VERSION.: 10.

THIS MATERIAL SHOULD NOT REPLACE ANY OFFICIALS

MANUALS AND/OR THE COMPANY DOCUMENT.
ESTE MATERIAL NÃO DEVERÁ SUBSTITUIR QUAISQUER
MANUAIS OFICIAIS DO EQUIPAMENTO E/OU DA EMPRESA.

**** MEMORY ITEMS (FCOM * FCTM) ****

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 1 de 27 Memory Items & Limitations
- CREW INCAPACITATION FCTM Pg.:
Side stick ……… “I have controls” ..………… TAKEOVER pb (red 40sec) The "UNRELIABLE SPEED INDIC/ADR CHECK PROC" procedure has
Call attendant as soon as practicable. two objectives:
The best way to request assistance from the cabin crew, is by means ‐ To identify and isolate the affected ADR(s)
of the passenger address system (PA): ‐ If not successful, to provide guidelines to fly the aircraft until
ATTENTION, PURSER TO COCKPIT PLEASE landing.
- Declare EMERGENCY (MAYDAY) to ATC - Each ADIRS has two parts (ADR and IRS)
- Request radar vector for a long final STABILIZED approach - Each ELAC receives speed information from the three ADRs and
- Read the check list in loud voice (situational awareness) compares the three values.
- Each FAC receives speed information and pressure altitude
- EGPWS QRH ABN information from the three ADRs and compares the three values.
“PULL-UP” “TERRAIN TERRAIN PULL UP” “TERRAIN AHEAD PULL UP” - The ELACs trigger the F/CTL ADR DISAGREE ECAM caution.
“OBSTACLE AHEAD PULL UP” - The BIRD (FPV) is computed out of IRS data. It is therefore
AP ………………… PULL UP TOGA …..………. OFF affected by the errors of the ADIRS. The BIRD is computed out of
Pitch ………………………………………..……………… Full Pull Up  Up to “V” IRS data. Thus it may be affected by IRS data drift amongst others
Thrust levers ………………………………...………. TOGA (TRK). A typical TRK error at the end of a flight is 1° to 2°.
Speed Brakes levers …………….……………….. Check retracted - ADR1 e ADR3 irá inibir a safety valve, logo será necessário baixar o
Bank ………………………………………… Wings level or adjust LDG Gear por gravidade.
* Sempre fazer um “report” ao safety quando ocorrer este evento. - Com a falha de 2 ADR irá comprometer a navegação RNAV/PBN.

- UNRELIABLE SPEED INDICATION/ADR CHECK PROC - LOSS OF BRAKING QRH ABN * FCTM Pg.:
QRH ABN * FCTM Pg.: Brake pedals ………………………………………….……………..…..….. Press
AP/FD ………………………………………………………….………………. OFF If no breaking available
A/THR …………………………………………….….……………...………. OFF REV ………………………………………………………………………..………. MAX
Pitch/Thrust.: Below thrust Red Alt …………………….... 15°/TOGA Brakes pedals ………………………………………………..…………….… Release
Above thrust Red Alt and below FL100 …. 10°/CLB A/Skid & N/W Strg …”To reverts to Alternate mode” ……. OFF
Above thrust Red Alt and above FL100 …. 5°/CLB Brakes pedals ……………………………………………………………..…… Press
Flaps ………… applicable if below FL200 ............… Maintain config Max BRK PR ………………………………………………………………….…. 1000 PSI
* If FULL FLAPS ……………………………………. CONF+3 If still no braking
Speedbrakes …………………………………………………….…. Check retracted Parking brake ……….…….. Short and successive aplications
L/G …………………………………………………………………….…. UP
GPS ALTITUDE …………………………………………………….. Display on MCDU - STALL RECOVERY QRH ABN * FCTM Pg.:
- Memory Items; Nose down pitch control ………………………….. Apply
- Antes do ECAM ACTIONS solicitar e EXECUTAR o QRH; Bank……… Stall I have control ……..…… Wings level
- Subir usando o memory items até MSA (+2000ft) ou FL100; Thrust ……… already out of stall …………..…. Increase as needed
- Nivelar e “cravar” a THR + PITCH conforme a tabela QRH; One engine inoperative – OEI
- Aguardar nesse THR/PITCH até que a velocidade (vide tabela QRH) Speedbrakes ……………………………………………. Check retracted
se estabilize. E gerenciar a distância para não se distanciar muito. Flight path …………………………………… recovery smoothly
Pode-se fazer curvar de reversão (vetor) mantendo THR/PITCH Clean configuration and below 20.000 ft
quando a velocidade estiver próxima de estar estabilizada; Flap 1 ………………………………………………. Select (Flap SPD Limit.)
- Check altitude on GPS (FMGC – Data).
- DO NOT Crosscheck with ATC about Altitude and Speed on their - STALL WARNING AT LIFT-OFF QRH ABN * FCTM Pg.:
radar since the SQWK is feed by ADR as well. Thrust ……… Stall TOGA 15° ……………. TOGA
- Com a velocidade estabilizada identificar e desligar o ADR Fault; Pitch attitude ………………………………………. 15°
Crosscheck SPD/ALT on each ADR 1, 2 and 3 (Air Data switching 3) Bank ………………………………………………….… Wings level
using SPD tables_”with flaps” (SPEEDS table (use this table to avoid
flap exceedance) or Severe Turbulence table_”no flaps” use this - TCAS WARNING QRH ABN * FCTM Pg.:
table as reference to identify witch indication/instrument is more AP …………………………………………………..…………. OFF
correct). If < FL250. All ADRs OFF (Fly BUSS – A319 hasn’t) Don’t Both FDs ………………………………………………..…. OFF
turn off ADIRU. > FL250.: Keep 1 ADR ON (Avoid BUSS and fly * PNF notify ATC
Pitch/Thrust) QRH (io-io  Não tem BUSS, Tem o BUSS)
- ECAM ACTION - Identificado o ADR FAULT aí sim ECAM ACTION; Resolution advisory : All “CLIMB” and “DESCEND” or “MAINTAIN
- SWITCHING DATA DR para o CAPT ou FO; VERTICAL SPEED MAINTAIN” or “LEVEL OFF” or “MONITOR
- Reset FAC1 (OFF them ON) after FAC2 (OFF them ON); VERTICAL SPEED” (TCAS I have controls). Callout in blue
- Turn Window Probe Heat to ON – When stabilized flight. TCAS – Intruder will be detected at; ≤ 80nm (range) * ± 9900ft (If
- LAND DISTANCE APPLY; (“NAV SYS”) select)
SPEED.: Ao montar o seqüenciamento no FMGC (removendo as - Resolution Advisory are inhibited below 900ft. (TA only)
posições fora do eixo final de aproximação e certificando que no ND - All RAs are converted to TAs below 500 ft AGL. TA aural is inhibited
acima apareça o fixo “CI***”), só então ver na PERF pg a velocidade below 400 ft AGL.
de VLS e VAPP constam já corrigidas. Não precisando refazer os
cálculos da tabela para achá-lo. or Calculate the Vref speed of - WINDSHEAR QRH ABN * FCTM Pg.:
FLAP FULL and insert it to the FMGS PERF “APPR”as FLAP CONF+3 If after V1 ≥100kt ~ 1300ft
DISTANCE.: Add more 15% on distance calculated; Thr levers …… Windshear TOGA ………. TOGA
- Rely on Stall Warning. It’s not affected by this issue. It’s based on Reaching VR …………………………………………….. Rotate
AOA. SRS orders …………… V2 + 10 or v2 = SRS ……….. Follow
- CLB/CRZ/DESC – The acft based on QRH tables. (Pitch/Thrust) Airborne, initial climb or landing
- Set “bird” TRK/FPA THR levers AT TOGA ………………………….…….. Set or confirm
- Cabin pressure must be controlled manually (All ADR Off). AP (if engaged) ………………………………………... Keep
- RVSM aerospace capability is affected. SRS orders … SRS engages at N1 85% or GS ≥ 90kt … Follows
- Do not use speedbrake. * LDG Gear ……… Avoiding to increase drag ……… Keep config
‐ At takeoff, 3 s after liftoff, up to 1 300 ft RA
Unreliable SPD may happen on TKOFF, CLB, CRZ, DESC and APPr. ‐ At landing, from 1 300 ft RA to 50 ft RA
Use the table on QRH for each phase of flight. ‐ With at least CONF 1 selected.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 2 de 27 Memory Items & Limitations
- O PWS opera até 10nm, por isso a necessidade de decolar com o Note: Do not press the engine fire pushbutton, since this would cut
range_NAV de 10nm para que seja visualizado no ND as áreas do off the FADEC power supply, which would prevent motoring
WS. The PWS automatically operates below 2 300 ft AGL sequence.
Select the APU, or opposite BLEED, to motor the engine.
- WINDSHEAR AHEAD QRH ABN * FCTM Pg.:
Associated with an aural synthetic voice “WINDSHEAR AHEAD, An engine tail pipe fire can only occur at engine start or at engine
WINDSHEAR AHEAD”. Windshear TOGA shutdown. In the case of a tail pipe fire, there is no cockpit alert.
Before takeoff ………………………………………….. Delay takeoff The only indication can be an increasing EGT due to the fire in the
During takeoff …………………………..…………….. Reject takeoff turbine.
When airborne
Thr levers …………………………………..…………… TOGA - Emergency Evacuation QRH (Last page)
SRS orders ………………………………………………. Follow - Confirme if the fire is still on. If yes, proceed as below;
Landing LEFT SEAT RIGHT SEAT
Go around ……………………………………………… Perform PA INFORM ATC (MAYDAY)
DOME LIGHT …………………………………………………………….. ON
The PWS operates automatically below 2 300 ft AGL, regardless of AIRCRAFT/PARKING BRK........... Left Seat ............. STOP/ON
whether the radar is turned ON or OFF. ATC (VHF 1).................. Right Seat ......................NOTIFY
CABIN CREW (PA).................................................ALERT
If a predictive windshear aural warning is generated during the ΔP (only if MAN CAB PR has been used) ................CHECK ZERO
takeoff roll, the Captain must reject the takeoff (the aural warning is If not zero, MODE selector on MAN, V/S CTL FULL UP.
inhibited at speeds greater than 100 kt). ENG MASTERS (ALL)............ Right Seat .....................OFF
FIRE Pushbuttons (ALL : ENG and APU)....Right Seat ....PUSH
- Emergency Descent (SMOKE Inflight) QRH ABN * FCTM pg.: AGENTS (ENG and APU)........ Right Seat .................. AS RQRD
Masks & Communication (PF + PNF) established (FIRST)  If Evacuation required:
PF PNF EVACUATION.......................................................... INITIATE
COMM TRIP + PAX (BPO FLT N°027/17)  If Evacuation not required:
ALT set (10000ft or MORA) + PULL Signs + WingLight ON CABIN CREW and PASSENGERS (PA)....Left Seat …….... NOTIFY
HDG (+45° or -45° RVSM) + PULL Check FMA (Awareness) * Corda – 5,5m e aguenta até 181kg. (CCOM 05-020 P 3/14)
Thrust Levers – IDLE - Pegar o Manifesto de Carga caso esteja na cabine
SPD + PULL (2° loop proceed with adjustments) - Pegar o Diário de Bordo
Check FMA (If no structural damage) ECAM or QRH read & Do - CVR CB (Overhead Panel) E13 and E14 disconnect (MGO)
Speed brake – Full armed (Only half will be available with AP ON). Desembarque rápido.: BPO FLT Nº 057/17
- At FL100 COMM TRIP + PAX - BPO FLT N°027/17) Tipos de Saídas de Emergência
- It may used the EXPEDITE too. * TIPO I (Slide Inflado) – De 50 à 55 pessoas (Doors)
- It is essential that the differential pressure be zeroed “ΔP”. TIPO II (Slide NÃO Inflado) – De 30 à 40 pessoas (Avianca Ñ tem)
- Change MACH speed to speed in knot (kt), in order to avoid it rise * TIPO III (Janelas sobre a asa) – De 20 à 30 pessoas (Window)
up. * TIPO IV (Janelas do Flight Deck) – De 15 à 20 pessoas (Rope)
- See FCTM (AO-090) flows modifications. * TIPO A (Slide Duplo Inflado) – De 90 à 100 pessoas (A330 Only)
- Ao atingir FL100 usar a tabela “In Cruise Quick Check FL100 Long * Possui nas aeronaves da Avianca.
Range”, no QRH para saber o quão longe poderá ir neste nível. DSO N°03/2017 – Riscos associados às escorregadeiras
- Be aware that the MORA displayed on ND is HIGHER MORA value. BPOC N°003-07 – Acionamento indevido dos slides
- When it is obvious that the cabin altitude will EXCEED 14.000ft, Custo de Substituição – US$ 5.000,00
press the MASK MAN ON pb before the cabin altitude reach 14000ft. Custo de Atraso da aeronave em solo – US$ US$ 6.000,00
* To descend from FL 390 to FL 100, it takes approximately 4 min Custo de uma Slide danificada – US$ 20.000,00 à 45.000,00
and 40 nm. When in idle thrust, high speed and speed brake Custo do desembarque de PAX, perda de receita e imagem neg.
extended, the rate of descent is approximately 7 000 ft/min. Custo de hospedagem, transporte, alimentação etc.
BPO FLT N°051/17 – Procedimentos de Portas
Procedimentos Aeronavigabilidade – OXY nos lavatórios removidos.
BPO FLT N°030/16 - SMOKE QRH ABN
If perceptible smoke apply IMMEDIATELLY
PRIORIDADE DE MANOBRA EVASIVA SIGNS …………………………………………………………………………… ON
1°) Stall warnings BLOWER ……………………………………………………………………….. OVRD
2°) EGPWS EXTRACT ………………………………………………………………………. OVRD
3°) Windshear CAB. FANS ……………………………………………………………………. OFF
4°) TCAS GALY & CAB ………………………………………………………………….. OFF
CKPT/CAB COMM …………………………………………………………. STABLISH
COMMUNICATION DURING AN EMERGENCY – 4C’s * If required, CREW OXY MASKS ……………………………….. ON/100%
ANY FAILURE BPO FLT N°027/17 * SMOKE.: Imediato MAYDAY e descer para o FL100/Mora para o
1°) Control – ATC + Intensions Smoke Removal (200kt – window).
2°) Company – 136,425 or 130,754 * SMOKE DETECTION - One smoke detector in the air extraction
3°) CMR – Flight Attendant duct of the avionics ventilation system detects smoke in the avionics
4°) Customers - PAX compartment.

