternate Weather Requirements for Planning. OM-A 8.5.3
Cat 1, 2 or 3 and Non-Precision Approach Aids: An aerodrome may be nominated as an ETOPS en-route alternate for flight planning
and dispatch purposes if the forecast weather conditions equal or exceed the criteria required by Table below. These conditions
should apply for a period commencing at the earliest potential time of landing and ending one hour after the latest nominated time
of use of that aerodrome, taking into account flight time from an ETP before a particular alternate aerodrome and from the ETP
following that aerodrome
Approach Facility Ceiling Visibility
Precision Approach (CAT 1, 2 and 3) Authorized DH/DA + an increment of 200ft Authorized visibility + an increment of 800 meters
Non - Precision Approach or Circling Authorized MDH/MDA + an increment of 400ft Authorized visibility + an increment of 1500 meters
Systems to support one-engine inoperative Category 2/3 capability must be serviceable if required to take advantage of Category
2/3 landing minima at the planning stage.
When determining the usability of an Instrument Approach, forecast wind plus any gusts shall be within operating limits, and within the
operators maximum crosswind limitations taking into account the runway condition (dry, wet or contaminated) plus any reduced
visibility limits. Conditional forecast elements need not be considered, except that a PROB 40 or TEMPO condition below the lowest
applicable operating minima shall be taken into account. METARS will be in degrees TRUE and may need to be corrected for
magnetic variation When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima
shall be considered in determining ETOPS alternate minima.
Diversion During ETOPS PRO-SPO-40-40
The technical criteria governing a re-routing or diversion decision can be classified into four categories, as follows:
− Loss of MNPS capability, before entering the MNPS area (as applicable).
− Weather minima at diversion airport(s) going below the company/crew en-route minima, before reaching the ETOPS Entry Point,
or diversion airport(s) becoming unsuitable for any reason.
− Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message on the ECAM and/or in the
QRH).
− Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.
Electrical generation
If one IDG fails, a diversion is required in case of:
− Blue hydraulic circuit low level, low air pressure or overheat, or
− APU no start, or
− APU or APU generator inoperative, or
− Second IDG failure.
Fuel system
Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to some fuel being unusable. The flight
crew’s evaluation of the actual situation and the fuel remaining may lead to the decision that a diversion is required.
Hydraulic system:
If low level, low air pressure or overheat on blue hydraulic circuit, a diversion is required in case of:
− One IDG failure, or
− APU no start, or
− APU/APU GEN failure.
APU:
If APU/APU GEN fails, a diversion is required in case of:
− Blue hydraulic circuit low level, low air pressure or overheat, or
− One IDG failure.
10
Diversion Procedure. OM-A 8.5.10.

A specific single engine speed schedule is selected for each ETOPS approved aircraft type the purpose of defining the ETOPS Area of
Operation (Maximum Diversion Distance), and for the determination of ETOPS Fuel requirements. However, there is no requirement to
adopt this particular speed schedule for an actual diversion during an ETOPS Flight.
Any speed may be used within the normal operating range of the aircraft i.e. between an upper limit of VMO/MMO, and a lower
limit of green dot speed or minimum clean speed. Higher speeds will minimize diversion times, but will result in higher fuel consumption
and a lower level off height (terrain clearance). Lower speeds will increase diversion time, but will result in lower fuel consumption
and a higher level off height.
Critical Point.
1 of the ETP, that the difference between the fuel to continue to destination and the fuel to divert is zero or negative, thus requiring
the carriage of additional fuel, (usually the last ETP, but not always).
Maximum Diversion Time.
The maximum time approved by QCAA for ETOPS flights, based on the aircraft type and operator capability.
Maximum Diversion Distance. PRO-SPO-40-60
The maximum distance approved for ETOPS flights, based on the maximum diversion time approved by QCAA for each type of
aircraft or route. It is used for dimensioning the area of operations. It is based upon the following assumptions.
− Maximum Continuous Thrust is set on the remaining engine.
− Descent at speed according to Table 4 to the flight level for the one engine inoperative diversion.
− Cruise at that flight level for the remainder of the diversion time at MCT/diversion speed.
Aircraft Type Reference Weight
A319/320 70,000 kgs.
A321 80,000 kgs.
Aircraft Type Family A320 Reference Speed M 0.78 / 320

Maximum Diversion Distance (NM)
Aircraft Type Speed Schedules
75 Minutes 90 Minutes 120 Minutes
A319 520 624 832
A320 520 624 832 M 0.78 / 320 kts.
A321 494 593 791
Period of suitability
To declare an adequate ETOPS En-route alternate Aerodrome as suitable to support a given flight, the ceiling and visibility forecast
must be checked to comply with the ETOPS dispatch weather minima during the required period of suitability.
The following conservative method is used to define it manually.
Beginning of Period of Suitability = Departure Time + Taxi Time + Flight time to Equitime point before alternate (or entry point if only 1
ETOPS ERA) +Diversion Time at normal cruise speed and altitude.
End of period of Suitability = Departure Time + Taxi Time + Flight time to Equitime point after alternate (or exit point if only 1 ETOPS ERA)
+ Diversion Time at FL 100 or MORA at LRC Speed + 1 Hour
ETOPS Fuel Planning
Critical fuel scenarios in the LIDO system are calculated for all required Equitime
Points and the Entry/Exit points for all the cases:
− One engine inoperative (1E)
− Decompression with one engine inoperative based on long-range cruise speed. (1D)
− Decompression with no engine failure based on Long Range Cruise speed. (2D)
Note: The one engine out case is never considered for ETOPS Critical Fuel scenario, even though it is calculated anyway. It is shown in
the ETOPS output window.
If destination and surroundings are below minima, critical fuel scenarios often occur towards the end of the ETOPS area, e.g. at the
exit point. This is due to the fact that little trip fuel is left on the last route sections. For dispatching an aircraft for an ETOPS flight, the
ETOPS dispatcher must determine, for the considered route, both a standard and an ETOPS fuel planning. The highest of the two fuel
requirements shall be considered as being the minimum block fuel for the flight. For ETOPS operations, a specific fuel planning
(Critical fuel reserve) shall be established.
11
Reduced Vertical Separation Minimum (RVSM). PRO-SPO- 50
Required Equipment / Functions for RVSM:

− 2 ADR’S + 2 DMC’s
− 1 transponder
− 1 Auto Pilot function
− 1 FCU Channel
− 2 PFD’s
- 1 FWC
Procedures Within RVSM Airspace Failures to be notified to ATC:
− Both Auto pilots failure
− ALT system redundancy (only 1 PFD remain) or discrepancy more than 200 feet
− Unable to maintain FL
− > Moderate turbulence
− Loss of ADR1 or ADR2
− Loss of RVSM capability
Required Navigation Performance. PRO-SPO-51
Procedures
The availability of GPS PRIMARY for the estimated time of operation must be verified with an appropriate GPS prediction tool prior to
dispatch. Prior starting an RNP AR instrument procedures, check that:
− OAT and wind, as applicable, are within limits,
− All the navaids are deselected to avoid VORDME radio update if GPS PRIMARY is lost.
− The FMS lateral and vertical F-PLN extracted from the navigation database is in agreement with the instrument procedure chart
(Altitude constraints confirmation as extracted from data base (must not be changed by the pilot) if any error please report it to
NAV ATM department, and do not fly the RNAV (RNP) procedure).
− Two GPS sensors are in NAV on GPS MONITOR page.
− The correct RNP value is displayed on MCDU with HIGH accuracy,
− GPS PRIMARY is available,
If obstacles, GPWS TERRAIN display must be selected on both ND unless weather radar monitoring is required on one side. Airspeed
and configuration must be adapted for the radii of turns in the procedure.
Departure
− Before takeoff check that NAV is armed.
− When NAV is indicated active on FMA and at 100 ft. select AP ON
− Monitor lateral deviation using the XTK on ND.
− Callout must be performed when XTK is at or above 0.1 nm.
− If XTK increases towards 1 RNP, take over manually using FD indication to fly back on the intended flight pan and using ND and
XTK to reengage AP as applicable.
Approach
After setting the BARO REF and before reaching the FAF, verify current QNH and crosscheck altimeters are within 75 ft. The FINAL APP
mode must activate before the FAF, or any earlier defined waypoint indicated on the approach chart. Monitor the XTK indication on
ND and V/DEV indication on PFD. Planning Minima Callouts must be initiated if:
− V/DEV -75 ft. is reached or
− XTK reaches 0.1nm.
Go around must be initiated if
− V/DEV -75 ft. is reached or if
− XTK reaches 1 RNP.
Go Around
Check that NAV mode engages immediately (minimum height 100 ft.).
Abnormal Operations
For approach, the following apply:

Corrective action may
Should be continued in case of single failure of: Must be discontinued may in case of:
be required
− Engine fail − GPS (MMR) FMGS − Dual loss of GPS PRIMARY
− V/DEV more than ½ − EFIS DU MCDU − Dual NAV ACCUR DOWNGRAD
− DOT (50 ft.) − AP (autopilot) − FM/GPS POSITION DISAGREE
− LDEV or “XTK”: 1 dot − FMS1/FMS2 POS DIFF Dual AP failure if the RNP <0.3
− (PDF)/0.1 NM (ND) − Loss of GPWS TERRAIN if obstacles or TERRAIN
inconsistencies
− NAV ALT DISCREPANCY
12
The Minimum Required Equipment

BRNAV P-RNAV/RNP-1 RNP-AR
RNAV SYSTEM: RNAV SYSTEM: RNP-AR SYSTEM:
One FMGC 2 FMGC
One MCDU One MCDU 2 MCDU
2 FD
One VOR One VOR 1 AP at least
One DME One DME 2 EFIS DU with 2 V/DEV displays
In addition: In addition: 2 GPS
PF side: PFD & ND PF side: PFD & ND 3 IRS
PNF one EFIS PNF one EFIS GPWS
2 EFIS DU with 2 V/DEV displays
FCU with both channels
REJECTED TAKEOFF. PRO-ABN-10 / FCTM AO-020

Above 100 kts, and approaching V1, the Captain should be “go-minded” and only reject the takeoff in the event of a major failure,
sudden loss of thrust, any indication that the aircraft will not fly safely, any red ECAM warning, or any amber ECAM caution listed
below:
− F/CTL SIDESTICK FAULT.
− ENG FAIL.
− ENG REVERSER FAULT.
− ENG REVERSE UNLOCK.
− THRUST LEVER FAULT.
ENGINE SECURED AFTER FAILURE ON TAKEOFF. FCTM AO-020 P9
Engine securing after a failure on takeoff:
Priority must be given to the control of aircraft trajectory. Once the PF has stabilized the flight path, the PNF confirms the failure and
the PF orders ECAM actions. The flight crew should delay the acceleration for securing the engine. An engine is considered as
secured when the ECAM actions of the procedures are performed until:
− “ENG MASTER OFF” for an engine failure without damage
− “AGENT 1 DISH” for an engine failure with damage
− Fire extinguished or “AGENT 2 DISH” for an engine fire.
LPC-NG USER GUIDE. 3 LANDING MODULE
(SPECIAL) EOSID CHARTS – CUSTOMIZED JEPPESEN 10-7 CHART. Go Around EOSID Analysis. Tabular information. In case of an Engine
Out Missed Approach (EOMA) with landing weight below MLW, this information provides a guideline to either follow the published
Missed Approach or not.
− A “YES” in the tables indicates the aircraft performance is capable to fulfill all positional and altitude / gradient constraints
required by the published missed approach. In case of an EOMA the published missed approach may be followed and the
Acceleration Altitude will be the final Missed Approach Altitude as published on the standard Jeppesen Approach plate.
− A “NO” means under no circumstances the aircraft can meet the Missed Approach requirements. For an EOMA the (Special)
EOSID must be followed and the Acceleration Altitude is as per LPCNG.
− Temperature value indicates up to and including that temperature (OAT) the aircraft will meet the published missed approach
requirements. Above that temperature in case of an EOMA the (Special) EOSID must then be followed.
− Note: In case of EOMA with landing weights above MLW or when ever the aircraft’s performance us is in doubt (Special) EOSID
must be followed.
Use of Headsets on Aircraft OM-A 14.4.5
− Personal Headsets are not allowed.
− Headsets with Boom Microphones will be worn during the Climb phase: from “Blocks Off” to initial flight plan cruising level, if
cruise is above 10,000ft or MSA.
− Headsets with Boom Microphones from Top of Descent until “Blocks on”.
− During the Climb and Descent all communication with ATC will be via the Boom Microphone and Headsets.
− During Cruise ATC communication permitted via the hand held microphone and Flight Deck speakers.
Minimum Height for Turns. OM-A 8.3.1.7.2
In the event of no published procedures, the following minimum heights shall be applied:
− No turns below 400 ft. in daylight VMC conditions.
− No turns below acceleration altitude at night or IMC conditions.
Note: In case of Engine failure, the special EOSID may require a turn below the above values. In such a case, the special EOSID
instructions must be followed
13
Climb and Descent Speed Limit: OM-A 8.3.1.4

It is Company policy to maintain 250 kts IAS below 5000 feet or MSA, whichever is higher; if ATC requires higher speed, flight crew is
authorized to offer a max IAS of 280 kts below 5000 feet; at or below MSA speed shall be 250 kts IAS or less; deceleration has to start
early enough to meet the stabilized approach criteria.
IATA IN-FLIGHT BROAD. PROC. ON 126.9 - AFRICA/INDIAN OCEAN: JEPP ENROUTE A-31
ACTIONS TO BE TAKEN IF A REVISED ATC CLEARANCE CANNOT BE OBTAINED WX DEVIATIONS JEPP EMERGENCY ME-22
APU. LIM-49-20
− FL 390: Electrical & restart
− FL 250: Battery start
− FL 200: Electrical + bleed (one pack). Eng. Start
− FL 150: Electrical + bleed (Two packs).
MANUAL FMGS RESET PRO-SUP-22-10 P 7
Before resetting FMGC 1 (or 2), SWITCH OFF FD 1 (or 2). After applying external power or APU generator power, wait 2 min before
resetting the FMGC circuit breakers. Pull the CB of the affected FMGC and reset it after 5 s. The FMGC circuit breakers are:
− AUTO FLT/FMGC 1 B2 ON 49 VU
− AUTO FLT/FMGC 2 M17 ON 121 VU.
Always wait at least 1 minute after the “PLEASE WAIT” message disappears, before engaging again FD and AP
In-flight Fuel Checks: OM-A 8.3.7.1.2
The crew must carry out regular inflight fuel checks (at TOC, TOD, ETOPS Entry, ETOPS Exit, Critical Point and every 60
minutes).
− Compare actual consumption with planned consumption;
− Check that the remaining fuel is sufficient to complete the flight; and
− Determine the expected fuel remaining on arrival at the destination.
JEPPESEN TEXT MANUAL. AIR TRAFFIC MANAGEMENT (DOC 4444)
Strategic Lateral Offset Procedures (SLOP) in Oceanic and Remote Continental Airspace, SLOP are approved procedures that allow
aircraft to fly on parallel track to the right of the centerline relative to the direction of flight. An aircraft’s use of these procedures does
not affect the application of prescribed separation standards.
Note 1: The use of highly accurate navigation systems (such as the global navigation systems (such as GNSS by an increasing
proportion of the aircraft population has had the effect of reducing the magnitude of lateral deviations from the route center line
and, consequently, increasing the probability of a collision, should a loss of vertical separation between aircraft on the same route
occur.
Note 2: The following incorporates lateral offset procedures for both the mitigation of the increasing lateral overlap probability due to
increased navigation accuracy, and wake turbulence encounters.
The SLOP shall be established at a distance of 1 NM. or 2 NM to the right of the centerline relative to the direction of flight. Pilots are
not required to inform ATC that a strategic lateral offset is being applied.
Cancellation of Destination Alternate in cruise: OM-A 8.3.7.1.4.1
a. The remaining flying 6 hours or less;
b. At least Final Reserve fuel will remain at touchdown;
c. One runway available at destination and destination alternate is within 30 minutes the meteorological conditions for the period
from ETA until 1 hr. after, ceiling of 2000 ft. or circling height + 500 ft., whichever is greater, and a visibility of 5 km,
d. When two separate runways are available at destination and the meteorological conditions for the period from ETA until 1 hr.
after, meets the Planning Minima.
ONE ENGINE INOPERATIVE. PER-OEI-GEN
Standard Obstacle Strategy Fixed Speed Strategies

Strategy 320 Kt. VMO
M .78 /300
Descent to Ceiling Green Dot Speed MCT M .78 /320 kt. MCT M .80 /350 kt. MCT
kt. MCT
Obstacle not cleared: FL per Refer to PRO-SPO- 40-60 FL per Refer to PRO-SPO-40-60
LR ceiling Maintain Green Dot Speed ETOPS Fuel from Critical Point ETOPS Fuel from Critical Point
Cruise
LR speed at MCT. Obstacle cleared: to Landing – One Engine Out – to Landing – One Engine Out –
Revert to standard strategy Cruise at 320 kt. MCT/320 kt. Cruise at 350 kt. MCT/350 kt.
Descent to Landing IDLE/M .78/300 kt./250 kt.
Approx. Increase in fuel
consumption compared +33 %
with both engines
operative
14
JEPPESEN TEXT MANUAL. ENROUTE

TRANSPONDER OPERATIONS
− 7500 Unlawful interference (Hijacked)
− 7600 Communication failure
− 7700 Emergency
Diversion for Medical Reasons. OM-A 6.4.1
Detailed procedures for handling in flight medical emergencies are given in 8.2. Aircraft Passengers and Cargo Handing Procedures
related to Safety.
Medical Conditions that may require an Unscheduled Landing. OM-A 6.4.2
The items listed below are only for reference, they are not the only condition that may require for an Unscheduled Landing:
− Stoppage of breathing and pulse.
− Unconsciousness.
− Severe shock.
− Uncontrollable bleeding.
− Internal bleeding.
− Heart attack.
− Recurrent Epileptic fits.
− Retained Placenta
ENTERING THE APPROACH DATA. PRO-NOR-SRP-01-50
The default TRANS FL value is computed by the FMS based on:
− The Transition Altitude of the destination airport (extracted from the NAV Database),
− The QNH value entered on PERF APPR page. Due to the internal FMS computation of altitude constraints, it is rounded to the
upper multiple of 5.
The crew should not modify this default TRANS FL value, if it slightly differs from the Transition Level specified on the approach chart or
reported by ATC.
COMMANDER: OM-A 1.4
The Commander shall not permit a First Officer (F/O) to conduct a take-off and/or landing if the:
− Runway is contaminated or slippery; or
− Surface crosswind component exceeds 15 kts; or
− Visibility / RVR and ceiling is less than 600 m / 200 feet; or
− Airport is category C
Rate of Descent Limit: OM-A 8.3.1.8.3
− Below 2000 sink rate must be advised on the approach when becomes more than 1000 ft. amber when +- 6000 ft., 2000 ft.
below 2500 or 2100 and 1000 below 1200 ft.
− Maximum rate of descend when intercept the GS from above is 2000 ft. until establish or GS*
− A glide path above 3.5 deg. must be included in the briefing.
− The energy circle on the ND when HDG or TK are ON it shows the required distance to descend, decelerate and land from
present position.
High rates of descent must be avoided. The maximum rate of descent must not exceed as given in table below To avoid
overshooting the assigned altitude during descent, and to minimize spurious EGPWS warnings, the rate of descent should be reduced
to not more than 1000 fpm when passing through the final 500 feet above the assigned altitude.
ALTITUDE ABOVE TERRAIN MAXIMUM RATE OF DESCENT
5000 ft. 5000 fpm.
4000 ft. 4000 fpm.
3000 ft. 3000 fpm.
2000 ft. 2000 fpm.
1000 ft. 1500 fpm.
Below 1000 ft. 1000 fpm.
Wind Limits. LIM-12 / LIM-22-20