- Eng. Tailpipe Fire (DRY CRANK) QRH ABN * BPO_004 (A318).: “Se durante o voo houver fogo e estando executando o ECAM/QRH
1) Area livre 5) MAN. Start “ON” formar muita fumaça na cabine, proceder imediatamente o SMOKE
2) APU Bleed “ON” 6) Crank Engine for 2 minutes. REMOVAL, só então prosseguir onde parou.”
3) ENG Master “OFF” 7) MAN. Start “OFF”
4) ENG Mode “CRANK” 8) ENG Mode “NORM” - An immediate diversion should be considered as soon as the smoke
* Call for fireworkers is detected. (Consider return to the opposite threshold – Tear
CAUTION External fire agents can cause severe corrosive damage drop).
and should, therefore, only be considered after having applied the - If the smoke is detected by the crew, without any ECAM warning,
following procedure: the flight crew will refer directly to the QRH SMOKE/FUMES/AVNCS
SMOKE paper procedure.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 3 de 27 Memory Items & Limitations
- If the "AVIONICS SMOKE" ECAM caution is activated, the flight LANDING PERFORMANCE - In order to assess the landing
crew can refer directly to the QRH SMOKE/FUMES/AVNCS SMOKE performance without failure (or in the case of a failure that does not
paper procedure, or apply first the ECAM actions, before entering the affect landing performance), (i.e.: engine failure, cause PTU/AC bars
QRH. will maintain all system working).
- Applying REMOVAL of SMOKE/FUMES procedure, setting electrical
emergency configuration, or considering immediate landing, may be ALL ENGINES FAILURE IN FLIGHT – Razão de descida;
applied at any time, in the procedure (but not before the immediate A320 – 2nm/1000ft (with no wind) = R/D: ?? trigonometria
actions).
The AVIONICS SMOKE ECAM procedure should be applied only IF * If the takeoff is rejected prior wheel speed 72 kt, the spoilers will
SMOKE IS PERCEPTIBLE. not deploy and the auto-brake will not function.
* If takeoff has been rejected due to an engine fire, the ECAM
Fire Category through RFFS (Rescue Fire Fighting Service) Avianca’s actions will be completed until shutting down the remaining engines.
Airbus is considered as Categories; * Engine failure on ground.: At VR, rotate the aircraft smoothly, at a
ICAO 6 - ICAO Annex 14 - Cat 6: 28m < L ≤ 39m, fuselage Ø < 5m slower rate than with all engines operation, using a continuous pitch
FAA B - FAA Part 139.315 - Index B: 90 ft ≤ Length < 126 ft. rate to an initial pitch attitude of 12.5 °. The blue beta target will
- Jeppensen replace the normal sideslip indication on the PFD. When the flap
- RotAer lever is at zero, the beta target reverts to the normal sideslip
- Airbus family link indication. The use of the autopilot is STRONGLY recommended.
Following an engine failure, the rudder should be trimmed out prior
LAVATORY – If there is a fire in the waste bin, the fire extinguisher to autopilot engagement.
operates automatically. When the temperature in the waste bin * When an engine failure occurs after takeoff, noise abatement
increases to approximately 79°C when the fusible plug comes to procedures are no longer a requirement.
melt. * When an engine failure is detected, the FMGS produces predictions
based on the engine-out configuration and any “pre-selected” speeds
CARGO SMOKE entered in the MCDU are deleted.
TEST pb - Pressing this button for at least 3 s, and until it is
released: Pylon overboard drains. The middle drain discharges
- Tests the smoke detectors in sequence, the content of the fire extinguishes if an
- Turns on the red smoke lights twice, and displays the ECAM overpressure occurs.
warning,
- Closes the ventilation system’s isolation valves. CDL = Configuration Deviation List (AFM Manual)
- Turns on the amber DISCH light. ACR = Ação Corretiva Retardada  Substituído por DMI
DMI – Deferred Maintenance Item Mel Log. (Only maintenance)
Emergency Equipment TLB – Technical Logbook (Pilot and Maintenance) BPO FLT N°039/17
Check the emergency equipments as follows: OEB = Operations Engineering Bulletin
- Life jackets stowed TR = Temporary Revision
- Axe stowed ODM = Operational Data Manual (Análise de pista)
- Smoke hoods or portable oxygen equipment and full face masks CBT = Computer Based Training
stowed and serviceable LOFT = Line Oriented Flight Training – IAC 060-1002A
- Portable fire extinguisher lockwired and pressure in the green area APT = Airbus Pilot Training
- Smoke goggles stowed (smoke hoods) RTOW = Regulatory TakeOff Weight (Análise de Pista)
- Oxygen masks stowed BPOC – Boletim de Padronização de Operação de Cabine (CMR Only)
- Flashlights stowed GRO = Guia de Rotas – Ver.: Revisão 01
- Escape ropes stowed MCmsV = Manual do Comissário de Voo – Ver.: Revisão 7
CCOM = Cabin Crew Operating Manual – Ver.: 29-JUL-2015
ENGINE SECURE Altitude.: QRH = Quick Reference Handbook – Ver.: 31-AUG-2016
- Falha do motor (No Damage).: Corte do motor MGO = Manual Geral de Operações – Ver.: Rev 26
- Falha do motor (with damage).: Push 1 Fire Handle + 1 bottle EO = Especificações Operativas – Ver.: Rev 147
- Fogo no motor.: Push 1 Fire Handle + both bottle PGT = Programa Geral de Treinamento – Ver.: Rev 19
Consider “ENG OUT ACC” IF Engine Secure is done before it. FCOM = Flight Crew Operating Manual - Ver.: 31-AUG-2016
1500ft AGL FCTM = Flight Crew TECHNIQUES Manual - Ver.: 31-AUG-2016
MEL = Minimum Equipment List - Ver.: REV 8
* Engine failure in CRUISE.: As soon as the engine failure is MNPDO =Manual de Normas e Procedimentos da Diretoria de
recognized, the PF will simultaneously: Operações de Voo - Ver.: Rev 04
1°) Set ALL thrust levers to MCT
2°) Disconnect A/THR. For study
3°) Then, PF will select the SPEED according to the strategy 1°) Limitations
(Standard Strategy – PROG pg (M 0.78/300 kt ) or Obstacle Strategy 2°) Memory Items
– PERF pg (green dot speed - When clear of obstacles, set LRC 3°) Flows PF & PNF (QRH - Normal Procedures)
ceiling on FCU, return to LRC speed and engage A/THR)). 4°) FCTM
Engine failure in CRZ = PER-OEI-GEN-20 P 1/6 (table) 5°) Supplementary
4°) Transponder.: In TA, in order to advise the other acft that you 6°) Abnormal & Emer. Procedure
are not able to perform the TCAS event maneuver. 7°) SOP
5°) As soon the engine fail is set to shut, reconnect the AP. 8°) Tome’s
9°) FMS
ENGINE FAILURE IN FLIGHT - After ECAM ACTION Complete; 10°) MGO
- Strait-In-Approach with One Engine Inoperative (QRH)
- Overweight Landing (QRH if require) GOLDEN RULES
- VAPP With Failure + Normal Land Distance proceed (QRH) - Fly, Navigate, Communicate
- ENG 1(2) SHUT DOWN (FCOM expanded) - Use the appropriate level of automation at all times
- Expanded papers (FCOM) - Understand the FMA at all time
- Take action if things do not go as expected.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 4 de 27 Memory Items & Limitations
MMEL = Master Minimum Equipment List (Made by Airbus) ECAM ACTION - STATUS - SUMMARY - QRH Perf-B Fuel Consumption
FALSE ALERT – Monitoring system is inoperative. (System is OK) - QRH Perf A Land Perf.

ACTUAL ALERT – Monitored system is inoperative. CDL - To obtain a global assessment of the aircraft status. Any
missing parts or panels will be checked against the Configuration
MEL – With some particulars of Avianca's Company. Deviation List (CDL) for possible dispatch and any potential
MEL Entries – If some ECAM messages operational consequences. See AFM Manual details.
MEL Items – If some DMI reported
- PREAMBLE DOP N°010/17 – Items NEF (Nonessencial Equipment and
- HOW TO USE Furnishings)
- ECAM Maintenance Message in STS
Mel Operational – Check (both of them above) AVIANCA: 136.425
The MMEL Maintenance Procedures are published in the Aircraft “Frequencies” 130.75 (Despacho/Coordenaççao)
Maintenance Manual (AMM) “mechanics main manual”. 130.15 CGH
The flight crew must also consult the technical logbook to confirm
that the alerts are compatible with the MEL. WIND
Check on the technical logbook that the repair interval time did not Engine Start – Maximum tailwind for engine start
expire. In the case of failures occurring during flight, the MEL is not Abnormally high tailwinds (> 10 kt ) or crosswinds (> 20 kt ) may
applicable. However, the flight crew can consult the MEL, in flight, have an adverse effect on starting. It may be necessary to reposition
following a failure, to plan effectively the end of the flight. Are there the airplane into the wind.
maintenance personnel available at destination for deactivation? Is
there a need a spare part to be ordered to repair? Take-off and Landing (Crosswind).: Dry runway ≤ 38kt,
N1 rated mode - If for any reason, a failure leads to a reversion to AFM Manual Wet Runway ≤ 33 kt,
N1 rated mode during taxi for T/O, be aware that the T/O Contaminated ≤ 10kt
performance penalties are provided in the MEL. This is an example
where MEL is used during taxi. Maximum tailwind for takeoff: 15 kt
Maximum tailwind for landing: 15 kt
Categoria para reparo (Placards) em MEL; Maximum tailwind for automatic landing and roll out remains 10 kt.
A – 24 hs B – 72 hs C – 10 dias D – 120 dias
Landing.:
- MEL ENTRIES – Onde consta o “O” ao lado do box, o item da falha CAT I & Visual.:
deverá ser consultado também em MEL OPERATIONAL. Crosswind ≤ 38kt,
- Se algum Flight Control foi despachado pela MEL, deve-se olhar a Tailwind (T/O and LDG) ≤ 15kt (Full Flaps only)
parte MEL Operational referente à performance. Tailwind “Autoland” ≤ 10kt
* AUTOLAND – Elevation ≤ -1000ft is not allowed. (AFM)
DISPATCH
The pilot must check before departure that the available runway ENTERING THE CRUISE WINDS AND TEMPERATURES– To insert the
length at destination is at least equal to the required landing wind updates at the position when the difference becomes greater
distance for the forecasted landing weight. In case of aircraft system than 30 kt or 30 ° for the wind data and greater than 5 °C for the
failure affecting landing distance known before the dispatch, the temperature. DSC-22_20-30-20-25 P 14/26
available runway length must be at least equal to the required BPO FLT N°026/17 (Wind Uplink)
landing distance with failure, i.e. the required landing distance
without failure multiplied by the coefficient given in the Flight Manual Wind update on final approach – The system will process the wind
or the MMEL. update only down to 700ft RA.

APPENDIX-1 – In order to identify how many flight attendant is Taxi Speed

necessary to perform the flight consider a passenger door Max. Taxi Speed - straight = 30 kt (Dry) or 15 kt (WET)
unavailable. Max. Taxi Speed – turns ≤ 90° = 15 kt (Dry) or 5 kt (WET)
Ver “Restrição de Assento de Passageiro” – MCmsV Seção 04 Max. Taxi Speed – Turns ≥ 90° = ≤ 10 kt
(Restrições parciais dos assentos dos passageiros – 4.33) Max. Taxi Speed on fast exit runway = 60kt “Jeppensen”
Ver “IMNT 02-06-02 – Controle de Restrições de Assentos” no GED. Backtrack turns (180°) = Speed between 5 to 8 kts.
* 25° opposite lane. Max. taxi speed 30kt on runway
OEB (Reminder Some Operational Engineering Bulletins) - Minimum runway width for Turnaround: 30m (Autoland is not
contain information that may impact flight crew action, in the event permitted)
of a system failure. OEBs are filed in the QRH.
If the OEB reminder function is activated for an ECAM TAXI WITH ONE ENGINE SHUTDOWN
warning/caution, the ECAM will display the : "Refer to QRH Proc" Before releasing the parking brake, the yellow electrical pump will be
line, when necessary. set ON to pressurize the yellow hydraulic circuit (ALT/PARK BRK and
List of ALL effective Operations; NWS) and avoid PTU operation.
- Dual FM Reset upon Radial Fix Entry The use of APU is recommended but the APU bleed should be
- Erroneous Vertical Profile During RNAV, LOC approaches switched off to avoid ingestion of exhaust gases by the air
(Do not follow the brick) – A318 conditioning system. (FCTM).
- Erroneous Radio Altimeter Height Indication
- Erroneous Alternate Fuel Predictions Upon Modification of DECK DOOR OPERATIONS – BPO N°020-10 and BPO N°003-12
Company Route in the Alternate Flight Plan Maximum wind for passenger door operation: 65 kt
- L/G Gear not Downlocked Maximum wind for cargo door operation: 40 kt (50kt if head to the
- No Engagement of Guidance Mode wind)
- Abnormal V Alpha Prot (BPO No 034-14) - Fechar as portas 10 minutos antes do EOBT (AVIANCA);
- SEC Software Failure (Reset SEC1/SEC2 – BPO N°033/15) * DOP 003/17 “Parking Brake ON”
* IAC 1502
USE OF SUMMARIES - The summaries are QRH procedures created All Airbus aircraft lower decks are divided into 3 cargo holds :
to help the flight crew to perform actions in the event of an ELEC forward (FWD), Aftward (AFT) and BULK.
EMER CONFIG, or a dual hydraulic failure.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 5 de 27 Memory Items & Limitations
 WIND updates - Once in flight, the FMGS considers the actual the AUTOLAND red light illuminates if ‐ Both APs trip off ‐ Excessive
measured wind up to 200 nm ahead of the aircraft to permanently beam deviation is sensed ‐ Localizer or glide slope transmitter or
update the wind profile. This updated wind profile is used to compute receiver fails ‐ A RA discrepancy of at least 15 ft is sensed.
the predictions and the performance data, but is not displayed to the
crew. 1000 ft
On WIND pages, wind direction is always true-referenced. 400 ft “LAND” – 350 ft minimum (if not degrades to CAT 1)
200ft – AUTOLAND warning light zone
WINDS courses 100 ft “Alert Height” – Only for CAT IIIb
MCDU Approach/FMGC – Magnetic 50/40 ft “FLARE”
ATIS – True 30 ft “RETARD” – Set the thrust lever to IDLE.
Wind Aloft Prog – True 20/10FT – RETARD -Automatic landing = 10ft, Manual landing = 20ft
TAF and MetAr – True ROLLOUT - (On ground)
Volmet - True * When LAND is not displayed on the FMA, at/or slightly below 400
SigWX Prog – True ft, the landing capability degrades to CAT 1 and the triple click is
Wind informed by ATC – Magnetic generated. No autoland is authorized with CAT 1 displayed on the
Runway number – Magnetic FMA.
NAV Planning wind (paper) – True
MCDU wind CRZ – True SOME SYSTEM PARTICULARS
ND display.: 180/40 – True North “DSC-31-45” • Below 700 ft RA, data coming from the FMS is frozen e.g. ILS tune
- True North (only if ≥ 2kt) inhibit.
• Below 400 ft RA, the FCU is frozen.
Ex.: Sendo MCDU Approach/FMGC (magnetic) e METAR (true), • At 350 ft, LAND must be displayed on FMA. This ensures correct
inserir o vento do metar dessa maneira no FMGC; final approach guidance.
190/08/GRND • Below 200 ft, the AUTOLAND red light illuminates if;
Após checar no Perf APPR se o vento foi corrigido. - Both APs trip off
- Excessive beam deviation is sensed
ATIS – Determinar a distância em que será possível obter o sinal do - Localizer or glide slope transmitter or receiver fails
ATIS (VHF); - A RA discrepancy of at least 15 ft is sensed.
Dist ATIS = sqrt 37000 x 1,23 (FL370)flap • Flare comes at or below 40 ft (be precise and quickly)
• THR IDLE comes at or below 30 ft
ILS CAT II / III • RETARD auto call out comes at 10 ft for autoland as an order.
CAT II - Minimum decision height .............................. 100 ft AGL (Instead of 20 ft for manual landing as an indication)
CAT III - Minimum decision height ............................. 50 ft
ILS -If the ATC clears for approach at a significant distance, e.g. 30
CAT II and CAT III – CALLOUT (FCOM) nm, the flight crew should be aware that the G/S may be perturbed
and CAT 1 will be displayed on FMA till a valid Radio Altimeter signal
RUNWAY particulars is received at 5000ft.
Lateral lights – spaced in 60m - EFFECT OF QNH AND BLED (FCOM PER-TaoF-TOD-24)
Central band – extension 30m each MANUALS – CAT II AND CAT III REFERENCES
Last 900m of the runway – Lights white and red - Especificações Operativas (Acfts autorizadas – Ver os mínimos)
Last 300m of the runway – Lights in red only. - System Related (Task Sharing) - FCOM pg 3763
ALSCf – Last 300m lights in red on the edges before the threshold. - QRH “OPR DATA”
Tawiway band - 15m - BPO FLT N°010/17 – Approach Preparation Briefing
For CAT1 ILS, the crew will insert DA/DH values into MDA (or MDH if * Somente CMTE pousa em CAT II e CAT III
QFE function is available) field on the MCDU PERF APPR page, since - IAC 3208-1186, FAA AC 91-020 and IAC 100-16
these values are baro referenced. - Diário de Bordo – Registrar
For CATII or CATIII ILS, the crew will insert DH into DH field on - DMI – Consultar + MEL
MCDU PERF APPR page, since this value is a radio altimeter * AUTOLAND em SBSP não pode fazer.
referenced. - MGO 7.6 6.3.22 - Cmte < 100hrs
- LVP pwr-point presentation (by Cmte Francis Barros).
CAT II & III (BPO_027-10) LVP .: IAC 3208-1186 e IAC 100-16
Headwind ≤ 30kt - Getting to Grips .: GTG CAT II and CAT III.pdf
Crosswind ≤ 20kt - FMA A319 - CATII / CATIII OPERATIONS pg 158 and
Tailwind ≤ 10kt FAILURES/WARNINGS pg 245 and REQUIRED EQUIPMENT FOR CAT
For CAT II approaches, autoland is recommended. If manual landing II AND CAT III APPROACH AND LANDING pg 366 (Check if exists any
is preferred, the PF will take-over at 80 ft at the latest ; this ensures MEL related).
a good transition for the manual landing. - DOP N°007/17.: CATII, CATIIIA, RNP e AR (SBGR)
Em toda operação LVP, CAT II ou CAT III, obrigatoriamente o - BPO FLT N°032/17 – PAX Electronic Equipment advisory – WI-FI
Comandante deve exercer a função de Pilot Flying. BO 003/17 - Mínimo de Alternativa CATII/CATIII.
NSW STEERING FAULT – Irá gerar a mensagem CAT3 SINGLE, pois
DECISION HEIGHT - The Decision Height (DH) is the wheel height não poderá fazer o ROLLOUT após o CAT3. (Fail Operational).
above the runway elevation by which a go around must be initiated
unless appropriate visual reference has been established and the Through E.O. (Especificações Operativas) Avianca can takeoff at AD
aircraft position and the approach path have been assessed as CATII with at least of 350m RVR.
satisfactory to continue the automatic approach and landing safely.
The DH is based on RA. Fail Operational: Sistema que, após a ocorrência de falha em um
componente, é capaz de completar a aproximação, flare, toque e
ALERT HEIGHT - The Alert Height (AH) is the height above the corrida de pouso, utilizando os componentes
runway, based on the characteristics of the airplane and its fail- remanescentes. Garante que o AUTOLAND seja efetuado mesmo
operational automatic landing system. havendo alguma falha no sistema.
The AH concept is relevant when CAT 3 DUAL is displayed on FMA. In CAT_III DUAL if any failure occur it will downgraded to CAT_III
On single aisle Airbus family, the AH =100 ft. SINGLE. But it continue operational normally.
TAKEOFF DATA - QNH/BLEEDS CORRECTION (table) ==
for departure
By.: STELLATO in low temperature/QNH
- [email protected] (moisture).
AIRBUS A318/A319/A320 Página 6 de 27 Memory Items & Limitations
Fail Passive: Sistema onde a ocorrência de uma falha não causa • Angle of attack protection is active
desvio significativo da trajetória ou atitude da aeronave. A • Flaps are in configuration FULL (A319/320) or
capacidade de continuar a operação pode ser perdida e uma • Flaps are in configuration 3 or FULL (A321)
arremetida pode ser necessária. Um sistema fail passive é o mínimo • Thrust levers are above MCT position, or
aceitável para operações CAT III com uma DH não inferior a 50 pés. • Alpha floor is active
Perde o AUTOLAND.
Ex.: In CAT_III SINGLE already, if any failure occur it will After touchdown the Trimmable Horizontal Stabilizer (THS) will
downgraded to CAT_II. In this case, GO AROUNF is mandatory.. automatically sets pitch trim to zero as the pitch attitude becomes
AUTOMATIC LDG ONLY less than 2.5 degrees.