T/O dry T/O wet LND dry LND wet CAT 2 & CAT 3 A321 CAT 2
Headwind kt. 30 40
Crosswind kt. 35 29 35 30 20 25
Tailwind kt. 15 15 15 15 10 10
15
Cold Temperature Altitude Correction: OM-A 8.3.3.11

The calculated minimum safe altitudes/heights must be corrected when the OAT is significantly lower than that predicted by the
standard atmosphere. The correction has to be applied on the height above the elevation of the altimeter-setting source. The
altimeter-setting source is generally the atmosphere pressure at an airport, and the correction on the height above the airport has to
be applied on the indicated altitude.
With respect to altitude corrections the following procedures apply:
− IFR assigned altitudes may be either accepted or refused. Refusal in this case is based upon the pilot’s assessment of
temperature effect on obstacle clearance.
− When altitude corrections are applied to any published procedure altitude, pilots shall advise ATC how much of a correction is
to be applied.
Values to be added by the pilot to minimum promulgated heights/ altitudes (ft.):
Aerodrome Height above the elevation of the altimeter setting source (ft.)
Temperature 200 300 400 500 1000 2000 3000 4000 5000
0º C 20 20 30 30 60 120 170 230 280
−10º C 20 30 40 50 100 200 290 390 490
−20º C 30 50 60 70 140 280 420 570 710
−30º C 40 60 80 100 190 380 570 760 950
−40º C 50 80 100 120 240 480 720 970 1210
−50º C 60 90 120 150 300 590 890 1190 1500
JEPPESEN TEXT MANUAL. AIR TRAFFIC CONTROL. FLIGHT PROCEDURES. Part IV Holding Procedures
Holding Speed (PANS OPS) Categories A through E
Levels Normal conditions Turbulence (ATC Clearance) Outbound Timing
≤ 14000ft 230 kts.
280 kts. 1 min
> FL 140 ≤ FL 200 240 kts.
> FL200 265 kts. .80 Mach 1 ½ min
Commencement and Continuation of an Approach OM-A 8.3.1.9.5
An instrument approach may be commenced regardless of the reported RVR/VIS but the approach shall not be continued beyond
the outer marker, or equivalent position, if the reported RVR/Visibility is less than the applicable landing minima. Where no outer
marker or equivalent position exists, the Commander shall make the decision to continue or abandon the approach before
descending below 1000 ft. above the aerodrome on the final approach segment.
If, after passing the outer marker or equivalent position depicted on the Instrument Approach Chart, the reported RVR/Visibility falls
below the applicable minimum, the approach may be continued to DA (H) or MDA (H). A pilot may continue the approach below
DA (H) or MDA (H) and the landing may be completed provided that the required visual reference is established at the DA (H) or
MDA (H) and is maintained.
Warnings for ILS Approach PRO-NOR-SRP-01 FMS
Autoland Warning RED (In CAT 2 (200 – DH) CAT 3 (200 & blw)):
− Both A/P lost
− A/C too far off beam, or
− Loss Loc signal above 15 ft. or loss G/S above 100 ft.
− Difference between both radio altimeters more than 15 ft.
PRECISION APPROACH CAT 2/3 OM-A 8.4.8
Approach Category DH RVR Alert Height Required Equipment
CAT 2 100ft<DH<200ft >300m note1 N/A N/A
CAT 3A 50ft<DH<100ft >200m N/A Fail Passive
CAT 3B <50ft 75m<RVR<200m Applicable Fail Operational
CAT 3B NO DH 75m Applicable Fail Operational
MINIMUM REQUIRED DH and RVR for Approaches

Required RVR Reading
Approach Category DH MID with Mid without
TDZ RO
Auto Rollout Auto Rollout
CAT 1 >200 550m / 400 LTS
CAT 2 100ft Note 1 300m 75m 125m 75m
CAT 3A 50ft 200m 75m 125m 75m
CAT 3B Below 50ft 75m 75m N/A 75m
CAT 3B NO DH 75m Note 2 75m Note 2 N/A 75m Note 2
16
*Note: 350m must be used for category D aircraft conducting manual landing. Manual CAT II autoland will only be
approved for specific airports listed in Part C.
Note 1: For CAT III B operations, in the case of a CAT III runway it may be assumed that operations with no DH can be
supported, unless specifically restricted, as published in the AIP or NOTAM. In contrast to weather minima:
Therefore, an automatic landing system is mandatory to perform CAT III operations. Its reliability must be sufficient to control
the aircraft to touchdown in CAT III A operations and through rollout to a safe taxi speed in CAT III B.
− Cat 2: RVR TDZ required
− Cat 3A: RVR TDZ + MID mandatory (MID replaced by RO if inop.)
− Cat 3>B: only one RVR
CAT 2 / 3 Approach Briefing. OM-A 8.4.13
Additional to normal briefing, During CAT 2 / 3 approach briefing, the Commander shall satisfy himself that:
− Flight crew members are qualified;
− Aircraft systems status and capacity;
− The status of the visual and non-visual facilities is sufficient;
− LVPs are in force;
− Airfield and runway operational status e.g. CAT 2 / 3 …… etc.;
− Destination and alternate weather;
− Brief review of task sharing;
− Review approach procedure (stabilized approach);
− Review and set applicable landing minima (RA) value in DH field;
− Review Approach Ban
− Review go-around procedure, ATC calls;
− Review downgrading possibilities above 1000 ft. AGL;
− Brief review of procedure in case of malfunction below 1000 ft. AGL;
− Optimum seat position and reminder to set cockpit lights when appropriate; and
− Review of the FMA calls.
FUEL:
− Add 30’ taxi fuel if vis. < 400 m. = 400 kg.
− Add 30´holding if WX below CAT 1 = 1200 kg.
Required Visual Reference for CAT 2 / 3. OM-A 8.4.9
A pilot may not continue an approach below DH unless the following visual references are attained and can be maintained
App. Type Required Visual Reference
A pilot may not continue an approach below DH unless the following visual references are attained and can be maintained:
a) A segment of at least 3 consecutive lights being:
− The center line of the approach lights, or
− Touchdown zone lights, or
− Runways center line lights, or
CAT 2 − Runway edge lights, or
− A combination of these is attained and maintained.
b) And a lateral element of the ground pattern:
− An approach lighting crossbar, or
− The landing threshold, or a barrette of the touchdown zone lighting
A segment of at least 3 consecutive lights being:
− The center line of the approach lights, or
− Touchdown zone lights, or
CAT 3A
− Runways center line lights, or
− Runway edge lights, or
− A combination of these is attained and maintained.
− For CAT 3B operations with fail-operational flight control systems using a DH, a pilot may not continue an approach
below DH unless a visual reference containing at least one centerline light is attained and can be maintained.
CAT 3B
− For CAT 3B operations with no DH there is no requirement for visual contact with the runway prior to touchdown. The
permitted RVR is dependent on the level of airplane equipment.
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT. PRO-NOR-SRP-01-70
Go Around if insufficient visual references below 1000 ft.: to DH in CAT 2, or100 ft. in CAT 3
− Alpha Floor activation.
− AP OFF (Cavalry charge)
− Loss of Approach capability. (Triple click)
− Amber Caution (Single chime)
− Engine Failure.
− No Land Mode a 350 ft.
− AUTOLAND Warning Light, below 200ft,
− No FLARE at 30 ft. (CAT 3)
17
AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red light appears on the
Glareshield when the aircraft is below 200 ft. RA and one of the following events occurs:
− The autopilots are lost, or
− The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
− Loss of LOC signal above 15 ft., or loss of glide signal above 100 ft. (transmitter or receivers).
− The difference between both radio altimeter indications is greater than 15 ft.
When the Autoland light comes on, Autoland must be discontinued
Visual Maneuvering (Circling / Visual Approach): OM-A 8.1.3.9 Circling Minima: Visibility 5000m MDH 1000ft rounded up to
the nearest 100ft or published minima.
Visual Approach. OM-A 8.1.3.10
The PF may commence a visual approach provided the following conditions can be maintained throughout the approach:
− Visual contact with the landing runway environment (runway threshold, approach lighting, or other markings identifiable with
the runway)
− If circling minima is published, then the cloud ceiling must be at least the MDH specified under “CIRCLE-TO-LAND” or 1500 ft.
whichever is greater and reported visibility of at least 5 km.
− If no circling minimum is specified, then the cloud ceiling must be at least the Minimum Safe/Sector Altitude (MSA) and reported
visibility of at least 5 km.
In all cases the approach shall be discontinued if the specified visual reference is lost. In the event of a missed approach,
advise ATC as soon as practicable to ensure the appropriate procedure is followed.
Stabilized Approach OM-A 8.3.1.9.4
A missed approach is mandatory if any of the following have not been achieved by 1000 ft. AAL:
− Landing Configuration (Gear Down, Flaps in the Landing position and Speedbrake armed.)
− Stabilized on glideslope/ final approach path
− Stabilized at Command Speed/VAPP taking into consideration the prevailing conditions
− Vapp -5kts to Vapp or GS Mini (whichever is higher) +10kts
− Landing checklist completed.
Manual Roll Out: PRO-NOR-SRP-01-70
− Antiskid Inop.
− Nose wheel Steering inop.
Contaminated RWY. LIM-22-20
NON-PRECISION APPROACH. FPA: 1º = 100 ft./NM.
Ground Clearance. SOP 3.03.22
A319 A320 A321
PITCH ROLL PITCH ROLL PITCH ROLL
No compress 15.5º 18.1º 13.5º 20º 11.2º 18.1º
Full compress 13.9º 16.2º 11.7º 16º 9.7º 16.2º
GROUND OPERATIONS IN HEAVY RAIN: PRO-SUP-30 P 2. After landing:

EXTRACT. - OVRD
PACKS 1 and 2. - CHECK ON
− OAT ≤ 39 ° C: no limit.
− 39 ° C ≤ OAT ≤ 45 ° C: 3 h
OAT ≥ 45 ° C: 30 min After takeoff:
EXTRACT. - AUTO
BRAKE TEMPERATURE LIMITATIONS REQUIRING MAINTENANCE ACTIONS PRO-SUP-32 P 4
Maintenance action is required in the following cases:
− 2 brakes on the same gear is greater than 150°C, and one of the brakes is higher than, or equal to 600°C, or
− 2 brakes on the same gear is greater than 150°C, and one brake is lower than, or equal to 60 ° C, or
− The difference between the average temperature of the left gear brakes and the average temperature of the right gear brakes
is 200°C or more, or
− A fuse plug has melted, or
− One brake’s temperature exceeds 900°C.
18
Standard Communication Terminology: OM-A 8.2.4.7

− De-/Anti-icing supervisor: “Set parking brakes ON, confirm aircraft is ready for treatment, inform any special requests”
− Commander: “Parking Brakes are ON, you may begin treatment and observe… (Any special requests like: ice under wing/flaps,
clear ice on top of wing, snow on fuselage, ice on landing gear, anti-ice type 4…)”
− De-/Anti-icing supervisor: “We begin treatment and observe…(special requests mentioned above). I will call you back when
ready”.
Only after equipment is cleared from aircraft and all checks are made:
− De-/Anti-icing supervisor: “De-/Anti-icing completed. Anti-icing code is… (Plus any additional info needed). I am disconnecting,
standby for clear signal at right/left and/or contact ground/tower for taxi clearance”.
− Commander: “De-icing / Anti-icing completed, anti-icing code is…”
CROSSWIND. PRO-SUP-27-20 / PRO-SUP-91-50
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind conditions, some lateral control may
be used, but care should be taken to avoid using large deflections, resulting in excessive spoiler deployment that increases the
tendency to turn into wind, reduces lift and increases drag. Spoiler deflection starts to become significant with more than one third
sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a roll rate demand.
Special care should be taken to avoid using large deflection, resulting in excessive spoiler deployment. A direct effect of the
reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike.
Reported braking action Reported rwy friction coefficient Max. Crosswind (kts) Equivalent runway condition (1)
Takeoff Landing
Good (on wet runway) ≥ 0.4 29 30 1
Good/medium 0.39 to 0.36 25 25 1
Medium 0.35 to 0.3 20 2/3
Medium/poor 0.29 to 0.26 15 2/3/4
Poor ≤ 0.25 Not authorized ¾
Nil Not authorized 4/5
(1) Equivalent runway condition (only valid for maximum crosswind determination):
1. Dry, damp or wet runway (less than 3 mm water depth)
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of hydroplaning
5. Icy runway or high risk of hydroplaning
Fluid Contaminated Runway. PRO-SUP-91-50
Taxiing
− Avoid high thrust.
− Keep distance from other A/C
− Taxi speed max. 10 kts, antiskid de-activates
− On slippery taxiways during turns with large nose wheel steering angles, noise and vibration may result from the wheels slipping
sideways.
− Differential power may be needed.
− Keep flaps retracted till last minute.
Takeoff
− Max T/O power (TOGA)
− If abort T/O try to use rudder & small inputs to nose wheel to maintain directional control.
− Don’t lift the nose before VR
− Rotate lift off and retract gear and high lift devices in the normal manner.
Landing
− Avoid landing with inoperative antiskid.
− Approach at the normal speed.
− Make a positive touchdown after a brief flare.
− Don’t hold the nose wheel off the ground.
− Use Max reverse thrust.
− Maintain directional control with rudder as long as possible
− If the runway length is limiting, apply the brakes before lowering the nose gear onto the runway, but be prepared to apply back
stick to counter the nose down pitch produced by the brakes application.
19
Runway Contamination PER-TOF-CTA-20

Definitions
Damp: Not dry, but water does not give a shiny appearance. Wet: Shiny, layer of water not exceeding 3mm depth.
− DAMP: A runway is damp when the surface is not dry, but when the water on it does not give it a shiny appearance.
− WET: A runway is considered as wet when the surface has a shiny appearance due to a thin layer of water. When this layer does
not exceed 3 mm depth, there is no substantial risk of hydroplaning.
− STANDING WATER: is caused by heavy rainfall and /or insufficient runway drainage with a depth of more than 3 mm.
− SLUSH: is water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperatures around 5 ° C
and its density is approximately 0.85 kg/l (7.1 lb./US Gal).
− WET SNOW: is a condition where, if compacted by hand, snow will stick together and tend to form a snowball. Its density is
approximately 0.4 kg/l (3.35 lb./US Gal).
− DRY SNOW: is a condition where snow can be blown if loose, or if compacted by hand, will fall apart again upon release. Its
density is approximately 0.2 kg/l (1.7 lb./US Gal).
− COMPACTED SNOW: is a condition where snow has been compressed (a typical friction coefficient is 0.2).
− ICY: is a condition where the friction coefficient is 0.05 or below.
1. Wet runway and equivalent:
− 3mm. slush
− 3mm. water
− 4mm. wet snow
− 15mm. dry snow
2. Contaminated runway and equivalent:
− 12.7mm (1/2 inch) wet snow = 6.3mm (1/4 inch) slush
− 25.4mm (1 inch) wet snow = 12.7mm (1/2 inch) slush
− 50.8mm (2 inch) dry snow = 6.3mm (1/4 inch) slush
− 101.6mm (4 inch) dry snow = 12.7mm (1/2 inch) slush
Note: It is not recommended to take off from a runway covered with more than 4 in. of dry snow or 1 in. of wet snow.
TYPE A/P ON A/P OFF IHIBITED
Spoiler 3 & 4: 25º
A319 Spoiler 2: 17,5º (Conf. 1 & 2. Best drag) Flaps Full
Spoiler 2: 12,5º (Conf. 3)
Spoiler 3 & 4: 25º Spoiler 3 & 4: 40º
A320 Flaps Full
Spoiler 2: 12,5º Spoiler 2: 20º
A321 Spoiler 2, 3 & 4: 25º Flaps 3 & Full
The five lever positions correspond to the following surface positions: DSC-27-30-20
Position SLATS FLAPS 319/320 FLAPS 321 Ind. on ECAM
0 0 0 0 CRUISE
HOLD
18 0 0 1
1
10 10 1+F
2 22 15 14 2 TAKEOFF
APPR
3 22 20 21 3
LDG
FULL 27PROC. QRH
TASKSHARING FOR ABN/EMER 40GEN.01 25 FULL
For all abnormal/emergency procedures, the task sharing is as follows:

PF Pilot flying - Responsible for the:
− Thrust levers
− Flight path and airspeed control
− Aircraft configuration (request configuration change)
− Navigation
− Communications
PNF Pilot non flying - Responsible for the:
− Monitoring and reading aloud the ECAM and checklists
− Performing required actions or actions requested by the PF, if applicable
− Using engine master switches, cockpit CBs, IR and guarded switches with PF’s confirmation.
ECAM CLEAR
Do not clear ECAM without cross-confirmation of both pilots.
20
ABN/EMER PROC INITIATION