CAT3 SINGLE/DUAL TKoff = CONF+1 (Slat and Flap)

- CAT3 SINGLE is announced when the airborne systems are fail LDG = 1 (Slat only)
passive which means that a single failure will lead to the
disconnection of the AP without any significant consequent deviation PRESSURIZATUION
from the flight path and from present attitude, the aircraft remaining Max diff overpressure (Bleed): 8.6 psi (bleed)
in trim. Manual flight is then required. This explains why DH is 50ft. Max diff overpressure (structural).: 9.0 psi
* During flight, the number 2 autopilot failed. What is your ILS Max diff negative pressure: -1.0 psi (± 7 Hpa)
approach capability? CAT 3 Single. Cabin Altitude HI “ALARM” at and above 9550 ft
Max.: Normal Cabin Alt. = 8000 ft 14.000ft = Mask deploy
- CAT3 DUAL is announced when the airborne systems are fail MAXIMUM OPERATING ALTITUDE - Slats and flaps retracted: 39 800
operational. In case of a single failure, the AP will continue to guide ft. This is the maximum altitude at which it is possible to maintain
the aircraft on the flight path. Should the failure occur below the cabin pressure altitude below 8 000 ft.
alert height the Autoland maneuver will be achieved safely; in that RAM AIR Inlet – Only open it IF differential pressure is lower than 1
case no capability degradation is indicated. Such a redundancy PSI. Emergency RAM AIR ventilates the cockpit and cabin to remove
allows NO DH or a DH 20ft. smoke, or if both PACKs fail. (Just open it when aircraft totally
depressurized). PACK (Pressure & Air Conditioning Kit).
- However the indication CAT3 DUAL (SINGLE), which ensures that SYSTEM PRESSURIZATION – No ECAM pg “PRESS”, se quiser mudar
the level of redundancy of the essential automated systems and of o sistema atual SYS1 para o SYS2, ou vice-versa, mesmo em voo,
the required information is achieved, does not mean that the overall no overhead panel pressionar “MODE SEL” e aguardar 10 segundos
A/C status allows for such low minima. Indeed some A/C systems para a mudança de canal.
are not monitored within this indication (e.g. wipers, STD BY ATT CABIN PRESSURE – If you intend to descend cabin rate slowly
indicator …). instead 350ft/min you can insert 250ft/min through PERF. page on
MCDU. For “CAB PR - EXCESS RESIDUAL PR” - Turn off both packs.
If LAND green does not come up by 350 ft R/A, a Go-Around must Alert cabin crew.
be initiated. This is not a failure as such; however it means that the
AP is not properly stabilized at that altitude, which might cause DES CABIN RATE – Default value (-350 ft/min)
guidance instability lower and no proper autoland.
Although when LAND mode appears on FMA, this ensures that all is QNH – Inside 180nm a mandatory amber box appears.
set for autoland, it is most recommended that the PNF announces
FLARE. Areas not pressurized - Tail
- Landing Gear compartment
But there are several other systems not monitored with regard to - Nose (Dome)
capability degradation (technical feasibility) among others. Window
heat - Wipers - ND - VHF - A/SKID - NWS - AUTO CALLOUT - RUD OXYGEN (OXY)
TVL LIM - STD BY ATT (which must be available in case of loss of If cabin altitude exceeds 9 550 ± 350 ft, the EXCESS CAB ALT
main attitude indication to initiate safely a go around). warning on the ECAM will be activated. When above 14 000 ft, the
passenger oxygen masks will drop automatically.

* In case of SMOKE with 100% oxygen for all cockpit member for 15
min at 8000ft. For Emerg. Descent 13 min.
FLAP.: BPO N°022-12 ** There are 2200 lts capacity of oxygen into the cockpit OXY bottle.
20,000ft max altitude * F1 230kt (holding) * F1 215kt (TO) * F2 * Oxy PAX (químico) .: 22 min.
200kt * F3 185kt * Full 177kt
When in Configuration 1 + F, the flaps retract to 0 ° automatically at ELECTRICAL SOURCES
210 kt (before the airspeed reaches VFE). 2 IDG: 90KVA, 115 VAC, 400HZ, 3 phase
When in configuration 1, the flaps extend to 10 ° automatically at 1 APU: 90 KVA, 115-200 VAC, 400HZ, 3 phase.
100 kt. If alpha exceeds 8.5 ° or the airspeed goes below 148 kt, 1 RAT: 5KVA, 115 VAC, 400HZ, 3 phase 140kt min speed
retraction from position 1 to position 0 is inhibited. (2500PSI). The RAT extends automatically. This powers the blue
The inhibition is removed when alpha goes below 7.6 ° and, when hydraulic circuit which drives the emergency generator (emergency
the speed exceeds 154 kt. electrical issue). The emergency generator supplies both AC and DC
AIDS MCDU – Insert “FLAP” in case of asymmetry in flight. ESS BUS. Below 125 kt, the RAT stalls and the emergency generator
is no longer powered. Below 100 kt, the DC BAT BUS is
Speedbrake extension is inhibited in which flap configuration(s)? automatically connected and below 50 kt, the AC ESS BUS is shed.
Speedbrake extension is inhibited if: Minimum voltage necessary for extend the RAT is 16v.
• SEC 1 and 3 have failed Static Inverter: 1KVA, 115V, 400HZ, Single-phase (AC essential bus)
• An elevator (L or R) has failed (only spoilers 3 and 4 are inhibited)

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 7 de 27 Memory Items & Limitations
Total flight time on batteries is more than
30 min. (FCTM)
2 BATT: min 25.5 V, below it must recharge for 20 minutes supply
(using external pwr for it) essential system, 70 max, -20 min - DU - The Secondary Failure are inhibited
temp. Lower 50kt all electrical power is out. It takes 20 minutes. - Use of SUMMARY QRH (just after ECAM Action)
Two main batteries, each with a normal capacity of 23 Ah, are - RAT - Min. SPD 140kt ...................... down to 125kt
permanently connected to the two hot buses. - From extension of the RAT till generate electricity, it takes 8
It is forbidden to use the electrical outlets during takeoff and seconds. Between this period, fly Mechanical Backup (Rudder +
landing. Manual TRIM only)
* GEN 1 and 2 when operating have priority over the APU generator - Engines are fed by GRAVITY ONLY, so avoid negative forces. The
and over external power. External power has priority over the APU Center Tank Fuel is unusable.
generator when the EXT PWR pb switch is ON. - APU Start (<FL250) is not available for 45 sec. after the Loss of
* Electrical transients are acceptable for equipment. Both engines generators.
* In normal configuration the batteries are disconnected most of the - For landing use CONF+ 3 (Vref +10/140kt)
time. The flight crew can reset the contactors by switching the BAT - See on QRH "Elec Emer Config Sys Remaining"
pb-sw to OFF then to AUTO.
* In case of an electrical supply failure, the door is automatically MECHANICAL BACKUP
unlocked, but remains closed. To manage a temporary and total electrical loss, the temporary loss
* The ELAC power-up test occurs when electrical power is turned on, of five fly-by-wire computers, the loss of both elevators, or the total
or after the occurrence of an electrical transient lasting longer than loss of ailerons and spoilers. For example, in case of electrical
25 ms. emergency configuration, or an all-engine flameout, alternate law
* Corte do ENG #2 para acoplar a GPU – SOP “PRO-NOR-SOP-24 P remains available.
1/4".
RWY SLOPE -2% to 2%
When the aircraft speed is below 50 kt, the inverter is activated, if Calcular o SLOPE da pista (rwy);
nothing but the batteries are supplying electrical power to the Elev. THR 09 – Elev. THR 27 = X . 100 = Slope (%)
aircraft, and the BAT 1 and BAT 2 pushbuttons are both on at auto. Comprimento da Rwy
During RAT extension and emergency generator coupling (about 8s),
the batteries power the emergency generation network. ICE.: CLB.: ≤10°C TAT ~ ≥-40°C SAT See.: SOP
DESC.: ≥-39°C SAT ~ ≤10°C TAT
On RAT only – Only PFD1, ND1, Upper ECAM and FMGC1 remains SAT – Temperature informed to the passengers
working. When Wing Anti-Ice pb-sw is switched on, on the ground, the anti-
ice valves open for about 30 s (test sequence), then close as long as
When the aircraft is on ground : the aircraft is on ground. -40°C SAT ≤ Anti-ice “ON” ≤ 10°C
- Below 100 kt, DC BAT BUS is automatically connected to the TAT
batteries. And MCDU1 and ND1 will be lost. (Returns to the ON ENGINE ANTI ICE must be ON before and during a descent in icing
BATTERY ONLY condition) conditions, even if the SAT is below -40 °C.
TAT (Total Air Temperature) corrigido com a ram rise.
- Below 50 kt, AC ESS BUS is automatically shed, leading to the loss SAT (Static Air Temperature) sem o ram rise. Informada ao PAX
of all remaining display units. ISA (Interntional Standard Atmosphere)
During ground operations, limit the aircraft electric power supply * Ram Rise – Temp. do ar aumentada pela pressão adiabática.
with avionics ventilation system in normal configuration as follows :
OAT = 49 °C no limitation - Consider using ANTI ICE when SAT / TAT < 10° C and visible
OAT = 55 °C time limit 2 h moisture.
Shed, when the aircraft is supplied only by batteries. - ENG A/I when SAT between 0° and – 40° C and Icing conditions or
On Battery Only – Only PFD1, ECAM Upper and ISIS remaining if SAT below - 40° C and flight in CBs.
works. - WING A/I when Ice apparent on wipers or Ice detectors.

EXT PWR pb-sw - The flight crew should keep ON the external power ICE CONDITION (Accretion) – Se pousar com Flap 3
units to reduce the APU load, particularly in hot weather conditions. - If CONF FULL: Minimum speed: VLS + 5 kt
- If CONF below FULL: Minimum speed: VLS + 10 kt
BATTERY - 10 s after setting all BAT pb-sw ON, check on the ELEC ICE Accretion or Gusty crosswind ≥ 20kt
SD page that the current charge of the battery is below 60 A, and is - VAPP must NOT be lower than VLS + 5kt
decreasing. (Elect inspection); - For landing in CONF+3 with Ice Accretion VAPP must not be
- If the charge of at least one battery is not below 60 A: lower than VLS+10kt
Wait until the end of the charging cycle of the batteries and perform
this check again. WingAnti ICE is not permitted when the pneumatic system is
supplied by APU Bleed. The APU Bleed has priority over the Engine
EMERGENCY ELECTRICAL Bleed (for takeoff with APU Bleed and PACKs ON).
- APU start OAT ≥ 30°C : Set CONF+1 in order to avoid “WING A.ICE L/R
- Summary on QRH VALVE OPEN”.
- As only PFD1 is available, the left hand seat pilot becomes PF. The ECAM action is to switch off ENG 1 BLEED (Air Cond overhead panel). This is to
- The flight is to be completed manually in alternate and then, when isolate the air supply from wing anti ice system to avoid heating of the left wing.
gear down, in direct law. Note.: As the APU bleed is directly connected to the left wing bleed system, it should
- As only the EWD is available, disciplined use of the ECAM Control not be used.
Panel (ECP) is essential * If the ANTI ICE label is displayed alone (without arrow) the valve has failed to open.
- The approach speed must be at least min RAT speed (140 kt) to
keep the emergency generator supplying the electrical network. SPEEDs
- PFD1, ND1, ECAM Upper, ISIS and FMGS1 remains working (with * Cockpit Window 200kt * WSHD Wiper 230kt
RAT deployed) * TIRE SPEED 195kt
* LDG Gear - VLO RET 220kt / VLO EXT 250kt / VLE 280kt  Max.
EMERGENCY ELECTRIC CONFIG - Lost of main generators (QRH) FL 250 (May be lowered, preferably below 220kt to avoid gear doors
For example, in case of electrical emergency configuration, or an all- overstress and to minimize the noise.).
engine flameout, alternate law remains available (F/CTL is still
available as Alternate Law). VAC (Approach Climb Speed) = Single engine G/A with G/A flap.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 8 de 27 Memory Items & Limitations
VAPP (Approach Speed) = Final Approach in Landing config
VAPP = VLS + 1/3 of the headwind components (Limited to VLS + 5 APU (Hamilton Sudstrand APIC-APS 3200)
as a minimum and VLS + 15 as a maximum). The flight crew can The APU may be started and operated even if the LOW OIL LEVEL
modify VAPP. A clear action reverts VAPP to the computed value. ECAM advisory is displayed.
VFS (Final Segment Speed) = Final T/O segment (ldng gear + flap Maintenance action is required within next 10 h of APU operation.
up) in one engine inoperative. VFS = VREF * Como fonte pneumatic
VLS (Lowest Selectable Speed) - VLS information is inhibited from p/ 2 PACKs até FL150.
touchdown until 10 s after liftoff. Extension of speedbrakes will * Como fonte Pneumática
significantly increase VLS. para 1 PACK até FL100.

If the cruise FL is below FL 250, ECON CRUISE SPEED is computed. EGT: > FL250 = 982°C
If the cruise FL is above FL 250, ECON CRUISE MACH is computed. < FL250 = 900°C
Cooldown.: 1 min
The approach speed (VAPP) is defined by the crew to perform the Max. ROTOR Speed 107%
safest approach. It is function of gross weight, configuration, 95% APU online
headwind, A/THR ON/OFF, icing and downburst. (See QRH) APU Starter .: After 3
starter motor duty cycles,
VAPP COMPUTATION wait 60 min before
VAPP, automatically displayed on the MCDU PERF APPR page, is attempting 3 more cycles.
computed as follows: Min. BAT voltage for start
* VAPP = VLS+1/3 of the TWR HEADWIND COMPONENT, or : 25.5V
* VAPP = VLS +5 kt, whichever is the highest. APU feeding = Is made
"1/3 of the TWR HEADWIND COMPONENT" has two limits: by left wing tank.
* 0 kt as the minimum value (no wind or tailwind) STARTING IN FLIGHT ;
* +15 kt as the maximum value. Up to 39 000 ft, using main electrical power supply.
The flight crew can manually modify the VAPP and TWR wind values Up to 25 000 ft, using batteries.
on the PERF APPR page. Com as PACKS OFF checar na tabela quantos KG poderá levar.
ON GROUND - The APU fire extinguisher discharges automatically 3 s
Intermediate Approach - The purpose of the intermediate approach after the appearance of the fire warning. The light goes out when the
is to bring the aircraft at the proper speed, altitude and configuration fire has been extinguished. The APU has one fire extinguisher bottle
at FAF, and to guide the aircraft to the proper final trajectory at FAF. that has two electrically operated squibs to discharge its
Since the APPR Phase is activated, the target magenta Speed on PFD agent.
is VAPP (selected speed); A special fuel pump supplies fuel for APU startup when fuel feed
pressure is low (due to loss of tank pumps or loss of normal AC
COCKPIT WINDSHIELD/WINDOW CRACKED electrical supply).
To do so, the flight crew should touch the affected glass with a pen Renovar o ar da cabine – Selecionar CAB FAN em OFF e PACK FLOW
or a finger nail to check if the crack(s) is(are) on the cockpit side em HIGH.
(Inner ply): * PACKs OFF – If takeoff was performed packs OFF, the packs will be
‐ If there is no crack on the cockpit side: The Inner ply is not selected back to ON after (PACK1 – Thrust Reduction, PACK2 – Flaps
damaged. Therefore the structural integrity is not affected. The up or after 10 sec. PACK1 ON) because of the potential resulting EGT
current Flight Level can be maintained. increase.
‐ If there are cracks on the cockpit side: The Inner ply is damaged.
The structural integrity of the window may be altered. As the flight Before takeoff, the flight crew can set both PACKs to OFF, in order
crew cannot easily identify if the Middle ply is also affected or not, to: ‐ Reduce fuel consumption
the flight crew must descend to FL 230/MEA in order to reduce the ‐ Improve performance
ΔP to 5 PSI. ‐ reduce EGT during takeoff, to reduce engine maintenance
costs.
Windshield panels are made of flat glass. * SEM APU BLEED – Caso esteja num dia muito quente, preparar
Lateral windows are made of curved acrylic. primeiramente a acft com abastecimento e loadsheet SEM O
EMBARQUE DOS PAX. Quando a acft estiver pronta para o voo, aí
Sunvisor – Up above head sim liberar o embarque.
Blind – Beside (lateral window)
If the APU is supplying (APU Bleed ON) pack controllers select HI
MAXIMUM OPERATING LIMIT SPEED (VMO/MMO) flow automatically, independent of the selector position.
* Above 24600ft = MMO 0.82 * Below 24600ft = VMO 350kt
In this case, exceeding VMO/MMO (350 kt/M 0.82) requires APU Serial Number.: ASN Alpha Parametes (FMgC)
maintenance inspection. The flight crew must report any type of APU Hours.: AHRS
overspeed event (i.e. if the OVERSPEED warning is triggered). This APU Cycles.: ACYC
report results in the appropriate maintenance actions.
After landing – Após o pouso e em Single Taxi In, percebendo que
MANEUVER LIMIT LOAD FACTORS irá demorar para chegar à posição de parada (finger/remota) e com
Slats and flaps retracted: -1 to +2.5 g. temperatura elevada do ar externo, colocar a “CROSSBLEED” em
Slats extended, flaps retracted: -1 to +2.5 g. “OPEN” para que as DUAS PACKs possam funcionar
Slats and flaps extended: 0 to +2.0 g. simultaneamente.
The APU is automatically controlled by the Electronic Control Box
Runway – Maximum Runway Elevation.: 14100 ft (ECB) which is mainly acting as FADEC for monitoring start and
shut-down sequences, bleed air and speed/temperature regulation.
Flight Control – Failure cases normally lead to ALT Law, will
degrade. F/CTL laws down to Direct Law, if the landing gear is
extended.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 9 de 27 Memory Items & Limitations
 A318-121 A319-115 A320-214 It is important to have ALT CRZ on FMA at the initiation of cruise for
Comprimento (m).: 31,46 33.84 37.57 fuel efficiency purposes. Indceed this ensures that the proper initial
Envergadura (m).: 34,10 34.10 34.10 cruise Mach Number is targeted furthermore with ATHR in MACH
Altura (m).: 12,88 11.76 11.76 mode, the AP altitude control is SOFT which means that if the Mach
A320 SHARKLET – Wingspan 35,80 meters – MTOW 78.0 t number slightly deviates from its target, the AP will allow small
A320NEO – MTOW 79.0t / MLW 67.5t___________________ altitude variations around the cruise altitude (typically +/- 50 ft) in
Seats.: 136 (120) 145 (132) 180 (162) order to keep the Mach constant thus preventing thrust changes.
VMO/MMO (Kt/Mach) 350/0.82 350/0.82 350/0.82 This minimizes the fuel consumption in cruise.
Max. FL.: 390 390 390
MRW (Kg).: (Taxi) 68.400 75.900 77.400 Cruise Altitude Profile - It is determinated as a function of A/C GW,
MTOW (Kg).: Pg.: 8 68.000 75.500 77.000 of COST INDEX, length of the FPLN, winds and temperature and
MLW (Kg).: 57.500 62.500 66.000 possible ATC constraints.
MZFW (Kg).: 54.500 58.500 62.500
FUEL Long Range Speed = For alternate airport
Max (kg).: 18.728 19.087 19.367
2 outer tank (Kg).: 1.382 1.408 1.408 Maximum Endurance Speed = For holding (Greendot speed)
2 inner tank (Kg).: 10.870 11.079 12.767
1 center tank (kg).: 6.476 6.600 6.600 A318-121 A318-122 A319-115 A320-214 A320-214 SL
Imbalnce Inner (Kg).: 1500 1600 PR-OND PR-AVH PR-AVB PR-AVP PR-ONS
Center (Kg).: 690 690 PR-ONG PR-AVJ PR-AVC PR-AVQ PR-ONT
ENGINE.: Takeoff thrust is limited to 10 min.(T.O.) PR-ONH PR-AVK PR-AVD PR-AVR PR-ONW
GE CFM (P&W - Old.: 6122A)6124A CFM56-5B7 CFM56-5B4 PR-ONI PR-AVL PR-ONJ PR-AVU PR-ONX
LBS (Old.: 22.000 lbs) 23.800 27.000 27.000 PR-ONM PR-AVO PR-ONK PR-ONY
OIL quantity 8.7qt+0.4qt/h 9.5qt+0.5qt/h PR-ONO PR-ONC PR-ONL PR-ONZ
CARGO COMPARTMENT “LOAD” (KG) FCOM-PER-LOD-CGO PR-ONP PR-OCA
FWD Compart. 1.614 2.268 3.402 PR-ONQ PR-OCB
AFT Compart. 4 2.131 1.326 2.426 PR-ONR PR-OCD
Compart. 5 1.372 1.695 2.110 NEO PR-OCH
BULK 5 ------ 1.497 1.497 PR-OCI
TOTAL 5.177 6.786 9.435 _ TOTAL FLEET; PR-OBD PR-OCM
TIRE PRESSURE (average) – Inflated by nitrogen (LOADED) PR-OBF PR-OCN
165 PSI 181 PSI 186 PSI A318 – 15 PR-OBH PR-OCO
Price (US$ Mil) 75,1 89,6 98,0 A319 –4 PR-OBI PR-OCP
__________________________________________________ A320 –6 PR-OBJ PR-OCQ
TAILSTRIKE A320 SL – 23 PR-OBK PR-OCR
L/G compressed.: (T/O) 15.7° 13.9° 11.7° PR-OBL PR-OCT
L/G extended.: (LDG) 17.3° 15.5° 13.5° TOTAL.: 48 PR-OBM PR-OCV
Turn 180° 21,20m 21,40m 22,90m PR-OCW
Specific range penalty when not flying at optimum altitude PR-OCY
OPT + 2000ft 2% 1% - PR-OBB
OPT – 2000ft 2% 3% 1.1%
OPT – 4000ft 5% 7.2% 4.7% AIRCRAFTS
OPT – 6000ft 10% 12.2% 9.5% A320 – When exceed weight higher than 76000kg, taxi max. 20kt
* OPT = The Optimum Flight Level (OPT FL) indicates the most during turns.
economic flight level for a given cost index, weight, weather data
(temperature and wind). It is continuously updated in flight. It A320NEO – BPO FLT N°037/17 (CPDLC is not working)
requires a 15 min (A318) or 5 min (A319/A320) minimum cruise High = 12,08m MTOW = 79.0 t
time. (FCOM) Wingspan = 35,80m MLDW = 67.4 t
Lengh = 37,57m
Para analisar se o FL Superior é o OPTMUM ou não Seats = 165
- Lançar os ventos nos pontos de toda rota;
- FMGS  F-PLN  Vert. Ver  STEP ALTS Power Plant.: Engine.: LEAP-1A CFM
Engine high = 0,45m (0,56m A320)
Optimum altitude : The altitude at which the airplane covers the Thrust Power = 27.000 lbs
maximum distance per kilogram (pound) of fuel (best specific WarmUp after start = 3 minutes (SOP)
range). It depends on the actual weight and deviation from ISA.
As a general rule (ALL ACFT), an altitude that is 4 000 ft below the A320 A320NEO
optimum produces a significant penalty (approximately 5 % of fuel). Fan Diameter 1,55m 1,98m
Flight 8000 ft below the optimum altitude produces a penalty of Lengh 2,51m 3,33m
more than 10 % against trip fuel. (The usual contingency allowance
is 5 %). Oil.: Minimum= 10.6 lts
Consumption = 0,45 lts/hr
REC MAX - Maximum altitude is defined as the lower of :
- maximum altitude at maximum cruise thrust in level flight and Single Taxi In Single Taxi Out
- maximum altitude at maximum climb thrust with 300 ft/min - ENG2 Shutdown 5 minutes before DEP
vertical speed. Above of it loose the 0,3G buffeting. - ENG2 Y ELEC PUMP – OFF for warmup