Procedures are initiated on pilot flying command. No action will be taken (apart from audio warning cancel through MASTER WARN
light) until:
− The appropriate flight path is established, and
− The aircraft is at least 400 ft. above the runway, if a failure occurs during takeoff, approach, or go-around. (In some emergency
cases, provided the appropriate flight path is established, the pilot flying may initiate actions before this height).
NORMAL CHECKLIST
Normal C/L are initiated by the PF and read by the PNF. The PF shall respond after having checked the existing configuration.
When both pilots have to respond, “BOTH” is indicated.
USE OF SUMMARIES. FCTM OP-040
The summaries are QRH procedures created to help the flight crew to perform actions in the event of an ELEC EMER
CONFIG or a dual hydraulic failure.
The QRH summaries are divided into four sections: CRUISE, APPROACH, LANDING and GO-AROUND
− Step 1 & 2: The ECAM actions should be applied first. This includes both the procedure and the STATUS section. When
ECAM actions are completed, the PNF announces "ECAM ACTIONS COMPLETED". Then, the PNF should refer to the
corresponding QRH SUMMARIES.
− Step 3: After the review of the ECAM STATUS, the PNF should refer to the CRUISE section of the QRH summaries. The
CRUISE section highlights the remaining systems (in ELEC EMER configuration only), the main limitations, and the flight
capability of the aircraft.
The CRUISE section helps the flight crew to assess the situation, and to select an appropriate runway for landing.
The flight crew should refers, as indicated in the CRUISE section, to the corresponding chapters of the QRH for:
− The evaluation of increased fuel consumption (FPE-FPF) (step 4) and,
− The landing performance computation at the selected airport (FPE-IFL) (step 5).
APPROACH PREPARATION
While reviewing the STATUS pages (step 6) for approach preparation, the section APPROACH LANDING and GO-AROUND are used to
support the preparation (step 7 & 8).
When appropriate, these sections include the paper procedure that the flight crew must apply during the APPROACH, LANDING and
GO-AROUND phases (LANDING WITH SLATS or FLAPS JAMMED procedure and/or the L/G GRAVITY EXTENSION procedure for
example).
APPROACH BRIEFING
The section APPROACH, LANDING, and GO-AROUND of the QRH summary should be used to perform the approach briefing, while
cross-checking the associated FMGS pages and the STATUS page (step 9 & 10).
Situation Assessment with the QRH Summary:
APPROACH
To perform the approach, the flight crew should refer to the APPROACH section (step 11). Once the aircraft is in final configuration,
the LANDING and GO-AROUND sections can be shortly reviewed, as a reminder (braking, NWS, reversers, and L/G retraction in the
case of go-around). Finally, the PNF should review the ECAM STATUS (step 12), and check that all the APPR PROC actions are
completed.
Situation Assessment with the QRH Summary
21
Approach Preparation with the QRH Summary
Approach Briefing with the QRH Summary
Approach with the QRH Summar
Before reading STATUS page:

− Perform all normal checklists
− Check OEB’s
− Check RESETs After any “ECAM ACTIONS COMPLITED”:
D Diagnosis.
O Options
D Decision
A Assign duties – NITES briefing.
R Review
NITES briefing. (Read back)
N. Nature of Emergency.
I. Intentions. (Normal or crash landing)
T. Time remaining
E. Escapes available.
S. Signal. (Brace)
22
T/O BRIEFING:
Briefing Example:
− Aircraft type and model for tail strike awareness. Aircraft technical status: MEL, CDL, and OEBs.
− This will be a left seat takeoff, standard calls and procedures.
− Below 100kts >I will call “STOP” for any relevant reason. Between 100kts and approaching V1, I will call “STOP” in the event of any
Warning, Caution, windshear, loss of engine thrust or any indication that the aircraft will not fly safely.
− If the call is “Stop I will call “STOP” while simultaneously closing the thrust levers, apply MAX reverse, and verify operation of
Autobrake or apply MAX braking. When the aircraft is stopped, I will set and confirm the PARK brake is on and make a P.A.
“ATTENTION CREW AT STATIONS”. I will then call for the appropriate checklist.” I will not attempt to vacate the runway until I am
certain that an evacuation is NOT required and it is safe to do so. You will monitor reverse thrust operation, aircraft deceleration
and cancel any aural warning. When the aircraft is stopped you will call ATC. You will carry out the ECAM or QRH procedure on
my command.
− If the call is “Go” I will continue the takeoff and there will be no actions apart from silencing the aural warning, raising the gear
and selecting TOGA if required. The autopilot will be used when the aircraft is under safe control. At 400 feet AAL and aircraft is
under control I will call for the ECAM actions on my command and you will perform them.
− In the event of an engine failure, I will advise ATC of our intentions and fly the Special Engine Out SID
− In VMC and if conditions allow, I may continue on the cleared SID or accept radar vectors.
Normal Takeoff Briefing:
Briefings will consist of five modules covered by the acronym “C-TWO-Plus”:
− Chart. Pushback considerations, taxi route. Runway, Name of SID / Dep. / Trans Chart ID’s, Date’s initial level. Transition altitude.
− Terrain. Airfield elevation if 100 ft. or greater, Terrain if applicable, Sector MSA, Terrain on ND.
− Weather
− Operational. NOTAMS, Flex or TOGA, Use of Anti-Ice, Radar, Packs during takeoff, Noise Abatement procedure, Low Visibility
Procedures, Use of AP
− Plus Threats
INIT B page.
− Block Fuel. FOB on EW/D
− Estimated TOW.
− Extra time at destination.
Takeoff PERF page.
− TO RWY.
− TO CONFIG.
− FLEX/TOGA. FLEX/TOGA on MCDU
− V1, VR, V2. V1, VR, V2 on PFD
− Transition altitude.
− Thrust Red/Acc altitude.
Flight Plan page.
− Minimum Safe Altitude.
− First Assigned FL. ALT target in Blue on PFD
− Flight Plan Description. SID, route on F-PLN page
− RAD NAV. RAD NAV on ND
Abnormal Operations.
− EOSID and return plan. SEC F-PLN and PERF
23
DESCENT and APPROACH BRIEFING

− Miscellaneous
− Aircraft type and model for tail strike awareness.
− Aircraft technical status: MEL, CDL, and OEBs.
− NOTAMS, Weather, Runway conditions and Runway in use.
− Use of Anti-Ice, Radar, Terrain on ND and Packs during approach.
− Fuel Check
− Extra fuel FUEL PRED page
− Descent
− TOD (time, position) F-PLN page
− MORA, STAR F-PLN page
− Altitude and speed constraints
− Transition altitude
− Holding (if expected)
− Entry into holding pattern
− MHA and MAX speed
− Approach
− Level of automation (AP, Autoland)
− Approach type PERF APPR and ND
− Radio Aids RAD NAV
− MSA
− Altitudes, fixes and FAF identification F-PLN
− Glide Path PFD/FMA
− MDA/DH PERF APPR
− Missed Approach Procedures F-PLN
− EOSID and return plan SEC F-PLN and PERF
− Alternate considerations F-PLN
− Landing
− Runway condition, length and width
− Tail strike awareness
− Use of autobrake (mode, manual takeover)
− Use of reversers (IDLE, MAX)
− Expected taxi route and parking.
− At the End of the briefing, reiterate:
− Autobrake Setting
− Landing Weight on ECAM
− Reverse used on landing
− Flaps 3 or Full and GPWS set
24
CABIN CREW CALLS. CSM 5

− ATTENTION CREW AT STATIONS. Used as an on-ground alert to prepare cabin crew for possible evacuation.
− CS TO FLIGHT DECK, CS TO FLIGHT DECK. Indicates that an in-flight emergency situation has arisen. The CS (D) or any available
crewmember must come to the flight deck.
− CABIN CREW, TAKE YOUR SEATS. Used in the event of unexpected higher-level turbulence when the commander would like the
carts stowed and the crew seated.
− CABIN CREW AND PASSENGERS KEEP YOUR SEATS. Used to cancel an on-ground alert.
− EVACUATE, EVACUATE, EVACUATE. Used to command an emergency evacuation. Use with caution. It is a NON-CANCELABLE
command.
− EMERGENCY DESCENT. Indicates to the cabin crew and passengers to be seated for an emergency descent maneuver.
− CABIN CREW AND PASSENGERS, WE HAVE REACHED A SAFE ALTITUDE; MAY REMOVE YOUR MASKS. Indicates that it is safe for the
passengers and cabin crew to remove their oxygen masks, and for the cabin crew to begin post-decompression duties.
AIR SAFETY REPORTING. OM-A 11.6
Air Safety Reports are to be filed for the following types of incident:
1. A system defect that adversely affects the handling characteristics or safe performance of an airplane (also the Tech Log)
2. There are significant handling difficulties (also the Tech Log)
3. There is a warning of fire or smoke (also the Aircraft Technical Log).
4. Any person is found to be, or to have been, smoking in the airplane toilet irrespective of whether there was a smoke warning.
5. Safety Equipment or Safety Procedures are defective or inadequate (also the Aircraft Technical Log).
6. The use of any emergency procedure is necessary or an emergency (MAYDAY / PAN) is declared.
7. Incapacity of any crewmember or an illness or injury to any person on board or the death of any person on board.
8. The airplane sustains any form of damage on the ground or in the air (also the Aircraft Technical Log).
9. Any navigation error leading to a significant deviation from the planned track (also the Aircraft Technical Log).
10. A rejected take-off is executed after take off power is set (also the Aircraft Technical Log).
11. A runway or taxiway excursion occurs (also the Aircraft Technical Log).
12. Incorrect loading or incorrect documentation concerning the loading of fuel, passengers, cargo or dangerous goods.
13. A spillage or other hazard directly concerning dangerous goods (also the Aircraft Technical Log).
14. An altitude excursion of more than 300 feet.
15. There is an exceedence of the limiting parameters for the configuration of the aircraft or a significant unintentional speed
change occurs (also the Aircraft Technical Log).
16. Communications fail or become unusable (also the Aircraft Technical Log).
17. When windshear or wake turbulence is encountered on the final approach.
18. When significant windshear, turbulence, lightning / hail strike or severe weather is encountered (also the Aircraft Technical Log
for severe turbulence, lightning / hail strike).
19. A stall warning occurs.
20. A hard landing is made (also the Aircraft Technical Log).
21. A hard GPWS warning occurs.
22. A serious loss of braking occurs (also the Aircraft Technical Log).
23. The aircraft is evacuated (also the Aircraft Technical Log).
24. Fuel quantity is less than final reserve on landing (consider also the Aircraft Technical Log).
25. A TCAS Resolution Alert, or an AIRPROX or ATC incident occurs.
26. A Bird or animal strike occurs (also the Aircraft Technical Log).
27. Any passenger being unruly or there is difficulty controlling violent, armed, drugged or intoxicated passenger on board.
28. Any threat or act of aggression such as a bomb threat, sabotage or vandalism (Aircraft Technical for vandalism).
29. When there has been a hazardous deviation from SOP by the crew, such as unstable approach, long landing (>3000 feet),
omission of a checklist or wrong setting of altimeters, etc.
30. When a go-around is carried out at any altitude during approach. Note: No disciplinary action will be taken and is required
purely for statistical purposes.
31. Additional occurrences that need to be reported for RNP AR Approaches:
− Actions/events external to the operation of the aircraft navigation system. Significant navigation errors attributed to incorrect
data or a database coding error.
− Unexpected deviations in lateral/vertical flight path not caused by pilot input or erroneous operation of equipment.
− Significant misleading information without a failure warning. Total loss or multiple navigation equipment failure.
Loss of integrity (e.g. RAIM) functions whereas integrity was predicted to be available during the pre-flight planning when a
crewmember deems it appropriate to submit an ASR.
25
Qatar Airways A320 Family Operating Limitations

General Limitations. LIM 10-13
Kind of Operations:
− VFR and IFR
− Extended Overwater Flight
− Flight in Icing Conditions
− Max number of Pax seats: A319=145, A320=180, A321=220
− Minimum Flight Crew: 2
− Flight Maneuvering Load Acceleration Limits:
− Clean conf.: -1g to +2.5g
− Slats or/and Flaps Extended: 0g to +2g A319
Center of Gravity Limits with ACTs installed: When the ZFCG is outside the basic ZFCG envelope but within the extended ZFCG area,
the corresponding procedures in case of FUEL ACT XFR FAULT, FUEL FWD ACT ISOLATED and FUEL ACT SYSTEM FAULT given in
PRO-ABN-28 must be applied.
Weight Limitations A321:
− Max Taxi Weight 93,400 kg or 89,400 kg dual cert weight
− Max Takeoff Weight 93,000 kg or 89,000 kg dual cert weight
− Max Landing Weight 77,800 kg (75,500 ship ADK)
− Max Zero Fuel Weight 73,800 kg (71,500 ship ADK)
− Minimum Weight 47,500 kg
Weight Limitations A320:
− Max Taxi Weight 77,400 kg or 73,900 kg dual cert weight
− Max Takeoff Weight 77,000 kg or 73,500 kg dual cert weight
− Max Landing Weight 66,000 kg
− Max Zero Fuel Weight 62,500 kg
Weight Limitations, A319:
− Max Taxi Weight 75,900 kg
− Max Takeoff Weight 75,500 kg
− Max Landing Weight 62,500 kg
− Max Zero Fuel Weight 58,500 kg
Weight Limitations: In exceptional cases, landing above maximum landing weight is permitted, provided the pilot follows the
overweight landing procedure.
Environmental Envelope:
− T/O and Landing from -1000 ft. to 9200 ft.
− Temp at Sea Level, -45C (-40C) to ISA+40C
− Temp at 9200 ft., -52C to ISA+35C
Maximum Altitude:
− A321: 39,800 ft. (39,100 ft. ship 1487)
− A320: 39,800 ft.
− A319: 41,100 ft.
Airport Operations:
− Runway slope (mean): ± 2%
− Max Runway Altitude: 9200 ft.
− Nominal Runway Width: 45 m
− Minimum Runway Width: 30 m
Operations on runways less than 45m wide require authorization from the QCAA and application of Special Operations: Operation
on Narrow Runways
Wind for Takeoff and Landing:
− QR operational limit, dry runway for T/O and LDG: 35 kts incl. gust
− QR operational limit, wet runway for T/O: 29 kts incl. gust
− QR operational limit, wet runway for LDG: 30 kts incl. gust
− Maximum Tailwind for T/O and LDG: 15 kts
− Maximum Tailwind for automatic landing: 10 kts.
Wind for passenger/cargo door operation:
− Max wind for passenger door operation: 65 kts
Max wind for cargo door operation: 40 kts (or 50 kts, if aircraft nose is into the wind, or the cargo door is downwind) The
cargo door must be closed before the wind speed exceeds 65 kts
26
Maximum Operating Speed (Vmo/Mmo):

− 350 kts to 24,600 ft., then 0.82M
Maximum Design Maneuvering Speed (Va)
− Approximately 250 kts to 10,000 ft., then rising to 300 kts at 30,000 ft., then 0.78M
− Applies in Alternate or Direct flight control law only
CAUTION: Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw may
result in structural failures at any speed.
Minimum Control Speeds (Vmca/Vmcg)
Vmca and Vmcg vary through a wide range of speeds depending on model, altitude and configuration.
Turbulence Speeds
Flight Level A319 A320 A321
− Below 200 255 250 275
− 200 and above 280/M0.76 275/M0.76 305/M0.76
Turbulence speed is also used as Vy, best rate of climb speed.
For best angle, use green dot speed.
Landing Gear Speeds (Vlo/Vle)
− Max Gear Extended (Vle): 280 kts/0.67M
− Max Gear Extension (Vlo extension): 250 kts
− Max Gear Retraction (Vlo retraction): 220 kts
− Max Altitude with gear extended: 25,000 ft.
Tire Speed:
− Max ground speed: 195 kts
− Max Speed for wiper use: 230 kts
Cockpit Window Open
− Max Speed: 200 kts
Taxi Speed: When the taxi weight is higher than 76,000 kg, do not exceed a taxi speed of 20 kts during a turn.
Aircraft Dimensions in meters:
319 320 321
Length 33.84 37.57 44.51
Wingspan 34.1 34.1 34.1
Height of Tail 12.17 12.14 12.09
Wheelbase 7.59 7.59 7.59
Minimum Turning Radius in meters:

Min theoretical pavement: 319: 20.64. /320: 22.9. /321: 27.6 Slow continuous turn, symmetrical thrust, no diff. braking, dry pavement
ATA 21 – Air Cond / Press / Vent
Cabin Pressure Differential:
− Max normal ∆P: +8.06 psi
− Max positive ∆P: +8.6 psi (safety valve)
− Max negative ∆P: -1.0 psi (safety valve)
− Max overpressure ∆P: +9.0 psi
The positive pressure safety valve opens between 8.2 and 8.9 ΔP
Cabin Altitude:
− Min Cabin Altitude Selection: -2,000 ft.
− Max Normal Cabin Altitude: 8,000 ft.
− Cabin Altitude Warning: 9,550 (± 350) ft.
− Max Cabin Altitude Selection: 14,000 ft.
Ram Air Inlet:
Only open if ∆P is lower than 1 psi
Air Conditioning with Low Pressure Ground Unit:
− Do not use conditioned air simultaneously from packs and LP ground unit (to avoid chattering of the non-return valves)
Airflow supplied by the ground cart shall not exceed 1.2 kg/s.
Air Conditioning with High Pressure Ground Unit:
− Do not use HP ground unit when APU supplies bleed air to avoid bleed system damage.
Avionics Ventilation:
27
During ground operations, limit the aircraft electric power supply with avionics ventilation system in normal configuration as follows:
− OAT = 49°C no limitation
− OAT = 55°C time limit 2 hours
− OAT = 60°C time limit 1 hour
− OAT = 64°C time limit ½ hour.
Pack Use on Ground:
When the outside air temperature is 25°C or below switch one pack OFF, as this will result in good airline savings.
Pack Flow Selection:
− NORM, for normal operating conditions
− ECON FLOW ON, if pax count < 140 (A321)
− LO if passengers count is below 115
− HI, for abnormally hot and humid conditions.
− A319: At and above FL380, Pack Flow LO.
Ditching Guarded Pushbutton:
CAUTION: If the ditching pushbutton is set to ON, on ground, with the low pressure ground cart connected and all doors closed, a
differential pressure will build up.
ATA 22 – Auto Flight
Auto Pilot Function
Minimum Use Heights:
− On Takeoff with SRS Mode: 100 ft. AGL (5 Sec)
− Straight-In Non-Precision Approach: MDA/MDH
− Straight-In LNAV/VNAV Approach: DA
− Circling Approach: Circle Min. minus 100 ft.
− ILS Approach w/o Cat2/3 on FMA:160 ft. AGL
− Cat II with no Autoland: 80 ft. AGL
− All Other Phases of Flight: 500 ft. AGL or 900 ft. AGL
Use of the AP or FD in OPEN DES or DES mode is not permitted on approach unless the FCU altitude is set to, or above, MDA (H) or
500/900 ft., whichever is higher.
Autothrust Function
Use of autothrust is approved with or without AP/FD in selected or managed mode.
Flight Management Function
– FMGS lateral and vertical navigation has been certified for after takeoff, en route, and terminal area operations, for
instrument approach procedures and for missed approach procedures.
– FMGS is not certified for ILS, LOC, LOC-BC, LDA, SDF or MLS approaches.
With GPS PRIMARY or radio updating, RNP (NM) demonstrated to be:
AP ON FD NAV AP OFF FD NAV AP OFF FD OFF
En route: 1 1 1.1
Terminal: 0.5 0.51 0.51
Approach: 0.3 0.3 Not Authorized
Without GPS PRIMARY, navigation accuracy is a function of ground radio navaid infrastructure, or elapsed time since the last radio
update. The RNP accuracy has been demonstrated, provided the appropriate RNP value is checked or entered on the MCDU, and
HIGH accuracy is displayed.
The FMGS is also certified for navigation within BRNAV, PRNAV, RNP-4 and RNP-10 airspace. RNP-10 oceanic/remote area operations
are approved with GPS PRIMARY, or without GPS PRIMARY provided time limitations in IRS only navigation are established.
FMGS NAV database must be validated for intended use.
Obstacle clearance and adherence to airspace constraints remains the flight crew’s responsibility.
Fuel, time, performance info is provided for advisory purposes only.
NAV mode may be used after takeoff, provided FMGS runway updating has been checked.
Takeoff in GPS PRIMARY:
For certain airports where the difference between the local coordinate system and WGS 84 is not negligible, an incorrect NAV
guidance may occur after takeoff. GPS must be deselected for takeoff from these airports, until a safe altitude is reached.
NAV or NAV and FINAL APP mode may be used for:
− VOR, VOR/DME, NDB, NDB/DME or RNAV (including GPS) approaches.
NAV or NAV and FINAL APP mode may NOT be used for:
− ILS, LOC, LOC-BC, LDA, SDF, or MLS approaches.
28
For instrument procedures not coded in the WGS 84 coord. system, the GPS must be deselected, unless the shift between the local
coord. system and the WGS 84 is found acceptable (except RNAV (GPS) and RNP RNAV). The assessment of this shift can be done:
− In flight, monitoring the navaid raw data in non-RNAV procedures.
− On ground, performing a GPS survey of the procedure waypoints.
FINAL APP mode guidance capability with GPS PRIMARY has been demonstrated down to MDH/DH (barometric) 250 feet.
VOR, VOR/DME, NDB, NDB/DME approach procedures may be performed in NAV or NAV and FINAL APP, provided AP or FD is used,
and:
− GPS PRIMARY is available. Navaid or airborne radio may be inop.
− Without GPS PRIMARY:
− The reference navaid must be tuned and monitored during the approach, or
− The radio navaid coverage supports the RNP value specified for the approach procedure.
For GPS approaches, GPS PRIMARY must be available.
RNAV approaches without GPS PRIMARY may be performed only if the radio navaid coverage supports the RNP value and HIGH
accuracy is displayed on the MCDU with the specified RNP.
NAV mode may be used in the terminal area, provided:
− GPS PRIMARY is available, or
− HIGH accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or
− Navaid raw data is monitored.
Non-Precision approaches with engine-out:
Autopilot use in FINAL APP, NAV V/S or NAV/FPA is prohibited. Only FD use is permitted. This does not apply to A320
Automatic Approach, Landing and Roll Out CAT II:
− Minimum Decision Height: 100 ft. AGL
− At least one AP on in APPR mode, CAT 2, CAT 3 SINGLE or CAT 3 DUAL
− If no Autoland, AP must be off no lower than 80 ft. AGL
Automatic Approach, Landing and Roll Out CAT III Fail Passive (SINGLE)
− Minimum Decision Height: 50 ft. AGL
− At least one AP on in APPR mode, CAT 3 SINGLE or CAT 3 DUAL
− Autothrust must be used in selected or managed speed.
Automatic Approach, Landing and Roll Out CAT III Fail Operational (DUAL)
− Alert Height: 100 ft.
− Two APs on in APPR mode, CAT 3 DUAL
− Autothrust must be used in selected or managed speed
− CAT III with DH, Minimum Decision Height: 25 ft. (or 22 ft.)
CAT III without DH, Minimum RVR: 75 m Automatic Approach, Landing and Roll Out Engine Out:
− CAT II and CAT III fail passive autoland are only approved in Config FULL and if engine-out procedures are completed before
1000 ft. AGL.
− A319 and A321 are approved for Config 3.
Automatic Approach, Landing and Roll Out CAT II/III Maximum Wind:
ALL A321 CAT II w/o autoland
– Headwind: 30 kts 40 kts
– Crosswind: 20 kts 25 kts
– Tailwind: 10 kts 10 kts
Tower surface wind is controlling. If tower reports surface wind beyond limitations, only CAT I automatic approach without autoland
allowed. A321 may degrade to CAT II without autoland provided wind is within limitations in second column.
CAT II and CAT III Autoland:
− Approved in CONFIG 3 and CONFIG FULL
− Autoland has been demonstrated:
− With CAT II and CAT III ILS beam
− With glideslope between 2.5° and 3.15°
− At or below maximum landing weight. (A319 up to 69,000 kg in an emergency)
− At approach speed (Vapp) = Vls + wind correction (5 to 15 kts)
− At airport altitudes below:
− A319: 9200 ft.
− A320: 6500 ft.
− A321: 5750 ft. (A/c 1487: 2500 ft.)
29
CAT II and CAT III Automatic Rollout:

− Automatic Rollout performance has been approved on dry and wet runways, but performance has not been demonstrated on
snow- covered or icy runways.
A319 and A321:
− During Automatic Rollout with one engine or reverser inoperative, the remaining thrust reverser may be used at IDLE reverse if
the crosswind is less than 20 kts (A319) or 15 kts (A321)
Automatic Landing in CAT I or better Weather Conditions:
Autoland on CAT I ground installations or on CAT II/III ground installations without sensitive area protection is possible IF:
− The airline has checked that the ILS beam and terrain have no adverse effect on AP/FD guidance.
− The crew is aware that ILS beam fluctuations may occur and is prepared to immediately disconnect the AP if necessary.
− At least CAT2 capability is displayed on the FMA and CAT II/III procedures are used.
− Visual references are obtained at an altitude appropriate to the performed CAT I approach.
CAUTION: When GPS PRIMARY is lost, the crew must periodically check if the position accuracy is “HIGH” or “LOW.”
ATA 23 – Communications
GSM Onboard System. It is prohibited to use the GSM system:
− Below 3,000m (10,000 ft.)
− In certain geographical areas (refer to documentation)
− The use of mobile phones is prohibited in the toilets and the cockpit.
ATA 24 – Electrical
− Max continuous load per generator: 100% (90 kVA)
− Max continuous load per TR: 200 A
It is forbidden to use the electrical outlets during takeoff and landing
IDG Disconnect
− Holding this pushbutton for more than 3 seconds may damage the disconnection system.
− Do not disconnect the IDG when the engine is not running or windmilling.
ATA 27 – Flight Controls
− Maximum operating altitude with slats/flaps extended is 20,000 ft.
− Maximum Flaps/Slats Speeds (Vfe)
Slats/Flaps A319 A320 A321 Ship 1487
Config 1 230 230 235 230
Config 1+F 215 215 225 215
Config 2 200 200 215 215
Config 3 185 185 195 195
ATA 28 – Fuel Config FULL 177 177 190 190
Fuel and Additive Specifications: Fuel system has been certified for: JET-A1, JP-8, JET-A, JP-5, RT, TS-1, JET-B, JP-4 and No3 JET.
Maximum allowed wing fuel imbalance (A319, A320)
– INNER Tanks (Outer Tanks Balanced)
Tank Qty. (heavier tank) Max allowed imbalance
− Full 1,500 kg
− 4,300 kg 1,600 kg
− 2,250 kg 2,250 kg
No limitation below 2,250 kg. The variation is linear.
– OUTER Tanks
Maximum allowed imbalance: 530 kg
− Maximum outer wing tank imbalance (one empty, one full) is allowed, provided:
− Fuel content of one side (outer + inner) = other side (outer + inner), or
− On the side of the lighter outer tank, the inner tank quantity is higher than the opposite inner tank, up to a max of 3,000 kg
Maximum allowed wing fuel imbalance (A321)
– INNER Tanks (Outer Tanks Balanced)
Tank Qty. (heavier tank) Max allowed imbalance
− Full 1,320 kg
− 4,000 kg 1,450 kg
− 2,350 kg 2,350 kg
No limitation below 2,350 kg. The variation is linear.
NOTE: In exceptional circumstances of uncontrollable fuel imbalances, the aircraft remains controllable in all phases of flight.
30
Fuel Temperature limits for Jet A1

− Minimum: -43°C
− Maximum: 54°C
Fuel Temperature indication on ECAM Fuel page flashes Advisory when fuel temperature is above 45°C for the inner cell or above
55°C for the outer cell, and below -40°C. Fuel Temperature limits for other types of fuel are given on 3.01.28
− Minimum Fuel Quantity for Takeoff: 1,500 kg
WING TK LO LVL warning must not be displayed on ECAM for takeoff. High temperature limitations for JP4 or JET B given on LIM-28 p2
Fuel Management (A319, A320)
− Tanks must be emptied center tank first, and then wing tanks.
− Takeoff on center wing tank is prohibited.
The various types of fuel may be mixed in all proportions, but the freezing point either must be determined by a freeze point
measurement, or consider the mixture to have the highest freeze point of the most conservative component fuel.
Note: Gravity feeding is not possible from the center tank.
ATA 29 – Hydraulic
− Normal operating pressure: 3000-psi ± 200
ATA 32 – Landing Gear
Maximum Brake Temperature for takeoff (brake fans off): 300°C (150 B.F).During ground procedures that require a thrust
increase with braking, the flight crew must ensure that the aircraft remains stationary. Use of the autobrake does not relieve the pilot
of his responsibility to safely stop within the available runway length, by taking over brake control with brake pedals, if necessary.
If a tire is deflated but not damaged, the aircraft can be taxied at low speed with the following limitations:
− If one tire is deflated on one or more gears (max 3 tires), the speed is limited to 7 kts when turning.
− If two tires are deflated on the same main gear (all other tires inflated), the speed is limited to 3 kts and nose wheel angle less
than 30°
Nosewheel Steering:
− Nosewheel steering angle is limited to 75° with handwheels
− Towing and pushback, nosewheel angle is limited to 95°
− Towbarless towing and pushback is approved, angle is limited to 85°
Landing Gear Speeds (Vlo/Vle)
− Max Gear Extended (Vle): 280 kts/0.67M
− Max Gear Extension (Vlo extension): 250 kts
− Max Gear Retraction (Vlo retraction): 220 kts
− Max Altitude with gear extended: 25,000 ft.
ATA 34 – Navigation
IRS NAV mode will not provide a valid magnetic heading:
− For latitude greater than 73° North (82°North)
− (For latitude greater than 73° North, between 90° and 120° West),
− For latitude greater than 60° South.
Flight outside these limits is prohibited.
Aircraft navigation is NOT to be predicated on the GPWS terrain display. The GPWS predictive functions should be inhibited (TERR p/b
OFF) when the aircraft is less than 15 NM from an airfield:
− When operating to/from a runway not in the GPWS database.
− For either specific takeoff runways with associated SID procedures, or for approach trajectories with associated procedures, that
have been identified as potentially triggering false terrain alerts.When both PFDs are lost, the ISIS bugs function must not be used.
ATA 35 – Oxygen
− Highest Minimum O2 Pressure, with 2 crew members + 2 observers, and a reference temperature of 50°C = 933 PSI
− Ref Temp on ground = (OAT + Cockpit Temp) ÷ 2
− Ref Temp in flight = Cabin Temp - 10°C
ATA 49 – APU
− Oil Quantity:
The APU may be started and operated even if the LOW OIL LEVEL advisory is displayed. Maintenance action is required within the
next 10 hours of APU operation.
− APU Starter Duty Cycles:
After 3 starter cycles, wait 60 minutes before attempting 3 more cycles.
Maximum Rotor Speed (N): 107%
31
Maximum EGT:
− For start, below 25,000 ft.: 900°C
− For start, above 25,000 ft.: 982°C
With APU running:
− With 5 seconds confirmation time for shutdown: 682°C
Immediate shutdown, depending on ambient temp: 700-742°C APU Start Envelope:
− 1,000 to 41,000 ft.
− -40°C to ISA+40°C or ISA+35°C above 9,200 ft.
APU Gen Load Ground/Flight:
− 100% (90 kVA) to as low as 39% (35 kVA)
APU Air bleed extraction for wing anti-ice not permitted. Air Bleed Extraction for packs
− Two Packs up to 15,000 ft.
− One Pack up to 20,000 ft.
ATA 70 – Power Plant
Engine Starter Duty Cycles:
− 2 minutes on, 15 seconds off
− 2 minutes on, 15 seconds off
− 1 minute on, 30 minutes off
− 30 minute cooling period following three starts attempts or 4 minutes of continuous cranking.
− No running engagement of the starter when N2 is 10% on the ground or above 18% in flight.
Reverse Thrust:
− DO NOT select reverse thrust in flight.
− Power-backs with reverse thrust on the ground are not permitted.
− Maximum thrust should not be used below 70 kts or when the airspeed indication fluctuates. Idle reverse is permitted down to
aircraft stop.
Reduced Thrust Takeoff permitted if:
− The airplane meets performance requirements at the planned takeoff weight with the operating engines at the thrust available
for the assumed temperature.
− The flex temp is not higher than ISA+42°C (+54°C, +72°C)
− The assumed temperature is not lower than the flat rating temperature or the actual OAT.
− The runway is not contaminated.
− The aircraft has an inoperative item affecting the performance, but only if the associated performance shortfall has been
applied to meet all performance requirements at the takeoff weight with the operating engines at the thrust available for the
flex temperature.
− The braking action is Good or better (mu ≥ 0.40)
The engine is capable of starting in crosswinds up to 35 knots.
− EGT/Thrust Setting Limits A321
− TOGA setting, Two Engines 5 min: 635°C (650°C)
− TOGA setting, One Engine Inop. 10 min: 635°C
− MCT setting unlimited time 610ºC
Starting: 635ºC Oil Temperature:
− Minimum Starting: -40°C
− Minimum prior to exceeding idle: -10°C
− Minimum prior to takeoff: 50°C
− Maximum continuous: 155°C
− Maximum Transient (15 minutes): 165°C Oil Quantity:
Check that the oil quantity is at or above 11 qt. plus maximum average consumption (0.3 qtr./hr.)
Oil Pressure:
Minimum Oil Pressure: 60 psi.
− N1 Maximum: 100 % (may be limited by ambient temperature and bleed configuration)
− N2 Maximum: 100 %
32
Qatar Airways A320 Memory Items

EMERGENCY DESCENT
CALL-OUT: “EMERGENCY DESCENT”
Immediate Actions
CREW OXY MASKS……………………………………………………………….On
EMER DESCENT……………………………………………………………………ANNOUNCE (PA)
SIGNS……………………………………………………………………………….On
DESCEND with the autopilot engaged:
– Turn the ALT selector knob and pull.
– Turn the HDG selector knob and pull.
– Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode.
THR LEVERS (if A/THR not engaged)………………………………………….IDLE
– If a/thrust is engaged, check that THR IDLE is displayed on the FMA.
– If not engaged, retard the thrust levers.
SPD BRK……………………………………………………………………………FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible activation of the angle of
attack protection, allow the speed to increase before starting to use the speedbrakes.
UNRELIABLE SPEED
CALL-OUT: “UNRELIABLE SPEED”
If the safe conduct of the flight is impacted: Memory Items:
− AP/FD………………………………………………………………OFF
- A/THR………………………………………………………………OFF
PITCH/THRUST:
– Below THRUST RED ALT……………………………………………….15°/TOGA
– Above THRUST RED ALT and Below FL 100……………………….10°/CLB
– Above THRUST RED ALT and Above FL 100……………………….5°/CLB
− FLAPS……………………………………………………………….Maintain current CONFIG (If full flaps >flaps 3)

− SPEEDBRAKES……………………………………………………..Check Retracted
− L/G………………………………………………………………….UP
When at, or above MSA or circuit altitude: Level off for troubleshooting.
LOSS OF BRAKING
CALL-OUT: “LOSS OF BRAKING”
If No Braking Available:
− REV…………………………………………………………………MAX
− BRAKE PEDALS……………………………………………………RELEASE
Brake pedals should be released when the A/SKID & N/W STRG selector is switched OFF, since the pedal force or
displacement produces more braking action in alternate mode than in normal mode.
A/SKD & N/W STRG………………………………………………OFF Braking system reverts to alternate mode.
− BRAKE PEDALS……………………………………………………PRESS
Apply brake with care, since initial pedal force or displacement produces more braking action in alternate mode than in
normal mode.
− MAX BRK PR………………………………………………………1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately 1000 psi and, at low ground speed,
adjust brake pressure as required.
− If Still No Braking:
− PARKING BRAKE…………………………………………………SHORT AND SUCCESSIVE APPLICATIONS
Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking
brake application. If possible, delay the use of the parking brake until low speed, to reduce the risk of tire burst and lateral
control difficulties.
33
WINDSHEAR
CALL-OUT: “WINDSHEAR TOGA”
− A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice “WINDSHEAR” repeated
three times.
− If windshear is detected either by the system or by pilot observation, apply the following recovery technique:
AT TAKEOFF:
− If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that
there is sufficient runway remaining to stop the airplane.
− If after V1:
THR LEVERS………………………………………………………………………TOGA
REACHING VR…………………………………………………………………..ROTATE
SRS ORDERS……………………………………………………………………..FOLLOW
AIRBORNE, INITIAL CLIMB or LANDING:
THR LEVERS AT TOGA………………………………………………………….SET OR CONFIRM
AP (if engaged)………………………………………………………………..KEEP
SRS ORDERS……………………………………………………………………..FOLLOW
This includes the use of full backstick, if necessary. The AP disengages when α is greater than αprot.
If FD bars are not available, use an initial pitch attitude of 17.5°. If needed to minimize height loss, increases this pitch
attitude.
− DO NOT CHANGE CONFIG (SLATS/FLAPS, GEAR) UNTIL OUT OF SHEAR
− CLOSELY MONITOR FLIGHT PATH AND SPEED
− RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF SHEAR
WINDSHEAR AHEAD
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the severity and location of the
windshear.
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or “GO AROUND WINDSHEAR AHEAD”) is triggered, if the
flight crew makes a positive verification that no hazard exists, then the alert may be disregarded, as long as:
− There are no other signs of possible windshear conditions, and
− The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports, during either takeoff or landing,
due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”)
W/S AHEAD RED
TAKEOFF
Associated with an aural synthetic voice “WINDSHEAR AHEAD” X 2.
Before Takeoff
− Delay Takeoff, or select the most favorable runway.
During the takeoff run
− Reject takeoff
Note: Pred. W/S alerts are inhibited above 100 knots until 50 ft.
When Airborne
THR LEVERS………………………………………………………TOGA As usual, the slat/flat config. can be changed,
provided the windshear is not entered.
− SRS ORDERS………………………………………………………FOLLOW
Same notes as above in “Windshear”
LANDING
Assoc. with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”
− GO-AROUND……………………………………………………PERFORM
− Same notes as above in “Windshear”
W/S AHEAD AMBER
Apply precautionary measures outlined in Supplementary Techniques PRO-SUP-91-10 General
34
EGPWS and GPWS