Definition of the maximum altitude in the FMGC is different (Refer to FLAP.: Full 40° (35° all another aircraft A320)
DSC-22_20-40-30 Other Computations - Recommended Maximum
Altitude (REC MAX)). Fuel.: Center = 8.248 lts
Inner = 6.874 lts TOTAL = ………. lts
CRZ ALT - A CRZ ALT higher than max altitude (MAX REC Outter = 864 lts
ALT) corresponding to 0,2 g buffet cannot be inserted.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 10 de 27 Memory Items & Limitations
Oxygen Cockpit.: Two bottles “crossef feed” Remember that carrying unnecessary extra fuel increases the fuel
consumption for that sector and therefore reduces the economy of
Bleed.: Pressure regulation the operation (lower flex temperature, more tire and brake wear,
A320 = 45 ± 5 PSI more time in climb phase, lower optimum flight level etc).
NEO = 51 ± 9 PSI
A320 - TAXI FUEL - Quantity required for startup and taxi.
A319 – Supplementary Procedures (FCOM) – Pg.: 2574 Fuel calculation is based on a consumption of 11.5 kg/min or 25
On take-off, if FD is unavailable use a pitch 17,5° UP. lb/min Average quantity (12 min) → 140 kg or 300 lb
Approach and landing. Fuel calculation is based on a consumption of
A318 20 kg/min or 45 lb/min Average quantity (6 min IFR) →120 kg or
- RNP pb (RNAV AR) – On PFD the “bricks” works as ILS. 270 lb
- Se a acft pernoitou - 5 min (warm up) after engine started; ALTERNATE FUEL - It includes go-around 100 kg or 220 lb, climb to
- As the A318 cargo compartment has no temperature control, it is cruising level, cruise at long range speed, descent and approach
not recommended to transport live animals in cargo compartment. procedure. 80 kg or 180 lb for 4 min VFR
– It is not allowed DERATED T/O for A318 PW6124A engines. HOLDING FUEL - A conservative quantity corresponding to a 30 min
- INITIALIZATION ATSU - Page preencher (Only for A318). See BPO holding at 1 500 ft above alternate airport elevation at “green dot”
FLT N°005/17 speed in the clean configuration is 1 200 kg or 2 700 lb
- Antes de pousar, estando com vento de través, acrescentar +2kts APU FUEL During ground operations, APU fuel consumption is about
na Vapp. 130 kg/h or 290 lb/h (Packs ON, 90 KVA load on APU GEN).
- The SPEEDBRAKE auto-retraction when selecting the landing
configuration (not applicable for A318). A319 - TAXI FUEL Fuel calculation is based on a consumption of 10
- Sendo o motor PW22 ficar atento quanto ao peso de pouso FULL kg/min or 22 lb/min Average quantity (12 min) → 120 kg or 265 lb
FLAP. Pois este se torna muito restritivo, necessitando checar a Approach and landing. Fuel calculation is based on a consumption of
Landing Analisys. 17 kg/min or 40 lb/min Average quantity (6 min IFR) →110 kg or
- Gêlo Seco (Max. 200kg) – não pode ir no porão dianteiro, por 240 lb
conta da configuração da ventilação. Pois se houver vazamento de ALTERNATE FUEL - It includes go-around 80 kg or 180 lb, climb to
CO2 este irá para os PAX. cruising level, cruise at long range speed, descent and approach
- Possui somente UM radar meteorológico. procedure. 60 kg or 140 lb for 4 min VFR
HOLDING FUEL - A conservative quantity corresponding to a 30 min
Autopilot holding at 1 500 ft above alternate airport elevation at “green dot”
Minimum height for use of autopilot on takeoff with SRS speed in the clean configuration is 1 150 kg or 2 600 lb
mode........................................... 100 ft AGL
(An internal FMGS logic prevents the autopilot from engaging during A318 - TAXI FUEL calculation is based on a consumption of 10
the 5 s after liftoff). kg/min or 22 lb/min Average quantity (12 min) → 120 kg or 265 lb
Approach and landing. Fuel calculation is based on a consumption of
Use of the AP or FD in OPEN DES or DES mode is not permitted in 18 kg/min or 40 lb/min Average quantity (6 min IFR) →110 kg or
approach, unless the FCU altitude is set to, or above, MDA (MDH) or 240 lb
500 ft, whichever is the highest. ALTERNATE FUEL - It includes go-around 80 kg or 180 lb, climb to
cruising level, cruise at long range speed, descent and approach
FUEL procedure. 60 kg or 140 lb for 4 min VFR
1 litro de querosene = 0,803kg ou 1,77 libras HOLDING FUEL - A conservative quantity corresponding to a 30 min
1 lt Jet A1 = US$ 1,98 holding at 1 500 ft above alternate airport elevation at “green dot”
speed in the clean configuration is 1 300 kg or 2 800 lb.
Fuel IMBALANCE INNER TANKS (OUTER TANKS BALANCED) –
4500kg fuel quantity = 1600kg imbalance Integrated cruise tables are established for M .78 at fixed levels from
Fuel IMBALANCE OUTER TANKS = 530kg imbalance FL 290 to FL 390 and for long range speed at fixed levels from FL
Minimum Fuel Temperature = TAT.: -43°C, Max.: +54°C 100 to FL 390.
Minimum Fuel Quantity for Takeoff = 1500 kg
Tanks must be emptied in the following order: The climb speed profile is :
- center tank then wing tanks - 250 kt from 1 500 ft up to FL 100
- Takeoff on center tank is prohibited - acceleration from 250 kt to 300 kt
Range 3000 nm - climb at 300 kt then M .78 up to selected altitude.
Fuel consumption of 80 kg/h / or 176 lb/h (APU GEN ON, APU BLEED
OFF). Cruise tables are established:
Freeze Point Temperature = -47°C - for ISA, ISA + 10, ISA + 15 and ISA + 20
Fuel temp. will slowly reduced towards TAT. The rate of cooling of - with normal air conditioning and anti ice OFF
fuel can be in order of 3°C per hour. - from FL 290 to FL 390 at M 0.78
To avoid: - Descend 4000ft = 7°C higher - from FL 100 to FL 390 at long range speed with a 33 % center of
- Increase MACH (M0.01 = 0,7°C higher) gravity.
* keeping in mind the fuel penalty such maneuvers do cause. * Maximum allowable fuel imbalance between left and right wing
Fuel pumps – Na eventualidade de haver uma ausência da trip após tanks (outer + inner): 455 KG (1,000 lbs).
o corte, manter os Fuel Pumps em OFF. Pois as Fuel Pumps ficam
gerando pressão quando ligadas mesmo com os motores desligados. Descent tables are established for normal descent speed M .78 / 300
(Xcheck a amperagem do APU para confirmar essa informação). kt /250 kt and emergency descent at MMO/VMO with airbrakes
extended, down to 1 500 ft with :
When the fuel freezes, this means that there are wax crystals • Normal air conditioning
floating in the fuel which can prevent proper fuel feed of the • CG = 33 %
engines, or fuel transfers. Thus the ECAM outputs a caution when • Anti ice OFF
the fuel temperature reaches: For normal descent, cabin vertical speed is limited to 350 ft/min
- - 48°C for A 319 & A 320 [L(R) OUTER or INNER TK LO TEMP] and
- - 46.5°C for A 321 [L(R) WING TK LO TEMP].

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 11 de 27 Memory Items & Limitations
Cost Index (CI) – BPO FLT N°007/17 e BEO N°020/17 (CI LOW FUEL / MINIMUM FUEL ICA 100-37
Dinâmico) LOW FUEL – Emergency. The last 30 minutes fuel remaining is being
CI is the ratio of flight time cost (CT) to fuel cost (CF). The airline's used.
operations department usually defines the cost index, to optimize MINIMUM FUEL – Urgency – Voar normalmente, mas não se pode
each company route. The flight crew does not ordinarily modify the aceitar atraso e nem tem prioridade sobre o tráfego.
cost index during a flight. A declaração de "MINIMUM FUEL" significa que todas as opções de
The cost index is a fundamental input for the ECON SPEED or ECON pouso foram reduzidas apenas ao aeródromo onde se pretende
MACH computation. BEO Nº 008/17 pousar, e que qualquer modificação na autorização resultará em
pouso com menos combustível do que a reserva final.
Mudar o CI durante a descida – Na página FMGC/PROG inserir em A reserva final de combustível corresponde a 30 minutos de espera a
CRZ o nível mais baixo possível. Após ir para a página PERF em DES 1500 pés AGL no aeródromo de alternativa.
alterar o CI. Antes de seguir os passos acima, colocar em OPN
DESC. Mobile in use during flight – PRO-ABN-28 P17/30
If during taxi/flight and ECAM triggering the message “FUEL L (R)
The cost index determines the speed/Mach profile for all flight OUTER (INNER) TK HI TEMP”, wait 2 min while the fuel
phases (climb, cruise, descent), which is also called ECON temperature measurement is updated.
SPD/MACH. BPO FLT N°028/17 – Utilização de Celulares em MODO AVIÃO
If for any reason, the crew wishes to fly at a GIVEN FIXED CRUISE - Informar aos CMR para que peça para os pax desligares os PEDs;
MACH NUMBER, SELECT IT ON THE FCU (all predictions will be - Anotar a hora, efeito na aeronave, localização, fase do voo e
updated accordingly). encaminhar email para a Chefia de equipamento.
BPO FLT N°035/16 – PED (Equipamento eletrônico) + Speach
Planejamento de Fuel.: 300kg = 10 minutos aproximadamente.
FUEL PENALTY FACTOR (QRH)
EXTRA FUEL = BLOCK - (TAXI + TRIP + RSV + ALTN + FINAL) TRIP FUEL PENALTY (TFP) = (FOB – EFOB at Dest) x (FPF% on QRH
table) Ex.: AC BUS 1 FAULT (on PR-OBH)
FUEL Transfer TFP = (8000 – 3900) x 5%
Circulates fuel to cool the Integrated Drive Generator (IDG). TFP = 4100 x 5%
The inner tanks : Each inner tank empties down to 750 kg (1 650 TFP = 205kg  This will be the fuel penalty
lb). regarding to the fail.
The transfer valves automatically open, when the inner tank fuel
reaches the low level (about 750 kg/1 650 lb), thus enabling the fuel PERFORMANCE
to drain from the outer to inner tanks. All A320 engines are high by-pass Turbo Fan engines FLAT RATED till
During steep descent or accelerations/decelerations, the transfer a given temperature called TREF; this means that BEYOND TREF the
valves may open with more than 750 kg/1 650 lb of fuel in each maximum thrust of the engine reduces.
inner tank, and the low level warning may be triggered. "THE HIGHER THE FLX, THE MORE THE THRUST IS REDUCED, THE
LOWER IS THE ENGINE EROSION RATE.".
BEO N°011/17 – Alimentação de Fuel por gravidade (acfts NEO)
BEO N°001/17 – Estabelecer limites para variação de peso no CFP Hydraulic Fluid = SKYDROL
(max ± 2000kg) Normal operating pressure 3 000 PSI ± 200
PTU (Inflight) – The PTU works when the pressure between G and Y
ZFW / CG exceeds 500PSI. RAT is on = 2500 PSI
To determine the GW at landing, the FMGC uses the ZFW entered by
the crew and adds the fuel on board. G + Y “Gear Not Yet” = Ao dar o LDG Gear Down irá FRIZAR O THS.
If ZFWCG, ZFW, and BLOCK FUEL are inserted, the FM will provide Portanto é melhor configurar primeiramente (os flaps + Vapp)
all predictions, as well as the EXTRA fuel, if any. configuração de pouso, só então extender o LDG Gear Down.
A significant difference between PFD and MCDU characteristic speeds
may also indicate an error in the ZFW as entered by the crew. The G + B “Gear Before” = Com a falha dupla HYD G+B o profundor
zero fuel weight and the location of the zero fuel weight CG are esquerdo (G+B) irá parar de funcionar. O profundor direito (B+Y)
mandatory entries that allow the system to compute speed continuará funcionando com o "Y" somente. Para facilitar a
management and predictions. If the flight crew enters a ZFW value pilotagem, tendo uma resposta mais rápida do controle do
that exceeds the acceptable range (as defined in the OPC or in the profundor, deve-se estender o LDG GEAR para entrar em DIRECT
performance database), the “ENTRY OUT OF RANGE” message LAW.
appears and the value is rejected.
The characteristic speeds displayed on the MCDU (green dot, F, S, PTU - USE OF PTU IN CASE OF FAILURE
VLS) are computed from the ZFW and ZFWCG entered by the crew In case of reservoir low level, reservoir overheat, reservoir low air
on the MCDU. Therefore, this data must be carefully checked pressure (HYD G(Y) RSVR LO LVL • HYD G(Y) RSVR LO PR • HYD
(Captain’s responsibility). G(Y) RSVR OVHT), the PTU must be switched OFF as required by
ECAM to avoid a PTU overheat which may occur two minutes later.
Fuel Consumption
APU – 130 kg/h RAT (Ram Air Turbine) - The RAT can also be extended by
Taxi – 11,5 kg/min depressing the RAT MAN ON pb, on the hydraulic panel. This pb will
Holding – 1200Kg cause only the pressurization of the Blue hydraulic system and will
Anti-Ice = Aumenta de 3.0% à 3.5% ligado not provide emergency electrical power.
1200 kg ~ 30 min. There are two RAT types: the “old” or smaller/less powerful one
which equipped the early A320s. The “new” or bigger/more powerful
FUEL CONSERVATION BPO N° 044-10 / BPO N° 029-15 one which equipped the A319/A321 and the latest A320s.
- PACK FLOW LOW BPO FLT N°004/17
For A320 aircraft: 141 If green hydraulic pressure is insufficient, the yellow hydraulic
For A319 aircraft.: 138 occupants instead of 115 system is automatically selected to provide alternate brakes. Braking
Occupants = Passenger + crews capability is the same as normal brakes, except for autobraking.
* by AirbusWorld modifications
* O que aquele barulho de cachorro latindo/serrote no porão do
Airbus A320?

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 12 de 27 Memory Items & Limitations
É a PTU. Ao chegar ao gate, quando o piloto desliga a bomba elétrica
e o motor esquerdo já foi cortado mas continua ainda girando por BRAKES COOLING - MEL.: MO-32-07
inércia, a pressão amarela cai enquanto a verde se mantém, então a See how long time you have to wait for cooling the brakes when you
PTU entra em funcionamento até que os sistemas se equalizem (ou a lost the data/temperature or Brake Fan inop information.
diferença entre um e outro diminua de 500 PSI). E.g.: Brakes at 350°C you have to wait around 01:20 aprox. with
PTU FAULT - PTU not running on ground in case differential pressure BRAKE FAN INOP.
higher than 650 PSI between G and Y system, or in flight PTU still at BPO FLT N°033/17 – Brake Fan procedure for use
AUTO position in case of G or Y reservoir low level and G or Y system
low pressure. Technical Instruction IT-GEN-32-003 07/Jan/2014
Subject.: Tires, additional instructions (by maintenance)
Brakes
Manufacturer.: A318 – Messier Bugatti STEERING 75° (Nosewheel Steering)
A319/A320 - Goodrich nosewheel 6° (Pedal)
Brake fans will allow minimizing turn around time. During towing, ±85 ° of nosewheel travel must not be exceeded.
Maximum brake temperature for takeoff (brake fans off) ..... 300 °C Note: Mechanical stop is designed at ±95 ° of nosewheel travel.
Taxi with deflated tires; NWS lost efficiency at 130kt.
- If one tire is deflated on one or more gears.: 7kts
- If two tires are deflated on the same main gear.: 3kts and the nose Operation with NWS Offset FCOM-PRO-SUP-32 P2/6
wheel steering angle limited to 30°. Operational Limitation - During taxi if the acft steering to anyside,
- Temperature difference between 2 brakes on the same gear more perform this procedure in order to report to the maintenance.
than 150°C or one of them higher or 600°C (Maintenance).
- Be prepared for tire deflection if temperatures exceed 800°C. Derotation
Temperatura maxima para T/O = 300°C BRK fan Off When the A/C touches down with at least one Main Landing Gear
150°C BRK fan ON and when at least 1 thrust lever is in the reverse sector, the ground
* Pino do freio – Quando estiver “faceado” será possível efetuar mais spoilers partially automatically deploy to around 10° to ensure that
10 pousos. Deverá fazer notificação no livro TLB. “Observado ...”. the A/C will properly sit down on ground. Then the ground spoilers
* O fluído hidráulico tem o ponto de fulgor aos 300°C. automatically fully extend. This is the Partial Lift Dumping function
150° (delay T/O) ≤ BRK Temp ≤ 150° (Brk Fans OFF) (PLD).
Antiskid is deactivate below 20kt GS. Full pedal braking with It is not recommended to keep nose high in order to supposedly
anti-skid provides a deceleration rate of 10 kt/sec. increase the aircraft drag during the initial part of the roll out; this
Ground spoiler is available above 40kts. technic has a poor efficiency. Furthermore it leads the pilot to delay
* The use of auto-brake is recommended as it ensures a full thrust reverser application as well as brake application.
symmetrical brake pressure application. Finally, it increases the potential of tailstrike.