CAUTION: During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis.
− During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered
cautionary. Take positive corrective action until the alert stops, or a safe trajectory is ensured.
CALL-OUT: “PULL UP TOGA”
“AVOID TERRAIN” – “AVOID OBSTACLE ”
Simultaneously:
− AP…………………………………………………………………..OFF
− PITCH……………………………………………………………….PULL UP
Pull to full back stick and maintain in that position
− THRUST LEVERS……………………………………………………TOGA
− SPEEDBRAKES lever………………………………………………CHECK RETRACTED
- BANK……………………………………………………………….WINGS LEVEL or ADJUST Start the Pull-Up maneuver
before any turn.
When flight path is safe and warning stops: Decrease pitch attitude and accelerate.
When speed is above Vls and vertical speed is positive: Clean up aircraft as required.
“PULL UP ” – “TERRAIN TERRAIN PULL UP ” – “TERRA IN AHEAD PULL UP ” – “OBSTACLE AHEAD PULL UP ”
Same as above except turn only for “TERRAIN AHEAD PULL UP”
“TERRAIN TERRAIN” – “TOO LOW TERRAIN”
Adjust the flight path, or initiate a go-around.
“TERRAIN AHEAD” – “OBSTACLE AHEAD”
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on an analysis of all available information.
“SINK RATE ” – “DON’T SINK”
Adjust pitch attitude and thrust to silence the alert.
“TOO LOW GEAR” – “TOO LOW FLAPS”
Perform a go-around.
“GLIDE SLOPE ”
Establish the aircraft on the glide slope, or switch OFF the G/S mode pushbutton, if flight below the glide slope is intentional
(Non-Precision Approach)
TCAS WARNINGS
CALL-OUT: “TCAS, I HAVE CONTROL”
TA - Traffic Advisory: “TRAFFIC”
− Do not maneuver based on a TA alone. Attempt to see the traffic
RA – Resolution Advisory: “CLIMB” – “DESCEND” – “MAINTAIN VERTICAL SPEED” – “ADJUST VERTICAL SPEED” – “MONITOR
VERTICAL SPEED”
– AP (if engaged)……………………………………………………………OFF
– BOTH FDs…………………………………………………………………….OFF
– RESPOND promptly and smoothly to an RA by adjusting or maintaining the vertical speed as required reaching the
green area and avoiding the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area of the VSI and within the
green. If necessary, use the full speed range between Vαmax and Vmax.
– RESPECT STALL, GPWS, or WINDSHEAR warnings
– NOTIFY ATC
– When “CLEAR OF CONFLICT” is announced:
– Resume normal navigation in accordance with ATC clearance.
– AP/FD can be re-engaged as desired.
GO-AROUND procedures must be performed when a RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach.
Note: RAs are inhibited below 900 feet.
35
CREW INCAPACITATION
If a cockpit crewmember becomes incapacitated, the remaining crewmember must call a cabin attendant as soon as
practicable. The best way to request assistance from the cabin crew is by means of the PA:
“CS TO THE FLIGHT DECK, CS TO THE FLIGHT DECK”
The CS or any other cabin attendant must proceed to the cockpit immediately. The cabin attendant must then:
– Tighten and manually lock the shoulder harness of the incapacitated crewmember.
– Push the seat completely aft.
– Recline the seat back.
It takes two people to remove an unconscious body from a seat without endangering any controls or switches. If it is not
possible to remove the crewmember, one cabin attendant must remain in the cockpit to take care of and observe the
incapacitated crewmember. In coordination with the CS:
− Request assistance from any medically qualified passenger.
− Check if a type qualified company pilot is on board to replace the incapacitated crewmember.
STALL RECOVERY
As soon as any indication (could be aural warning, buffet…) is recognized, apply the immediate actions:
– NOSE DOWN PITCH CONTROL…………………………………………..APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK…………………………………………………………………………WINGS LEVEL When out of stall (no longer stall
indications):
– THRUST………………………………………………………………………INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with rudder.
– SPEEDBRAKES……………………………………………………….………CHECK RETRACTED
FLIGHT PATH…………………………………………………………………RECOVER SMOOTHLY If in clean configuration and
below 20,000 feet:
– FLAP 1…………………………………………………………………………SELECT
Note: If a risk of ground contact exists, once clearly out of stall, establish smoothly a positive climb gradient.
STALL WARNING AT LIFTOFF
Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this case, apply immediately
the following actions:
– THRUST…………………………………………………………………………TOGA At the same time:
– PITCH ATTITUDE……………………………………………………………....15°
– BANK……………………………………………………………………………WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious.
36
Qatar Airways A320 Weather and Fuel Planning.

Adequate Aerodromes.
ARFF Category Requirements 319/320 321
Take-Off Aerodrome 6 7
Destination Aerodrome 6 7
Alternate Aerodrome 5 6
ETOPS and Adequate Alternate 4 4
Visibility for Takeoff.
The lowest RVR authorized for takeoff is 400m, unless Low Visibility Procedures are in force.
Determine the Lowest Visibility for takeoff from:
1. Qatar Airways customized Jeppesen airport charts.
2. Jeppesen charts with the JAR-OPS label in the minimums box heading.
3. On separate JAA MINIMUMS listing page (10-9X, 20-9X…etc.)
4. Take off minima specified under AIR CARRIER (not FAR 121) provided chart is dated on or after 12 NOV 99.
The lowest take-off minima authorized for Qatar Airways for various runway lighting is listed on Table 8-5 in OM-A 8.1.4.3.
When meeting all criteria, it’s 125m for 319/320 and 150m for 321.
Takeoff Alternate.
A takeoff alternate is required if performance or weather conditions preclude return to the departure airfield in the event of an
emergency. The takeoff alternate must be within one-hour flight time with one engine out in still air, or 380 nm. May use ETOPS
criteria, up to 760nm.
An aerodrome is considered a suitable takeoff alternate if weather reports and forecasts indicate that during the period of ETA ± 1
hour the weather will be at or above the applicable landing minima, taking into account the status of ground equipment, aircraft
systems, crew qualification, and any limitation related to one engine inoperative operation (i.e. CAT III Single). If “Filing as Alternate”
minima are listed on the Jeppesen airport charts, then these minima apply for planning.
Planning Minima.
The following is the planning minima applied to Aerodromes used for Destination Alternate, Isolated Airfield, 3% ERA, and En-Route
Alternate.
Type of Approach. Planning Minima.
− CAT 2/3. CAT 1 (RVR)
− CAT 1, lower than standard CAT 1. NPA (Ceiling/RVR or Vis)
− NPA. NPA + 200 ft. / 1000m
− Circling. QR Circling Minima
If “Filing as Alternate” minima are listed on the Jeppesen airport charts, then these minima apply for planning.
Enroute Alternate.
If an enroute alternate is used to reduce Route Reserve Fuel, the following applies. An aerodrome is considered a suitable enroute
alternate if weather reports and forecasts indicate that during the period of ETA ± 1 hour the weather will be at or above the
applicable planning minima.
Weather at Destination.
An aerodrome is considered suitable as a destination if the weather reports and forecasts indicate that during the period of ETA ± 1
hour the weather will be at or above the applicable landing minima, taking into account the status of ground equipment, aircraft
systems, and crew qualification.
An aerodrome is considered suitable as an isolated destination aerodrome if the weather reports and forecasts indicate that during
the period of ETA ± 1 hour the weather will be at or above the applicable planning minima, taking into account the status of ground
equipment, aircraft systems, and crew qualification.
ETOPS Alternate.
An ETOPS enroute alternate is an aerodrome that is adequate and meets the preflight ETOPS planning minima. After dispatch the
planning minima no longer apply, normal landing minima are to be used.
An aerodrome is considered suitable as an ETOPS alternate if during the period from the first anticipated time of landing to the last
anticipated time of landing plus one hour, the weather meets ETOPS planning minima.
The period of suitability is calculated from:
− Beginning: Time at ETP before alternate + diversion time to alternate at normal cruise speed and altitude.
− End: Time at ETP after alternate + diversion to alternate at 10000 ft. or MORA at LRC + one hour.
37
ETOPS Planning Minima:

− Precision Approach: Add 200 ft. to DH and 800 m to visibility.
− Non-Precision Approach: Add 400 ft. to MDA and 1500 m to visibility.
Destination Alternate
− One suitable destination alternate must be selected for each flight.
An aerodrome is considered a suitable destination alternate if weather reports and forecasts indicate that at ETA at the
alternate the weather will be at or above the applicable planning minima.
Two suitable destination alternates must be selected for each flight when:
− Weather reports and forecasts for the destination indicate that during the period of ETA ± 1 hour the weather conditions will be
below the planning minima; OR
− No meteorological information is available for the destination.
No destination alternate is required when BOTH:
− The planned or in-flight re-planned flying time to destination does not exceed 6 hours; AND
− Two separate runways are available at the destination and the weather reports and forecasts indicate that during the period of
ETA± 1 hour the ceiling will be the greater of 2000 ft. or circling height + 500 ft. AND
− The visibility will be at least 5 km.
− OR, the destination is isolated.
Minimum Fuel for Planning.
Standard Fuel Planning.
The minimum fuel for a sector is the sum of:
− Taxi (TAXI).
− Trip (TRIP).
− Contingency (CONT).
− Alternate (ALTN) to alternate requiring greatest amount of fuel.
− Final Reserve (FINL).
− Additional (ADDN) when required.
− Extra Fuel (EXTRA) added at the Commander’s discretion, is not considered part of the minimum fuel planning.
Special Fuel Planning.
A flight may be dispatched using the Decision Point Procedure or the Reduced Contingency Fuel Procedure, as outlined in OM-A
8.1.8.3
Fuel Definitions.
− Taxi Fuel: The fuel expected to be used prior to takeoff, including engine start, taxi, and APU consumption.
− Trip Fuel: The fuel for takeoff, climb, cruise, descent, approach and landing at the destination.
− Contingency Fuel: The fuel used to compensate for unforeseen factors. Shall be the lowest of:
1. 5% of the planned trip fuel, or
2. 3% of the planned trip fuel if an enroute alternate is selected,
3. But not lower than 300 kg (319, 320) or 400 kg (321)
− Alternate Fuel: The fuel to reach the farthest alternate, including a missed approach at destination, climb, cruise at LRC (CI 30),
descent, approach and landing at alternate.
− Final Reserve Fuel: The fuel for 30 minutes of holding at the estimated landing weight overhead the alternate at 1500ft in ISA
conditions, or at the destination if no alternate is selected.
− Additional Fuel: The fuel added by dispatch to meet regulatory or company requirements, including:
− In the event of an engine failure or depressurization at the most critical point along the route, to:
1. Descend as necessary and proceed to an adequate airport,
2. Hold there for 15 minutes at 1500 ft. AGL in ISA conditions, and
3. Make an approach and land
− If no destination alternate is selected, an additional 15 minutes of Final
− Reserve Fuel (holding at 1500 AGL in ISA at landing weight)
− Added by dispatch due to statistical analysis showing recurring deviations from planned fuel for a particular sector or due
to significant deviation from present flight planning.
− Added for tankering (not considered part of the minimum fuel)
− Extra Fuel: The fuel added at the discretion of the Commander, not considered part of the minimum fuel.
38
Qatar Airways A320 Performance Notes.

Takeoff. During normal operations, Qatar Airways use Flexible Thrust when the actual takeoff weight is lower than the maximum
takeoff weight.
The use of Flexible Thrust is limited by these requirements:
− Thrust cannot be reduced by more than 25% (40%) of TOGA thrust.
− The FLEX TEMP cannot be lower than the actual OAT.
− The FLEX TEMP is not higher than ISA+42°C (+54°C, +72°C)
– Flexible Thrust cannot be used on contaminated runways.
Flexible thrust should not be used if:
– Reported Runway Braking Coefficient is less than 0.4 (less than good).
– Windshear conditions are expected on the takeoff path.
Entering contaminants on LPC for takeoff:
– Damp: Not dry but not shiny
– Wet: Shiny but not more than 3mm depth.
Wet Runway Equivalents (enter wet runway on LPC):
– 3mm slush.
– 3mm water.
– 4mm wet snow.
15mm dry snow Contaminated Runway Equivalents:
– ½ inch wet snow equals ¼ inch slush.
– 1 inch wet snow equals ½ inch slush.
– 2 inches dry snow equals ¼ inch slush.
– 4 inches dry snow equals ½ inch slush.
It is not recommended to take off from a runway covered with more than 4 inches of dry snow or 1 inch of wet snow.
Thrust Reduction Acceleration
Standard: 800’ 1500’
NAPD1: 800’ 3000’
Or as depicted on Noise Abatement Chart.

Engine Out SID (10-7)
– Standard: Turn towards holding fix is to be made at acceleration altitude.
– Special: Turn towards holding fix is to be made at a specific point.
Provided terrain clearance is not in doubt, and airplane mass and climb performance are adequate, the pilot may:
– Accept radar vectoring by ATC.
– Follow the departure route.
– Remain visually in the vicinity of the airfield.
If unable to assure the above conditions, the EOSID or special EOSID must be adopted.
RUNWAY CONTAMINATION – GENERAL.
This section presents the recommendations of Airbus for operations from wet runways or from runways that are covered with
contaminants such as standing water, slush or snow.
CAUTION: Takeoff from an icy runway is not recommended.
DEFINITIONS.
– DAMP: A runway is damp when the surface is not dry, but when the water on it does not give it a shiny appearance.
– WET: A runway is considered as wet when the surface has a shiny appearance due to a thin layer of water. When this layer does
not exceed 3 mm depth, there is no substantial risk of hydroplaning.
– STANDING WATER: is caused by heavy rainfall and /or insufficient runway drainage with a depth of more than 3 mm.
– SLUSH: is water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperatures around 5 ° C
and its density is approximately 0.85 kg/l (7.1 lb./US Gal).
– WET SNOW: is a condition where, if compacted by hand, snow will stick together and tend to form a snowball. Its density is
approximately 0.4 kg/l (3.35 lb./US Gal).
– DRY SNOW: is a condition where snow can be blown if loose, or if compacted by hand, will fall apart again upon release. Its
density is approximately 0.2 kg/l (1.7 lb./US Gal).
– COMPACTED SNOW: is a condition where snow has been compressed (a typical friction coefficient is 0.2).
– ICY: is a condition where the friction coefficient is 0.05 or below.
The performance has been divided into two categories, which are determined by the depth of the contaminant. For each of these
categories an equivalent depth of contaminant has been defined for which the performance deterioration is the same.
39
WET RUNWAY and EQUIVALENT

Equivalent of a wet runway is a runway covered with or less than:
– 3 mm (0.12 in) slush – 4 mm (0.16 in) wet snow
– 3 mm (0.12 in) water – 15 mm (0.59 in) dry snow
CONTAMINATED RUNWAY
Equivalence between depth of slush and snow has been defined:
– 12.7 mm (1/2 in) wet snow is equivalent to 6.3 mm (1/4 in) slush
– 25.4 mm (1 in) wet snow is equivalent to 12.7 mm (1/2 in) slush
– 50.8 mm (2 in) dry snow is equivalent to 6.3 mm (1/4 in) slush
– 101.6 mm (4 in) dry snow is equivalent to 12.7 mm (1/2 in) slush
Note: On a damp runway no performance degradation should be considered.
It is not recommended to take off from a runway covered with more than 4 in of dry snow or 1 in of wet snow.
OPERATIONAL CONDITIONS.
Performance penalties for takeoff as published in this section are computed with the following assumptions:
– The contaminant is in a layer of uniform depth and density over the entire length of the runway.
– Antiskid and spoilers are operative.
– The friction coefficient is based on studies and checked by actual tests.
– The screen height at the end of takeoff segment is 15 ft., not 35 ft.
In addition, for contaminated runways only:
− There is drag due to rolling resistance of the wheels.
− There is drag due to spray on the airframe and gears.
− Reverse thrust is used for the deceleration phase.
− Maximum thrust is used for takeoff.
Note: The net flight path clears obstacles by 15 ft. instead of 35 ft.
CAUTION: The method is based on the use of the RTOW charts established at optimum V2/VS and optimum V1/VR. In addition, when
applying corrections for a wet runway, the RTOW charts should also have been established with V1 min (minimum V1 of the V1
range). The method should not be used with takeoff charts computed for other conditions. All tables have been established for
TOGA (and Flexible Takeoff for wet runways). Do not use them for Derated thrust.
Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed effects, then apply the
corrections given on the following pages.
Note:
− The results obtained with this method may be different from the influence given at the bottom of the RTOW chart.
− On contaminated runway, in some cases, no MTOW can be determined with this method (box dashed below a given weight).
A specific RTOW chart must then be computed.
− The published corrections are valid for charts calculated with forward CG and basic CG. (A320)
HOW TO PROCEED.
1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry runway.
2. Two sets of tables are given depending on the use of thrust reversers and the presence of clearway. Select the table to use as
applicable to your case.
3. The runway length in the table corresponds to the available takeoff run (TORA).
4. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperature and associated speeds
determined on dry runway.
5. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart. If one or more speeds are lower
than these minimum values, apply the following procedure:
− Actual TOW = maximum TOW:
− If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 and further decrease weight by 3 000 kg (6
600 lb.) per knot difference between them. Check that VR and V2 are higher than or equal to the minimum values.
− If VR or/and V2 falls below the minimum values, takeoff is not possible.
− Actual TOW lower than maximum TOW:
− If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG:
− If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and decrease the flexible temperature
by 4 ° C per knot difference between them.
− In the rare case when the V1 corresponding to maximum TOW falls below the minimum V1, decrease maximum TOW by 3
000 kg (6 600 lb.) per knot difference between them. Limit the actual TOW to the value found after this decrement. Take V1
equal to minimum V1 and decrease the flexible temperature by 4 ° C per knot difference between this last value and the
V1 corresponding to the actual TOW. Check that VR and V2 are higher than or equal to the minimum values.
− If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2 corresponding to maximum TOW are
above the minimum values, retain the minimum speed value for VR and V2.
40
6. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC).
7. Check that the corrected flexible temperature is higher than OAT and Tref.
Note:
− Do not extrapolate below the shortest runway length provided in the table.
− If no minimum speed value is available, use the conservative values provided on Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY
VMC
Nicosia FIR – IATA Comm. / Control Procedures
Authority for Air Traffic Control within Nicosia FIR/UIR rests solely with Nicosia ACC. boundary between Ankara- Nicosia FIRs/UIRs, runs
from N3605 E03000 to N3558 E03230 to N3555 E03333 to N3555 E03540.
ATC co-ordination can be poor in this area with several frequencies to monitor at one time.
ERCAN control, pronounced “ERJAN”, a station located in Northern Cyprus, requires position reports at “VESAR” an “NIKAS” even
though these waypoints are in NICOSIA FIR/UIR.
However, NICOSIA ACC is the controlling authority either NIXOSIA FIR/UIR, and any ATC clearances must ONLY be accepted from
Nicosia ACC, including allocation of SSR codes.
Aircraft, which remain tuned on the ERCAN frequency and fail to establish contact with Nicosia at all for part o for the whole journey
with in Nicosia FIR are treated as unknown and constitute potential conflicts with other aircraft.
Pilots should be aware that they are under the sole control of Nicosia Radar and must comply with instructions and clearances issued
by Nicosia Controllers.
Attempts by ERCAN to provide ATC services with the Nicosia FIR endanger safety, and instructions fro ERCAN are NOT to be
accepted under any circumstances whilst in the Nicosia FIR.
ERCAN has been recognized by ICAO, or by any other international organization, and therefore it operates contrary to ICAO
SARPs.
Note: This procedure can be found in Jeppesen Text Manual “Bulletin” Section
When Operating Southbound
− Contact Nicosia ACC 10 minutes prior to the FIR boundary and pass essential flight details (CALLSIGN, FL, ETA AT ENTRY POINT) on
frequency 125.50 for TOMBI and 126.3 MHz for VESAR or DOREN.
− Change to Nicosia ACC at waypoint VESR TOMBI or DOREN.
− Although no formal transfer of control procedures is affected between Ankara and Nicosia ACC, and no changeover
instructions are issued on crossing the FIR boundary, flights should ONLY accept control instructions issued by Nicosia ACC until
handover to the next ATC unit or FIR/UIR.
− Only after insistence to change to another station (i.e. ERCAN control), should a check be made with Nicosia ACC.
− Contact Damascus 10 minutes prior to NIKAS.
When Operating Northbound at “NIKAS”
− Transfer control to Nicosia AAC.
− Contact ERCAN on 126.70, providing essential flight details, ERCAN will relay to Ankara AAC.
Note 1: Control authority remains with Nicosia AAC until “VERSAR”.
Note 2: FL change under instructions from Nicosia AAC must be communicated to ERCAN immediately.
41
DISCUSSIONS
TURBULENCE PLANNING AND PROCEDURES (AIRCRAFT, CREW, PAX, ETC)
INTRODUCTION
During a flight it is common for an aircraft to encounter turbulence. Turbulence is the leading cause of injury to passengers and cabin
crew in non-fatal accidents.
Initiatives can be taken to reduce turbulence-related injuries, with little or no financial cost to Qatar Airways.
The aim is to:
− Increase cabin crew awareness of the hazards of turbulence
− Provide strategies to enable the cabin crew to effectively manage the cabin during turbulence
− Help cabin crewmembers to ensure safety in the cabin and prevent turbulence- related injuries.
TURBULENCE MANAGEMENT
Crew Communication and Coordination Two-way communication between the cabin crew and the flight crew is necessary in order
to manage turbulence and prevent turbulence-related injuries. There are Standard Operating Procedures (SOP’s) that can be
implemented to enable the flight crew and the cabin crew to improve communication and effectively manage the aircraft and the
cabin during turbulence.
For example, use common terminology when communicating the severity of turbulence:
− Light turbulence
− Moderate turbulence
− Severe turbulence.
Using common terminology ensures that the flight crew and the cabin crew share a common understanding of the level of
turbulence expected. This enables the cabin crew to perform the appropriate actions and duties, to effectively manage the cabin
during turbulence.
NOTE: On large aircraft, it is possible that the forward section of the aircraft will experience less turbulence than the aft section of the
aircraft. Therefore, the flight crew may not be aware of the level of turbulence experienced in the aft section of the cabin.
It is important that the cabin crew inform the flight crew of turbulent conditions in the cabin during the flight.
ANTICIPATED TURBULENCE
The flight crew should be briefed on the en-route weather as part of the preparation for the flight. Therefore, the flight crew can be
aware of possible areas of turbulence that are forecast for the flight.
The preflight briefing between the flight crew and the cabin crew should include information about the areas of turbulence
expected during the flight, and the procedures to be applied in the case of turbulence, for example:
− If areas of turbulence are forecast during the flight
− Estimated time until reaching the area of turbulence
− The severity of the expected turbulence (i.e. light, moderate or severe turbulence)
− The actions that the Captain wants the cabin crew to perform when turbulence is expected
− The signal that flight crew will give to the cabin crew to indicate that the aircraft is no longer going through turbulence
(for example, by calling the cabin crew via the cabin interphone, or Passenger Address (PA)).
UNANTICIPATED TURBULENCE
During the flight, the aircraft may encounter areas of turbulence that were not forecast.
For example, Clear Air Turbulence (CAT), which usually occurs at high altitudes, during cruise the aircraft, may suddenly enter an
area of turbulence. Clear Air Turbulence can be forecast but cannot be detected by the aircraft radar, so there is often no warning.
When an aircraft encounters, or is about to encounter, moderate or severe turbulence there may be little or no time for preparation.
If the flight crew turns on the FASTEN SEAT BELT signs and makes an announcement for “all passengers and crew to fasten seat belts
immediately”, the cabin crew should:
− Immediately sit down and secure themselves (if a crew seat is not near or is not available, the cabin crewmember
should use a passenger seat)
NOTE: - If the turbulence occurs during the cabin service, active the brake on the trolleys.
− Instruct passengers via the PA to fasten their seat belts
− Stay seated until advised by the flight crew or until the FASTEN SEAT BELT sign is switched off.
If time permits before the turbulence encounter, the flight crew should advise the cabin crew:
− How much time is available to secure the cabin
− The level and expected duration of the turbulence encounter
− How the flight crew will inform the cabin crew that the aircraft is no longer going through turbulence (for example, by
calling the cabin crew via the cabin interphone, or Passenger Address).
42
CABIN CREW PERSONAL SAFETY

As previously mentioned, turbulence-related injuries to cabin crewmembers are more frequent than turbulence-related injuries to
passengers
Cabin crew should be aware of the types of hazards in the cabin that can cause harm during a turbulence encounter. When a
cabin crewmember loses balance during a jolt, they may injure themselves by striking armrests, ceiling video screens or in-flight
entertainment equipment connected to passenger seats.
BALANCING SAFETY AND SERVICE
The role of cabin crew requires that both safety and service duties be performed during the flight.
It is important that Commander and CSD/CS develop strategies that can enable the cabin crew to effectively manage both safety
and service duties.
For example, if turbulence is anticipated to occur after takeoff or during approach, the cabin service can be adapted according to
the flight conditions: If turbulence is expected near the destination, starting the cabin service earlier will give the cabin crew sufficient
time to correctly secure the cabin before approach.
Cabin crew should not risk injury by continuing cabin service during moderate or severe turbulence. If the turbulence is too intense,
the cabin crew should:
− Inform the CSD/CS and the flight crew
− Stop the cabin service
− Secure themselves as quickly as possible.
− The cabin crew should be seated without delay, whether or not they have been instructed to do so by the flight crew.
POST TURBULENCE
When the turbulence is over, the flight crew will advise the CSD/CS that they can resume their cabin duties.
After moderate to severe turbulence, the cabin crew must check the cabin for damage and passenger injuries. The cabin crew
should provide first aid treatment to injured passengers or crewmembers, and reassure passengers if necessary.
In addition, the CSD/CS must report the cabin status to the flight crew.
OPERATIONAL AND HUMAN FACTORS INVOLVED IN A TURBULENCE ENCOUNTER
Analysis of in-service events has revealed that the operational standards are not always effective or applied. For example:
− The cabin crew does not follow the flight crew’s instructions to be seated during turbulence
− The cabin crew does not have sufficient training to understand the hazards associated with turbulence
− The Operator has no Standard Operating Procedures (SOPs) to enable cabin crew to effectively manage turbulence
encounters
− Communication between the flight crew and the cabin crew is not effective: The cabin crew and the flight crew do
not use the same terminology, resulting in information that is not accurate which may lead to errors in communication
− Ineffective communication with passengers: The cabin crew does not stress to passengers the importance of complying
with the seat belt sign during turbulence.
43
Start Malfunctions
FADEC
Each power plant has a FADEC (Full Authority Digital Engine Control) system. FADEC, also called the Electronic Engine Control (EEC),
is a digital control system that performs complete engine management. FADEC has two-channel redundancy, with one channel
active and one in standby. If one channel fails, the other automatically takes control.
The system has a magnetic alternator for an internal power source. The FADEC system is self-powered above 10 % N2. In case of a
FADEC self-power loss, the aircraft electrical network automatically supplies the FADEC.
FADEC is mounted on the fan case. The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management.
FUNCTIONS
The FADEC system performs the following functions:
Control of gas generator
− Control of fuel flow
− Acceleration and deceleration schedules
− Variable bleed valve and variable stator vane schedules
− Control of turbine clearance
− Idle setting
Protection against engine exceeding limits
− Protection against N1 and N2 overspeed
− Monitoring of EGT during engine start
Power management
− Automatic control of engine thrust rating
− Computation of thrust parameter limits
− Manual management of power as a function of thrust lever position
− Automatic management of power (A/THR demand).
Automatic engine starting sequence
− Control of:
– The start valve (ON/OFF)
– The HP fuel valve
– The fuel flow
– The ignition (ON/OFF)
− Monitoring of N1, N2, FF and EGT
− Initiation of abort and recycle (on the ground only)
Manual engine starting sequence
− Passive monitoring of engine
− Control of:
– The start valve
– The HP fuel valve
– The ignition
Thrust reverser control
− Actuation of the blocker doors
− Engine setting during reverser operation
Fuel recirculation control
− Recirculation of fuel to the fuel tanks, depending on the engine oil temperature, the fuel system configuration, and the
flight phase.
Transmission of engine parameters and engine monitoring information to cockpit indicators:
− Primary engine parameters
− Starting system status
− Thrust reverser system status
− FADEC system status
Detection, isolation, and recording of failures
FADEC cooling
Protection against fan flutter
− When on ground at low speed (less than or equal to M 0.1), the Electronic Engine Computer (EEC) protects against fan
flutter. In so doing, the EEC prevents the engine from being stabilized between an approximate range of 60 % to 74 %
N1 (depending on the outside air temperature). Therefore, during engine acceleration on ground, the pilot may notice
a non-linear thrust response to thrust lever movement.
44
ENGINE START MALFUNCTION

Following an aborted engine start, the crew will consider an engine dry cranking prior resuming a new engine start attempt. Starter
limitations in FCOM, Refer to FCOM/LIM-70 Starter, must be observed.
MANUAL ENGINE START
The flight crew should only perform a manual start if:
− The EGT margins are low
− The residual EGT is high
− A dry crank is performed.
It may be appropriate to perform a manual start in high altitude operations, or after an aborted engine start.
The MANUAL ENGINE START procedure is a “read and do” procedure. Refer to FCOM/PRO SUP 70 A. Manual Engine Start before
starting a manual engine start.
Pilots normally use automatic starting to start an engine.
However, manual starting is recommended in the following cases:
− After aborting a start, because of:
– Engine stall, or Engine EGT overlimit, or LO START AIR PRESS, or No N1 rotation, or Hung start.
− When expecting a start abort, because of:
– Degraded bleed performance, due to hot conditions, or at high-altitude airfields.
– An engine with a reduced EGT margin, in hot conditions, or at high-altitude airfields.
– Marginal performance of the external pneumatic power group.
– Tailwind greater than 10 kts
Starting in tailwind may fail due to N1 counter rotation, hot gas black flow. Fuel should be set to ON at N2 max motoring speed,
provided N1 has stopped, and turn clockwise. (Confirmed by the ground crew).
The FADEC has limited control over the manual start process. It ensures that the engine start valve closes at 50 % N2. It monitors
engine parameters, and generates an associated warning when necessary.
It is recommended that the flight crew use the stopwatch to ensure that the starter engagement time remains within the limits.
TAILPIPE FIRE
An engine tailpipe fire may occur at engine-start, and may be the result of either excess fuel in the combustion chamber, or an oil
leak in the low-pressure turbine. A tailpipe fire is an internal fire within the engine. No critical areas are affected.
If the ground crew reports a tailpipe fire, the flight crew must perform the following actions:
− Shut down the engine (MASTER switch set to OFF)
− Do NOT press the ENG FIRE pushbutton
− Crank the engine, by using either the bleed of the opposite the engine, the APU bleed, or external pneumatic power
(Set ENG START selector to CRANK, then set the MAN START switch to ON).
Do NOT use the ENG FIRE pushbutton, this would stop power to the FADECs, and would stop the motoring sequence. The fire
extinguisher must not be used, as it will not extinguish an internal engine fire. As a first priority, the engine must be ventilated.
If the ground crew reports a tailpipe fire, and bleed air is not readily available, a ground fire-extinguisher should be used as last resort:
Chemical or dry chemical powder causes serious corrosive damage to the engine
ENGINES WARM UP PERIOD
After engine-start, and in order to avoid thermal shock of the engine, the engine should be operated at idle or near idle (Refer to
FCOM/PRO-NOR-SOP-09-A After Start - ENG Mode Selector) before setting the thrust lever to high power. The warm-up can include
any taxi time at idle.
The last engine must be started:
− No less than 5 min before takeoff if the engine has been shutdown for 2 h or more, to avoid engine thermal shock
− No less than 3 min before takeoff in any case:
− To avoid engine thermal shock
− To ensure that takeoff is not initiated before the center tank pumps test is finished, since takeoff on center tank is
prohibited.
45
Rotation Technique Especially at Heavy Weights Discussion of ARS ROTATION

Rotation is conventional. During the takeoff roll and the rotation, the pilot flying scans rapidly the outside references and the PFD.
Until airborne, or at least until visual cues are lost, this scanning depends on visibility conditions (the better the visibility, the higher the
priority given to outside references). Once airborne, the PF must then controls the pitch attitude on the PFD using FD bars in SRS mode
that is then valid.
Initiate the rotation with a smooth positive backward sidestick input (typically 1/3 to ½ back stick). Avoid aggressive and sharp inputs.
The initial rotation rate is about 3°/s. Avoid low rotation rates, as this will have an impact on takeoff performance by increasing the
takeoff ground run. Rotation rates between 2°/s and 3°/s will have a minimal impact on takeoff run but rates significantly below 2 °/s
should be avoided.
If the established pitch rate is not satisfactory, the pilot must make smooth corrections on the stick. He must avoid rapid and large
corrections, which cause sharp reaction in pitch from the aircraft. If, to increase the rotation rate, a further and late aft sidestick input
is made around the time of lift-off, the possibility of tailstrike increases significantly on A321.
During rotation, the crew must not chase the FD pitch bar, since it does not give any pitch rate order, and might lead to
overreaction.
Once airborne only, the crew must refine the aircraft pitch attitude using the FD, which is then representative of the SRS orders. The
fly-by-wire control laws change into flight normal law, with automatic pitch trim active.
TAILSTRIKE FACTOR AT TAKEOFF
Early rotation, over-rotation, excessive pitch rate, or a combination of these three factors is the main causes of tail strikes at takeoff.
EARLY ROTATION
Early rotation occurs, when:
− A too low VR is computed
− The rotation is initiated prior to VR.
Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or an incorrect loadsheet data is used. At
hot-and-high elevation airfields, the error can be critical.
Rotation initiated prior to VR due to:
− Flaps improperly set for the calculated VR
− Bird or obstacle avoidance leading to early rotation
− Early rotation due to windshear, encountered during the takeoff roll. In such an event, the FAA recommends rotation,
2000 ft. before the end of the runway.
OVER-ROTATION OR EXCESSIVE PITCH RATE
These two causes are generally associated with a second factor in tailstrike incidents (one engine-out, aircraft out of trim, additive
inputs from both pilots, early rotation, etc.).
Certification requires demonstration of a safe takeoff at VR -10 kts (2 engines) and VR -5 kts (1 engine).
The pitch and the pitch rate, obtained during these tests, are for information purposes only, and are not certified limits.
Normal rotation of 3°/s prevents a tailstrike, unless the rotation is initiated at a speed which is far too low.
This rotation is obtained in 5 to 6 s for an average 15° to 18° takeoff attitude.
Normal Operation
During normal operations the crew is bound to perform their duties according to normal procedures and checklists, deviation from
these procedures are not permitted. The tools they have at their disposal are as follows:
− SOP (Normal Operation)
− OM (A)
− ECAM
− QRH
− FCOM
− OEB
Flight Director OFF Departure (Discussion Item Only)
If a takeoff is initiated without FDs, the system responds as follow:
− There are no FD bars.
− There is no A/THR arming.
− There is no guidance available.
− The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.
− Setting the thrust levers to the CL detent does not activate A/THR.
Note: Do not engage the autothrust prior to selecting a target speed on the FCU.
46
PROCEDURE
Establish initial climb of 15 °
− When reaching the thrust reduction altitude (THR RED ALT):
– SELECT a climb speed.
– SET the thrust levers to CL detent.
– ACTIVATE the autothrust.
– TURN ON the FDs (basic modes engage).
– SELECT the appropriate mode.
Failure of both FDs after the start of takeoff:
− The FD bars disappear.
− The FCU window displays the target speed, which synchronizes on V2, or the current speed (if it is higher).
− The autothrust remains armed.
− At thrust reduction altitude, LVR CLB flashes. If the pilot set the thrust levers to the CLB detent, the autothrust becomes
active in selected SPD mode (no FDs selected). If the current speed is greater than the target speed, the thrust
decreases.
− At acceleration altitude the target speed does not change, since it is selected.
FLEXIBLE TAKEOFF
In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff weight. When this happens, it can
meet the required performance (runway, second segment, obstacle...) with a decreased thrust that is adapted to the weight: this is
called FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST. The use of flexible takeoff thrust saves engine life.
The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum permissible takeoff weight for the actual
temperature. The maximum permissible takeoff weight decreases when temperature increases, so it is possible to assume a
temperature at which the actual takeoff weight would be the limiting one. This temperature is called FLEXIBLE TEMPERATURE or
assumed temperature and is entered in the FADEC via the MCDU PERF TO page in order to get the adapted thrust.
REQUIREMENTS
− Thrust must not be reduced by more than 40% of the full rated takeoff thrust.
− The flexible takeoff EPR cannot be lower than the Max climb EPR at the same flight conditions.
The FADEC takes the above two constraints into account to determine flexible EPR.
The above two constraints also limit the maximum flexible temperature at ISA + 72 / 54 (87°C/69ºC at sea level).
− The flexible temperature cannot be lower than the flat rating temperature, TREF (See Note), or the actual temperature
(OAT).
Note: TREF being a function of the speed and the pressure-altitude, read it on the takeoff chart.
− Flexible takeoff is not permitted on contaminated runways.
− The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration,
or maintain an adequate engine performance monitoring program to follow up the engine parameters.
In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust reduction.
However, to improve the takeoff performance, selecting a lower flexible temperature can increase the thrust.
Using the same takeoff chart, for a given weight it is possible to:
− Select a temperature lower than the maximum determined one and keep the speeds defined at maximum
temperature or,
− Move towards the left side (tailwind) of the takeoff chart while remaining within the same configuration and looking for
the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lowers takeoff speeds (V1/VR/V2).
Using one of the two above possibilities, check that the selected temperature is greater than the actual temperature (OAT)
and greater than the flat rating temperature (TREF).
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS PROCEDURE REASON
Dry or wet well paved - Use the flap setting giving the highest flexible temperature. Extend engine life and save maintenance
runway costs.
- When flexible temperature difference between two flap
settings is low, use the highest flap setting.
High altitude takeoff Use CONF2/CONF3 Improve comfort
Badly paved runway or Use CONF2/CONF3 or Improve comfort
Accelerate stop distance Move towards left side of the takeoff chart Improve stopping distance
limited Runway
Windshear expected along Use maximum thrust Maintain acceleration capability
takeoff path
Contaminated runway Use maximum thrust (Flex forbidden) Improve stopping distance Decrease time on
runway. Required by regulations.
47
AUTOPILOT/FLIGHT DIRECTOR
The Auto Pilot and Flight Director assist the flight crew to fly the aircraft within the normal flight envelope, in order to:
− Optimize performance in the takeoff, go-around, climb, or descent phases
− Follow ATC clearances (lateral or vertical)
− Repeatedly fly and land the aircraft with very high accuracy in CAT II and CAT III conditions.
To achieve these objectives:
− The AP takes over routine tasks. This gives the PF the necessary time and resources to assess the overall operational situation.
− The FD provides adequate attitude or flight path orders, and enables the PF to accurately fly the aircraft manually.
Managed And Selected Modes
The choice of mode is a strategic decision that is taken by the PF.
Managed. - To fly along the pre-planed F-PLN entered in the MCDU
Selected. - For specific ATC request, or when there is not sufficient time to modify the MCDU F-PLN Managed modes require:
− Good FMS navigation accuracy (or GPS PRIMARY)
− An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical trajectory is entered, and the sequencing of the F-PLN is
monitored).
If these two conditions are not fulfilled, revert to selected modes.
Main Interfaces With The AP/FD
MCDU Long-term* interface, to prepare lateral or vertical revisions, or to preset the speed for the next phase
− FCU Sort-term interface, to select the ATC HDG, expedite, speed, etc. (Quickly performed “head-up”)
*The DIR TO function is an exception to this rule
OPERATIONAL RECOMMENDATION:
With the FMS, anticipate flight plan updates by preparing in the SEC F-PLN:
− EN ROUTE DIVERSIONS
− DIVERSION TO ALTN
− CIRCLING
LATE CHANGE OF RWY This enables the MCDU to be used for short-term actions. Task sharing And Communications The FCU
and MCDU must be used, in accordance with the rules outlined below, in order to ensure:
− Safe operation (correct entries made)
− Effective inter-pilot communication (knowing each other’s intentions)
− Comfortable operations (use “available hands”, as appropriate)
MCDU entries are performed by the PF, during a temporary transfer of command to the PNF. A crosscheck must be performed. Time-
consuming entries should be avoided below 10000 feet, and should be restricted tom those that have an operational benefit. (PERF
APPR, DIR TO, INTERCEPT, RAD NAV, LATE CHANGE OF RWY, ACTIVATE SEC F-PLN, ENABLE ALT)
FCU entries are performed by:
− The PF with the AP on.
− The PNF, upon PF request, with AP off
FCU entries must be announced. The PF must check and announce the corresponding PFD/FMA target and mode. The PNF must
crosscheck and announce: “CHECKED”
AP/FD Monitoring
The FMA indicates the status of the AP, FD, and A/THR, and their corresponding operating modes. The PF must monitor the FMA, and
announce any FMA changes. The flight crew uses the FCU or MCDU to give orders to the AP/FD. The aircraft is expected to fly in
accordance with these orders. The main concern for the flight crew should be:
– WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW?
– WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT?
If the aircraft does not fly as expected, and if in managed mode, select the desired target, or, disengage the AP, and fly the aircraft
manually.
Autopilot (AP) Operation
The AP can be engaged within the normal flight envelope, 5 s after liftoff and at least 100 ft. It automatically disengages, when the
aircraft flies significantly outside the normal flight envelope limits. The AP cannot be engaged, when the aircraft is outside the flight
envelope. Flight control laws are designed to assist the flight crew to return within the flight envelope, in accordance with the
selected strategy.
48
The AP may be used:

− For autoland: Down to the aircraft landing rollout, in accordance with the limitations indicated in the FCOM
− For other approaches, down to:
– The MDA for straight in Non Precision Approach
– MDA - 100 ft. for circling approach
– 160 ft. for ILS approach with CAT1 displayed on FMA
– 500 ft. for all others phases.
It may also be used, in case of:
− Engine failure: Without any restriction, within the demonstrated limits, including autoland
− Abnormal configuration (e.g. slats/flaps failure): Down to 500 ft. AGL. Extra vigilance is required in these configurations. The flight
crew must be ready to take over, if the aircraft deviates from its intended, safe flight path.
The sidestick’s instinctive disconnect pushbutton should be used to disengage the AP. Instinctive override action on the sidestick
consists of pushing or pulling the sidestick, when the AP is engaged. This action disengages the AP, and should be done as per
design, i.e. in case of an instinctive reaction (to an AP hard over for example).
Use Of The FD Without The AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral and vertical orders, in accordance
with the active modes that the flight crew selects. Therefore:
− Fly with a centered FD or FPD
− If not using FD orders, turn off the FD.
It is strongly recommended to turn off both FDs, to ensure that the A/THR is in SPEED mode, if the A/THR is active.
Autothrust (A/THR)
The A/THR computer (within the FG) interfaces directly with the engine computer, referred to as the FADEC. The A/THR sends to the
FADEC the thrust targets that are needed to:
− Obtain and maintain a target speed, when in SPEED mode
− Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.
Interface
When the A/THR is active, the thrust lever position determines the maximum thrust that the A/THR can command in SPEED or THRUST
mode. Therefore, with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel. The A/THR computer does not drive
back the thrust levers. The PF sets them to a specific detent on the thrust lever range. The A/THR system provides cues that indicate
the energy of the aircraft:
− Speed, acceleration, or deceleration, obtained by the speed trend vector
− N1, and N1 command on the N1 gauge.
All these cues are in the flight crew’s direct line of vision. In other words, the Thrust Lever Angle (TLA) should not be used to monitor
correct A/THR operation. Neither should the thrust lever position of a conventional autothrottle, be considered a cue because, in
many hazardous situations, the thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).
Normal Operations
The A/THR can only be active, when the thrust levers are between IDLE and the CLB detent. When the thrust levers are beyond the
CLB detent, thrust is controlled manually to the thrust lever Angle, and the A/THR is armed. This means that the A/THR is ready to be
re-activated, when the flight crew sets the thrust levers back to the CLB detent (or below). A/THR appears in blue on the FMA.
At Takeoff. The thrust levers are set either full forward to TOGA, or to the FLX detent. Thrust is manually controlled to the TLA, and
A/THR is armed. The FMA indicates this in blue.
After Takeoff. When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers back to the CLB detent. This activates
A/THR. MAX CLB will, therefore, be the maximum normal thrust setting that will be commanded by the A/THR in CLB, CRZ, DES, or
APPR, as required.
Thrust Lever(s) Below The CLB Detent
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR ASYM message, as a reminder to the flight crew (e.g. this
configuration might be required due to an engine’s high vibration level). However, if all thrust levers are set to below the CLB detent,
with the A/THR active, then the ECAM repeatedly triggers the AUTO FLT A/THR LIMITED caution.
This is because there is no operational reason to be in such a situation, and to permanently limit A/THR authority on all engines. In this
case, all thrust levers should either be brought back to the CLB detent, or the A/THR should be set to OFF.
Operations With One Engine Inoperative
The above-noted principles also apply to one-engine inoperative situation, except that A/THR can only be active, when thrust levers
are set between IDLE and MCT.
In case of engine failure, the thrust levers will be in MCT detent for remainder of the flight. This is because MCT is the maximum thrust
that can usually be commanded by the A/THR for climb or acceleration, in all flight phases (e.g. CLB, CRZ, DES or APPR).
To Set Autothrust To Off
Use of instinctive disconnect pushbutton
49
If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust will increase to MAX CLB. This may cause a not desired
thrust change. For example, during approach, A/THR in SPEED mode, commands approximately N1 55 %. If the PF presses the I/D
pushbutton, the A/ THR is set to off, and thrust goes to MAX CLB. This will perturbate the approach.
Therefore, the recommended technique for setting A/THR to off is:
− Return the thrust levers to approximately the current thrust setting, by observing the TLA symbol on the thrust gauge
− Press the I/D pushbutton. This technique minimizes thrust discontinuity, when setting A/THR to off. Thrust levers set to idle
If thrust levers are set to IDLE, A/THR is set to off. This technique is usually used in descent, when the A/THR is in THR IDLE, or at landing.
During flare, with the A/THR active, the thrust levers are set to the CLB detent. Then, when thrust reduction is required for landing, the
thrust levers should be moved rapidly and set to the IDLE stop.
This will retard thrust, and set A/THR to off. As a reminder, the “RETARD” aural alert will sound. In flare, this aural alert will occur at 20 ft.,
except in the case of autoland, where it occurs at 10 ft. It should be noted that, when the thrust levers are set back to IDLE and A/THR
set to off: The A/ THR can be reactivated by pressing the pushbutton on the FCU, and returning the thrust levers to the applicable
detent. The thrust levers should be immediately returned to the applicable detent, in order to avoid an ECAM “AUTO FLT A/THR
LIMITED” message.
Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.g. in the case of a failure). When pressed, thrust
is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton, as long as the thrust levers
remain in the CLB or MCT detent. If thrust levers are out of detent, thrust is manually controlled and, therefore, unlocked. An ECAM
caution and an FMA message trigger during thrust lock:
− THR LK appears in amber on the FMA
− The ECAM caution is:
– AUTOFLT: A/THR OFF THR LEVERS MOVE
– ENG: THRUST LOCKED THR LEVERS MOVE
In this case, when the flight crew moves the thrust levers out of detent, full manual control is recovered, and the THRUST LOCKED
message disappears from the FMA. This feature should not be used, unless the instinctive disconnect pushbuttons are inoperative.
Alpha Floor
When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold, this means that the aircraft has decelerated
significantly (below ALPHA PROT speed): A/THR activates automatically and orders TOGA thrust, regardless of the thrust lever position.
The example below illustrates that:
− The aircraft is in descent with the thrust levers manually set to IDLE.
− The aircraft decelerates, during manual flight with the FD off, as indicated on the FMA. Speed scale and FMA indications in a
typical αfloor case
When the speed decreases, so that the angle-of-attack reaches the ALPHA FLOOR threshold, A/ THR activates and orders TOGA
thrust, despite the fact that the thrust levers are at IDLE. When the aircraft accelerates again, the angle-of-attack drops below the
ALPHA FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight crew to reduce thrust, as necessary.
TOGA LK appears on the FMA to indicate that TOGA thrust is locked. The desired thrust can only be recovered by setting A/THR to off,
with the instinctive disconnect pushbutton. ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft.
RA at landing. It is inhibited in some cases of engine failure.
A/THR Use - Summary
Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including:
− Engine failure, even during autoland
− Abnormal configurations
A/THR should be monitored via the:
− FMA – SPEED / SPEED TREND on the PFD
− N1/N1 command (EPR) on the ECAM E/WD.
AP, FD, A/THR Mode Changes And Reversions
The flight crew manually engages the modes. However, they may change automatically, depending on the:
− AP, FD, and A/THR system integration
− Logical sequence of modes
− So-called “mode reversions”.
AP, FD, ATHR System Integration
There is a direct relationship between aircraft pitch control, and engine thrust control. This relationship is designed to manage the
aircraft’s energy.
− If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S): A/THR controls speed
− If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES): A/THR controls thrust (THR CLB, THR IDLE)
If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off): A/THR controls speed Therefore, any change in the AP/FD pitch
mode is associated with a change in the A/THR mode.
Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical mode columns next to each other.
50
The Logical Sequence Of Modes

In climb, when the flight crew selects a climb mode, they usually define an altitude target, and expect the aircraft to
capture and track this altitude. Therefore, when the flight crew selects a climb mode, the next logical mode is automatically armed.
The flight crew may also manually arm a mode in advance, so that the AP/FD intercepts a defined trajectory. Typically, the flight
crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When the capture or tracking conditions occur, the mode will change
sequentially. These logical mode changes occur, when the modes are armed. They appear in blue on the FMA.
Mode Reversions
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to ensure coherent AP, FD, and A/THR
operations, in conjunction with flight crew input (or when entering a F-PLN discontinuity). For example, a reversion will occur, when
the flight crew:
− Changes the FCU ALT target in specific conditions
− Engages a mode on one axis, that will automatically disengage the associated mode on the other axis
− Manually flies the aircraft with the FD on, but does not follow the FD orders, which leads to the aircraft to the limits of the flight
envelope.
Due to the unexpected nature of their occurrence, the FMA should be closely monitored for mode reversions.
1. Flight Crew Change Of FCU ALT Target ▸ Active Vertical Mode Not Possible
This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch behavior of the aircraft. It is the
flight crew’s responsibility to change it as required
2. Flight Crew Hdg. Or Trk. Mode Engagement ▸ Disengagement Of Associated Mode On The Vertical Axis
This reversion is due to the integration of the AP, FD, and A/THR with the FMS. When the flight crew defines a F-PLN, the FMS
considers this F-PLN as a whole (lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:
− Along the LAT F-PLN (NAV – APP NAV modes)
− Along the VERT F-PLN (CLB – DES – FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is used. If the flight crew decides to divert from the
lateral F-PLN, the autopilot will no longer guide the aircraft along the vertical F-PLN. This reversion to V/S (FPA) mode on the current
V/S target does not modify the pitch behavior of the aircraft. It is the flight crew’s responsibility to adapt pitch, if necessary.
3. The Aircraft Enters A F-PLN Discontinuity
NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the aircraft reverts to HDG (or TRK) mode. On the
vertical axis, the same reversion (as the one indicated above) occurs.
4. The PF Manually Flies The Aircraft With The FD On, And Does Not Follow The FD Pitch Orders
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs. This reversion is effective, when the A/THR is
in THRUST MODE (THR IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS, VMAX). A/THR in SPEED mode
automatically readjusts thrust to regain the target speed. The FD bars will disappear, because they are not being followed by the
PF.
Triple Click
The “triple click” is an aural alert. It is an attention-getter, designed to draw the flight crew’s attention to the FMA. The PFD FMA
highlights a mode change or reversion with a white box around the new mode, and the pulsing of its associated FD bar. The
reversions, described in the previous paragraph, are also emphasized via the triple click aural alert.
Note: The triple click also appears in the following, less usual, cases:
− SRS ▸ CLB (OPCLB) reversion: If, the flight crew selects a speed on the FCU
− The V/S selection is “refused” during ALT: The flight crew pulls the V/S knob, while in ALT
− The V/S target is not followed, because the selected target is too high, and leads to VMIN/VMAX
51
ENGINE FAILURE DURING CRUISE

GENERAL
There are three strategies available for dealing with an engine failure in the cruise:
− The standard strategy
− The obstacle strategy
− The fixed speed strategy
The fixed speed strategy refers to ETOPS. It is discussed in FCOM 2 “special operations” and is discussed in a separate course. Unless a
specific procedure has been established before dispatch (considering ETOPS or mountainous areas), the standard strategy is used.
Note: Pressing the EO CLR key on the MCDU restores the all engine operative predictions and performance. Reverting to
one engine-out performance again is not possible.
PROCEDURE
As soon as the engine failure is recognized, the PF will simultaneously:
− Set all thrust levers to MCT
− Disconnect A/THR
Then, PF will
− Select the SPEED according to the strategy
− If appropriate, select a HDG to keep clear of the airway, preferably heading towards an alternate. Consideration should be
given to aircraft position relative to any relevant critical point • Select the appropriate engine inoperative altitude in the FCU
ALT window and pull for OPEN DES
Then, PF will
− Require the ECAM actions
At high flight levels close to limiting weights, crew actions should not be delayed, as speed will decay quickly requiring prompt crew
response. The crew will avoid decelerating below green dot.
The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for
OPEN DES to initiate the descent. With the A/THR disconnected, the elevator when in OPEN DES controls the target speed.
Carrying out the ECAM actions should not be hurried, as it is important to complete the drill correctly. Generally, there will be
sufficient time to cross check all actions.
STANDARD STRATEGY
Set speed target M 0.78/300 kt. The speed of 0.78/300 kts is chosen to ensure the aircraft is within the stabilized windmill engine relight
in-flight envelope.
The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is displayed on the MCDU PROG page and should be set
on the FCU. (One engine out gross ceiling at long-range speed is also available in the QRH in case of double FM failure).
If V/S becomes less than 500 ft./min, select V/S - 500 ft./min and A/THR on. This is likely to occur as level off altitude is approached.
Once established at level off altitude, long-range cruise performance with one engine out may be extracted from QRH or Refer to
FCOM/PER-OEI-GEN-10 PROCEDURE.
OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure must be adopted.
The speed target in this case is green dot. The procedure is similar to the standard strategy, but as the speed target is now green dot,
the rate and angle of descent will be lower.
The MCDU PERF CRZ page in EO condition will display the drift down ceiling, assuming Green dot speed and should be set on FCU.
(One engine out gross ceiling at green dot speed is also available in the QRH and FCOM).
If, having reached the drift down ceiling altitude, obstacle problems remain, the drift down procedure must be maintained so as to
fly an ascending cruise profile. When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and engage A/THR.
52
CREW INCAPACITATION
Crew incapacitation is a real safety hazard that occurs more frequently than many of the other emergencies. Incapacitation can
occur in many forms varying from obvious sudden death to subtle, partial loss of function. Any warning may not precede it.
RECOGNITION
The keys to early recognition of the incapacitation are
− Routine monitoring and cross checking of flight instruments
− Crew members should have a very high index of suspicion of a subtle incapacitation
− If one crew member does not feel well, the other crew must be advised
− Others symptoms e.g. incoherent speech, pale fixed facial expression or irregular breathing could indicate the beginning of an
incapacitation.
ACTION
The recovery from a detected incapacitation of the fit pilot shall follow the sequence below:
First phase
− Assume control, return the aircraft to a safe flight path, announce, “I have control”, use the take-over Pb. and engage the on
side AP as required.
− Declare an emergency to ATC
− Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may
include involving cabin crew to restrain the incapacitated pilot
− Request assistance from any medically qualified passenger
− Check if a type qualified company pilot is on board to replace the incapacitated crew member
− Land as soon as practicable after considering all pertinent factors
− Arrange medical assistance after landing giving many details about the condition of the affected crewmember
Second phase
− Prepare the approach and read the checklist earlier than usual
− Request radar vectoring and prefer a long approach
53
HYDRAULIC
Hydraulic generation particularities
The aircraft has three continuously operating hydraulic systems: green, blue and yellow. A bidirectional Power Transfer Unit (PTU)
enables the yellow system to pressurize the green system and vice versa. Hydraulic fluid cannot be transferred from one system to
another.
PTU principle
In flight, the PTU operates automatically if differential pressure between green and yellow systems exceeds 500 PSI. This allows
covering the loss of one engine or one engine driven pump cases. Use of PTU in case of failure
In case of reservoir low level, reservoir overheat, reservoir low air pressure, the PTU must be switched OFF as required by ECAM to
avoid a PTU overheat which may occur two minutes later. Indeed, a PTU overheat may lead to the loss of the second hydraulic
circuit.
Recommendations
When required by the ECAM, the PTU should switched off without significant delay in case of:
− HYD G (Y) RSVR LO LVL
− HYD G (Y) RSVR LO PR
− HYD G (Y) RSVR OVHT
However, if PTU has been switched off because of HYD G (Y) RSVR OVHT and the alert disappears, affected pump may be restored
and PTU switched back to AUTO.
Dual Hydraulic Failures
Preface
Single hydraulic failures have very little effect on the handling of the aircraft but will cause a degradation of the landing capability to
CAT 3 Single. Dual hydraulic failures however, although unlikely, are significant due to the following consequences:
− Loss of AP
− Flight control law degradation (ALTN)
− Landing in abnormal configuration
− Extensive ECAM procedures with associated workload and task-sharing considerations
− Significant considerations for approach and landing.
General guidelines
It is important to note that the AP will not be available to the crew but both FD and A/THR still remain. Additionally, depending on the
affected hydraulic circuits, aircraft handling characteristics may be different due to the loss of some control surfaces. The PF will
maneuver with care to avoid high hydraulic demand on the remaining systems. The PF will be very busy flying the aircraft and
handling the communications with the flight controls in Alternate Law.
A double hydraulic failure is an emergency situation, with red LAND ASAP displayed, and a MAYDAY should be declared to ATC. A
landing must be carried out as soon as possible bearing in mind, however, that the ECAM actions should be completed prior the
approach. PF will then require the ECAM actions. A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.
This failure is called a “complex procedure” and the QRH summary should be referred to upon completion of the ECAM procedure.
Refer to OP-040 USE OF SUMMARIES. While there is no need to remember the following details, an understanding of the structure of
the hydraulic and flight control systems would be an advantage.
The F/CTL SD page and the OPS DATA section of the QRH provide an overview of the flight controls affected by the loss of hydraulic
systems. The briefing will concentrate on safety issues since this will be a hand-flown approach with certain handling restrictions:
− Use of the selected speeds on the FCU.
− Landing gear gravity extension
− Approach configuration and flap lever position
− Approach speed VAPP
− Tail strike awareness
− Braking and steering considerations
− Go around call out, aircraft configuration and speed
The STATUS page requires, in each case, a landing gear gravity extension. The LANDING GEAR GRAVITY EXTENSION procedure will be
completed with reference to the QRH.
A stabilized approach will be preferred.
54
Remaining systems
Remaining systems
Flight phase Systems HYD G+B SYS LO PR HYD G+Y SYS LO PR HYD B+Y SYS LO PR
Cruise Auto pilot Inop. Inop. Inop.
Yaw damper YD2 only Inop. YD1 only
Control law ALTN LAW and DI- RECT LAW when L/G ALTN LAW and DI- RECT LAW when NORM LAW
DN L/G DN
Stabilizer Avail Inop. See (1) Avail
Spoilers 2 SPLRS/wing 1 SPLR/wing 2 SPLRS/wing
Elevator R ELEV only Avail L ELEV only
Aileron Inop. Avail Avail
Slats/Flaps FLAPS slow only SLATS slow Only See (2) SLATS/FLAPS slow only
L/G extension Gravity Gravity Gravity
Braking ALTN BRK only Y ACCU PRESS only NORM BRK only
Landing Anti skid Avail Inop. Avail
Nose wheel Inop. Inop. Inop.
steering
Reverse REV 2 only Inop. REV 1 only
Go/around L/G retraction Inop. Inop. Inop.
Systems particularities
The stabilizer is lost. In alternate law, the auto trim function is provided through the elevators. At landing gear extension, switching to
direct law, the auto trim function is lost. However, the mean elevator position at that time is memorized, and becomes the reference
for centered sidestick position. This is why, in order to ensure proper centered sidestick position for approach and landing, the
procedure requires waiting for stabilization at VAPP, before landing gear extension.
If this procedure is missed, the flare and pitch control in case of go-around may be difficult. The PFD message USE MAN PITCH TRIM
after landing gear extension should thus be disregarded.
High pitch during approach should be expected. Approach briefing should outline it for tail strike awareness and pitch attitude will
be monitored during flare.
Major effects on a/c handling and procedures:
Roll control is always affected by loss of spoilers. With one hydraulic system remaining, there is always one part of the high lift devices
lost (whether slats or flaps).
Landing gear has to be extended by gravity (paper c/l) and NWS is systematically lost. In the event of loss of G + B, the speed has to
be increased to 200 kt. during gravity extension to provide a good pitch control until stabilized. The flight controls revert to direct law.
To leave the runway after landing under these circumstances might become a demanding exercise. Thus high-speed turn off may
preferably satisfy the demand rather than 90° turns.
The landing will need most likely a high-speed touch down as the abnormal configuration may require a greater speed increment
(i.e. VREF + 30 kt. - depending on a/c version -refer to QRH chapter 2). Both normal and alternate braking may be lost and the
braking relies on yellow brake accumulator without antiskid.
The approach after landing gear extension may require (ECAM procedure) a voluntary disconnection of the ATHR (G + B) in order to
obtain an easier a/c pitch control during approach and go around.
In the event of loss of G + Y hydraulics, the pitch trim is lost. The procedure thus requires the landing gear extension at VAPP at the
earliest, since the integrator provides a trim with the elevator as long as the landing gear is not extended. If this procedure is missed,
the flare and the pitch control in case of go around may be difficult. The PFD message MANUAL PITCH TRIM USE after landing gear
extension should thus be disregarded.
In the event of loss of G + Y there is high pitch during approach and go around expected (slats may be extended only), causing a
duck under during approach because of PFs eye position in relation to the runway and causing a risk of tail strike upon touch down
(A321). To properly brief the PNF to watch the pitch during approach and touch down becomes thus essential.
Hard pitch inputs on side stick during approach may trigger spurious stall warnings. The PF should thus manage a well-stabilized
approach with the landing gear down early in order to avoid those distractions that may cause an unnecessary go around.
55
Procedure sequence
A dual hydraulic malfunction is considered as an Emergency situation (LAND ASAP in red on ECAM memo status) and shall be
declared as such to the ATC units. The general procedure recommended sequence is as follows:
1. PF should be well declared. CM1 may take the opportunity to shift from PNF to PF tasks.
2. ECAM actions including a/c status reading should be done as prescribed in SOPs.
3. QRH tables in chapter 2 (ABNORMAL PROCEDURES) and in chapter 4 (IN FLIGHT PERFORMANCE) become the reference next in
order to whether confirm or to calculate, VAPP, FLAPs lever position, actual landing distance etc.
4. FMGS may be prepared next (suitable position prior to land). VAPP should be set as a reminder.
5. The a/c configuration should be established early prior to approach (on down wind or on a suitable place on long final) by
asking for and performing SLATS FLAPS JAMMED C/L till landing configuration has been achieved. The PNF should brief the PF on
go around procedure (minimum) from the same c/l. The procedure should be performed entirely with selected speed.
6. For landing gear gravity extension, the L/G GRAVITY EXTENSION paper c/l should be asked for and should be performed while
doing the actions. It is strongly recommended to have the gear down and be stabilized prior to starting the final descent.
7. The approach briefing should concentrate on safety issues and should be given early, probably after FMGS preparation or in
any other suitable moment of the sequence. It should mention all the special items above concerning the situation amongst the
normal approach briefing.
NOTE: For PF’s awareness, the S/F jammed c/l and the L/G gravity extension c/l additional information (NOTES written in small font)
may be read after ECAM has been completed and thus may be skipped whilst configuring the a/c or whereas extending the landing
gear by gravity.
EMERGENCY DESCENT
The emergency descent should only be initiated upon positive confirmation that cabin altitude and rate of climb is excessive and
uncontrollable. The fly crew should carry out the immediate actions of this procedure by memory. The use of AP and auto thrust is
strongly recommended for an emergency descent. The FCU selections for an emergency descent progress from right to left, i.e. ALT,
HDG, SPD.
At high flight levels, the speed brake should be extended slowly while monitoring VLS to avoid the activation of angle of attack
protection This would cause the speed brakes to retract and may also result in AP disconnection. If structural damage is suspected,
caution must be used when using speed brakes to avoid further airframe stress. When the aircraft is established in the descent, the PF
should request the ECAM actions if any or QRH.
The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will exceed 14 000 ft. When in
idle thrust, high speed and speed brake extended, the rate of descent is approximately 7000 ft./min. To descend from FL 390 to FL
100, it takes approximately 4 min and 40 nm. The crew will be aware that MORA displayed on ND (if available) is the highest MORA
within an 80 nm circle round the aircraft. After taking off the emergency mask following an emergency descent, the crew should
close the mask box and reset the control slide in order to deactivate the mask microphone.
56
DECOMPRESSION
Introduction
The drifts down procedures are applicable to aircraft equipped with minimum oxygen supply of:
− 13 minutes: Applicable to ALL fleet, and
− 22 minutes: Applicable for A330, A340 and B777 aircraft.
Gaseous System: Applicable to A300F and B777F only.
Note: For Bombardier fleet, decompression routes designed for A330 with 22 min of oxygen are applicable, provided the below
conditions are met:
− CL605; min oxygen cylinder pressure: 1,335 psi;
− BD700; min oxygen 90% on EICAS.
If these conditions are not met, decompression routes defined with 13 min oxygen shall apply. Assumptions. The following assumptions
apply:
− All obstacles located 10NM of either side of the route centerline have been considered, based on Lido, Jeppesen and SRTM
(Shuttle Radar Topography Mission) surveys.
− All obstacles are cleared by at least 2000ft at ISA condition.
− Flight after depressurization is performed at MMO/VMO.
− By default No Wind effect (Except otherwise specified).
− In case of in-flight turn back, 2.5 minutes are lost for the turn. The altitude lost due to bank angle is considered.
− Maximum descend time from Ceiling Flight Level to FL180 at MMO/VMO is 5 minutes.
− Maximum descend time from FL180 to FL140 at VMO is 0.5 minutes.
− Maximum descend time from FL140 to FL100 at VMO is 0.5 minutes.
CAUTION: Accuracy High is imperative to stay within the specified route corridor in case of decompression.
The procedure Version

1. The QTR Customized Jeppesen Chart ID and Date. If the chart doesn’t exist, this row will be left blank.
2. The critical sector for which this procedure is created. Self-explanatory.
3. The Name and position of points of non-return.
4. Any relevant information.
5. In this example the scenario applies to occurrence of decompression between PNR 1 and PNR 2.
6. The procedure to be followed has more than one choice of diversion airport. Flight crew must assess the situation and select the
most suitable option after executing an emergency descent to the initial cruise level. The option states the IATA/ICAO code of
the suggested diversion airport in BOLD letters in parentheses, followed by the sequence of WPT-AWY-WPT as given in an ATC
flight plan.
7. In this example, two options are given to guide the a/c to the nearest suitable en-route airports, UDYZ and UGTB, these options
help pilots to select the most appropriate airport on the day.
8. Self Explanatory
9. Self Explanatory
57
10. As the PNRs are based on the most critical scenario in terms of obstacle clearance, the time is a maximum for Passenger O2
requirements and a minimum for terrain clearance requirements. Therefore, if the depressurization occurs far after/before the
PNR then these times may not be strictly applicable for terrain clearance.
QR OM-A USEFULL REF
1.4 Commander – Authority, Duties And Responsibilities
7.3.8 Standard Reporting Time and Maximum FDP
7.4.4 Aircraft Commander’s Discretion to Extend a Flying Duty Period
8.1.1.1.1 Minimum Altitudes Definitions
8.1.2.1 Adequate Aerodrome
8.1.2.2.4 Destination Alternate
8.3.1.4 Climb and Descent Speed Limit
8.1.3.3 Take-off Operating Minima
8.1.3.5.1.2 RNP AR Operation
8.1.3.9 Visual Maneuvering (Circling / Visual Approach)
8.1.3.13 Effect of Failed or Downgraded Ground Equipment
8.1.7.1 Fuel Planning
8.1.7.4.2 Fuel Transportation - Tankering
8.1.11 Qatar Airways Aircraft Technical Log
8.1.8.2 Weight and Balance Sheet
8.1.8.3 Last Minute Changes Procedure
8.1.3.12 CMV
8.1.10 Operational Flight Plan
8.1.10.4 Signing of OFP
8.1.11.2 Cabin Discrepancy Log
8.1.11.2.4 Cabin Defects to be Transferred to Aircraft Technical Log
8.1.12 Documents, Forms and Additional Information to be Carried
8.2.1 Fuelling Procedures
8.2.2.1 Passenger Embarkation / Disembarkation
8.2.2.4 Sick Passengers
8.2.2.4 Transportation of Expectant Mother
8.2.2.4 Wheel Chair Passengers
8.2.1.5 Refueling and Defueling when Passengers on-board or Embarking / Disembarking
8.2.2.6.1 MEDAIR
8.2.2.6.1 Illness
8.2.2.6.2 Birth or Death On-board
8.2.2.7.2 Deportees
8.2.2.13.1 Operation of Cabin Doors
8.2.2.13.2 Operation of Compartment Doors
8.2.2.15 Minimum Ground Times
8.2.2.18 Oxygen filled or exchanged
8.3.1.3.1 Transfer of Controls
8.3.1.3.2 Runway Incursions
8.3.1.4 Climb and Descent Speed Limit
8.3.1.5 Noise Abatement Procedures
8.3.1.7.2 Minimum Height for Turns
8.3.1.8.3 Rate of Descent Limit
8.3.1.9.4 Stabilized Approach
8.3.1.9.5 Commencement and Continuation of an Approach
8.3.1.9.6 Landing Criteria
8.3.1.10.2 Engine Failure
8.3.1.10.5 Overweight Landing
8.3.1.10.6 Hard Landings
8.3.1.10.8 Fly-By Confirmation
8.3.2.9 Required Navigation Performance - RNP
8.3.3.5 Metric Altimetry. Procedures when clearance is in meters. Metric Altitude Conversions
8.3.3.11 Temperature Correction
8.3.4 Altitude Alerting System Procedures
8.3.5 Ground Proximity Warning System Procedures
8.3.5 Ground Proximity Warning System Procedures
8.3.6 Use of TCAS / ACAS
8.3.7.1 Fuel Quantity Check
8.3.7.1.2 In-flight Fuel Checks. On a Flight to an Isolated Aerodrome
8.3.7.1.4 Required Minimum Remaining Fuel Cancellation of Destination Alternate in cruise
8.3.7.1.5 Low Fuel State
58
8.3.8.12 Operational Runway Conditions. Wet Runway. Contaminated Runway. Braking Action
8.3.9 Wake Turbulence
8.3.10.1.1 Controlled Rest on the Flight Deck during Flight
8.3.12 Admission to the Flight Deck
8.3.14 Incapacitation of Crew Members
8.3.15.5.1 First-aid Kits
8.3.15.2 Smoking On-board
8.3.16.8 Public Address (PA) Announcements
8.4 ALL WEATHER OPERATIONS
8.5 ETOPS
8.7 NON COMMERCIAL-FLIGHTS
8.7.2 Test Flights
8.7.3 Delivery Flights
8.8 OXYGEN REQUIREMENTS
11.6 AIR SAFETY REPORTING
59

QTR A319-320-321 Study Notes

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AIRBUS A320 STUDY NOTES

Contact of Senior Flight Operations Staff Crew Replacements

ICAO Aerodrome Reference Code. OM-A 8.1.2.1.1.

Last Minute Changes. OM-A 8.1.8.3

Correct order of setting the MCDU Pages

ALTITUDE (ft.) COMPARISON BETWEEN

SPEED (kts.) MACH COMPARISON BETWEEN

Maximum differences between magnetic heading indications on the NDs: 4 °.

A320 (Max QR Policy: 18600)

A321 (Max QR Policy: 20900)

Required Minimum Remaining Fuel OM-A 8.3.7.1.4

APU Fuel Consumption. MEL MO-24-22

Green Dot computation. PRO-SUP-10 P 2

Manual Engine Start. PRO-SUP-70

Time (min.) 60 75 90 120

Type of approach Planning Minima

Destination Aerodrome (DEST). OM-A 8.1.2.2.3

ICING CONDITIONS. PRO-SUP-30 P 4

TD = dis. btw airports

ETOPS CRITICAL FUEL RESERVES. PRO-SPO-40-30

Diversion Procedure. OM-A 8.5.10.

Aircraft Type Family A320 Reference Speed M 0.78 / 320

Reduced Vertical Separation Minimum (RVSM). PRO-SPO- 50

Required Equipment / Functions for RVSM:

For approach, the following apply:

The Minimum Required Equipment

REJECTED TAKEOFF. PRO-ABN-10 / FCTM AO-020

Climb and Descent Speed Limit: OM-A 8.3.1.4

Standard Obstacle Strategy Fixed Speed Strategies

JEPPESEN TEXT MANUAL. ENROUTE

Wind Limits. LIM-12 / LIM-22-20

Cold Temperature Altitude Correction: OM-A 8.3.3.11

MINIMUM REQUIRED DH and RVR for Approaches

GROUND OPERATIONS IN HEAVY RAIN: PRO-SUP-30 P 2. After landing:

Standard Communication Terminology: OM-A 8.2.4.7

Runway Contamination PER-TOF-CTA-20

For all abnormal/emergency procedures, the task sharing is as follows:

ABN/EMER PROC INITIATION

Situation Assessment with the QRH Summary

Approach Preparation with the QRH Summary

Approach Briefing with the QRH Summary

Approach with the QRH Summar

Before reading STATUS page:

DESCENT and APPROACH BRIEFING

CABIN CREW CALLS. CSM 5

Qatar Airways A320 Family Operating Limitations

Maximum Operating Speed (Vmo/Mmo):

Minimum Turning Radius in meters:

CAT II and CAT III Automatic Rollout:

Fuel Temperature limits for Jet A1

Qatar Airways A320 Memory Items

− FLAPS……………………………………………………………….Maintain current CONFIG (If full flaps >flaps 3)

EGPWS and GPWS

Qatar Airways A320 Weather and Fuel Planning.

ETOPS Planning Minima:

Qatar Airways A320 Performance Notes.

Or as depicted on Noise Abatement Chart.

WET RUNWAY and EQUIVALENT

CABIN CREW PERSONAL SAFETY

ENGINE START MALFUNCTION