After touch down, when reverse thrust is selected (on at least one Roll out
engine) and one main landing gear strut is compressed, the ground - During the Roll out, use the rudder pedals to steer the aircraft on
spoilers partially extend to establish ground contact. The ground the runway centerline; initially the rudder will ensure the steering
spoilers fully extend when both main landing gears are compressed. function at high speeds, and below around 100 kts the Nose Wheel
Steering function commanded by the pedals will take over.
InFlight – In AP ON the max. speedbrake will extend spoiler at half
position. But if AP OFF the speedbrake at maximum position will ACN / PCN Jeppensen pg 1034 (Airport General) + RotAer
extend at maximum spoiler position. ACN - Aircraft Classification Number
PCN – Pavement Classification Number
BRAKE RELEASED -- Landing distance: multiply by 1.40 The Aircraft Classification Number must be lower than the Pavement
Classification number.
LANDING GEAR - This warning “L/G GEAR NOT UPLOCKED” appears * ACN not exceeding 10% above the reported PCN (ICAO Annex 14)
if the landing gear sequence is not completed after 30 s. Because
the gear rests on the doors, avoid excessive load factors in order not IRS.: IRS works until 73° latitude North and 60° to South.
to damage door structure. Flight outside these latitudes is prohibited.
BPO FLT N°013/17 – Dispatch with LDG Gear extended (230kt) A normal (complete) alignment takes 10 min, a fast alignment 30
sec (1 min).
BRAKING ANOMALIES Perda do IR – Irá perder a Navegação e o Horizonte Artificial (ATT s)
If the ACCU PRESS drops below 1 500 PSI, the flight crew should be Perda do ADR – Irá perder a Speed Tape. (Air Data switching)
aware that the Parking Brake can, quite suddenly, become less
efficient. If the flight crew encounters any braking problems during “full align dos IR’s, os FLAPs deverão estar em RETRACTED”.
taxi, they should set the A/SKID & N/W STRG Sw to OFF. They
should not apply pressure to the pedals while setting the A/SKID & During a complete alignment, IRS use the gravity and earth rotation
N/W STRG Sw to OFF. to determine aircraft attitude and true heading, and IRS estimate
the current aircraft latitude.
BSCU (Braking Steering Control Unit) reset – Stop the acft and set During a fast alignment, IRS reset the ground speed and some
prkg brk to ON. Then turn the A/SKID & N/W STRG switch to OFF by internal filters to 0, but IRS do not estimate the aircraft latitude.
5 seconds and back to ON.
ISIS - When both PFDs are lost, the ISIS bugs function must not be
PTU will run on ground if; used.
- PRK BRK is OFF, and;
- Nose Wheel Steering is NOT in towing position. RA (Radio Altimeter)
DUAL RA FAILURE - Instead of using RA information, the flight
USE OF THE AUTOBRAKE SYSTEM BPO N° 034-15 control system uses inputs from the LGCIU to determine mode
At landing, select the braking mode according to : switching;
runway length; • On approach, flare law becomes active when the L/G is selected
- configuration - If ≤ 2.500m select flap FULL and MED. down and provided AP is disconnected. At this point, "USE MAN
- runway condition – If ≤ 2500m and/or wet select MED. PITCH TRIM" is displayed on the PFD.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 13 de 27 Memory Items & Limitations
• After landing, ground law becomes active when the MLG is switch to OFF. This would interrupt the FADEC protective actions (e.
compressed and the pitch attitude becomes less than 2.5 °. g. cranking after hot start).

Power Plant (Engine) MANUAL ENGINE START - The MANUAL ENGINE START procedure is
IGN START – Ao colocar em IGN START, irá fechar as PACKs para a "read and do" procedure. The flight crew should only perform a
direcionar o fluxo pneumático para os motores do APU Bleed. manual start if:
• The EGT margins are low
CFM - "CFM combines the resources, engineering expertise and • The residual EGT is high
product support of two major aircraft engine manufacturers: Snecma • A dry crank is performed.
(SAFRAN) of France, and GE of the U.S. CFM is not an acronym, so it It may be appropriate to perform a manual start in high altitude
doesn't stand for anything. The company (CFM), and product line operations, or after an aborted engine start.
(CFM56), got their names by a combination of the two parent
companies' commercial engine designations: GE's CF6 and Snecma's Reasons for Engine Start fail.:
M56". - IGN Fail – No igniter A neither B
- Hang Start – No N1 arise in 2 minutes
- Hot Start – Old engine, High OAT, High elevation
- Start Valve not Open – No pressure from Valve indication.
- Compressor stall – If it not stop, shut it dowm manually. (“BANG”)

ENG 1(2) APPR IDLE ONLY - Minimum idle is lost.

"Approach idle is typically set when flaps are lowered. After you have
started your A320, watch the idle speed increase when you select
Max continuous temperature ........................................... 140 °C flaps to take off."
Max transient temperature (15 min) ................................. 155 °C Approach Idle is only set in flight, when the FLAPS lever is not in
Minimum Engine starting temperature ............................... -40 °C Zero position. It allows the engine to accelerate rapidly to G/A
Minimum temperature for takeoff ...................................... -10 °C thrust, and varies with a/c altitude.
Minimum oil quantity.: The other idle is Modulated Idle, which applies in flight with FLAPS
CFM Engine.: Check that the oil quantity is at or above 9.5 qts Zero selected, or on the Ground (except in Reverse Thrust). It varies
(8,99lts) + estimated consumption (maximum average estimated with bleed system demand, and provides less thrust than Approach
consumption ∼ 0.5 qt/h (0,47 lts/h). Idle.
PW Engine A318.: Oil check (FADEC “ON”)  8.4 qts + 0.4 qts/h When you have APPR IDLE ONLY as a Status message it means that
Modulated Idle is not available, so for descent and deceleration
N1 max .......................................................................... 104 % planning the engines produce higher thrust than normal.
N2 max .......................................................................... 105 % * Approach Idle is an automated setting from the FADEC that is
Start.: Minimum Pressure for start = 25 PSI (Bleed start) actuated based on the Flap 1 selection on the A320 to increase the
30 PSI (XBleed “ON”) engine idle so that the thrust response time from idle to TOGA meets
- 4 consecutive cycles: Each lasts a maximum of 2 min for start. the certification standard. It is meant to cater to a go around. In
- Pause between start attempts: 30s A318, 20s A319/320 and 60s days gone by this was done manually by having a minimum thrust
NEO. setting on approach for non-FADEC aircraft
- Cooling period, after 4 start attempts: 15 min (A319/A320/NEO)
and 30 min (A318). HIGH ENGINE VIBRATION
- No running engagement of the starter, when N2 is above 20 %. The VIB advisory on ECAM (N1 ≥ 6 units, N2 ≥ 4.3 units) is mainly a
Time Limit Opr. for Take-off (5 min.) for Go-Around (10 min.). guideline to induce the crew to monitor engine parameters more
N2 increases (gray background) closely. VIB detection alone does not require engine shut down.
At 16% N2 → IGN A or B comes to “ON” (automatic mode) If possible, shut the engine down after landing for taxiing, when
At 22% N2 → Fuel Flow “ON” vibration above the advisory level have been experienced.
15 sec after FF = EGT and N1 increases
At 50% N2 → IGN “OFF” REVERSE.:
At 58% N2 → Engines stabilizes at; - It is not permitted to select reverse thrust in flight
N1 = 19.5% - It is not permitted to back up the aircraft with reverse thrust
EGT = 390°C - Maximum reverse should not be used below 70 kt. (Idle reverse is
N2 = 58.5% permitted down to aircraft stop in emergency only).
FF = 275 kg/h
AVAIL “steady” – Normal successful start on ground. Below 70 kt, thrust reversers efficiency rapidly decreases. Below 60
AVAIL “pulses” – Engine start successful in flight (relight). kt with REV MAX selected, engine stall may occur.
Therefore, it is recommended to reduce the reverse thrust to REV
Communication between Flight Deck and Maintenance - START IDLE at 70 kt, and keep REV IDLE until taxi speed.
BPO FLT N°014/17 However in an emergency case, the flight crew must keep REV MAX
until full-stop of the aircraft.
BPO FLT N°021/17 – Engine RunUp procedures
Engine failure on take-off/go-around and no FD = Pitch 12.5°
ENGINE AUTO START - The engines are started in sequence,
preferably engine 2 first, in order to pressurize yellow hydraulic Engine Cycles ECYC (DMU)
system, which supplies the parking brake accumulator. Engine Hours EHRS (DMU)
When the engine is at idle, or when AVAIL is displayed, the PF can
start engine 1. EGPWS – The EGPWS enhanced function should be inhibited (TERR
When the ENG MODE selector is set to "START", the FADECs are pushbutton set to OFF on GPWS panel) when the aircraft position is
electrically-supplied. less than 15 nm from the airfield.
When the ENG MODE selector is set to NORM, the packs return to
the OPEN position. APU Bleed should immediately be turned off, to Last Minute Change (LMC) “LOAD SHEET”
avoid engine ingestion of exhaust gas. BPO FLT N°041/17 – Resolução 400 ANAC
If the start is not successful, the flight crew must use the ECAM as •± 9 pax from to front to rear moves CG roughly 4% aft.
usually done, and avoid instinctively selecting the ENG MASTER •± 9 pax from mid to rear moves CG roughly 2,5% aft.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 14 de 27 Memory Items & Limitations
• Variação de CG: até 1 +/- 0,5 % do CG constante no manifesto de - Acft parado por mais de DUAS horas – Warm Up = 5 min.
peso e balanceamento. - Acft parado por menos de duas horas – Warm Up = 2 min.
• Limite de Carga / Bagagem: +/- 100kg
• Não é permitido mudar carga de um porão para o outro. HOLD – A velocidade de máxima autonomia (Max. Endurance) é a
• Caso seja necessário mudança de carregamento entre os porões, Green DOT. O mesmo vale para Alternativa (CI = 0).
um novo manifesto de peso e balanceamento deve ser preenchido. If you are being requested to hold at the position, follow these
• MAC CG A318 – 19% to 31% steps;
A319 – 17% to 33% - DIR TO = DIR TO to any present position ahead.
A320 – 21% to 33% - T-P = At DIR TO page select T-P and insert hold.
* LMC is not allowed if MAC is not into this range. * In order to perform a turn 360° in HOLD just insert “0 zero” in the
Loadsheet – BPO N°037-10 and BPO N° 021-12 (Via ACARS) time field.

LOADSHEET - Make sure that the load sheet data is correct (e.g Lançar posição que não existe na database;
correct flight, correct aircraft, dry operating index, configuration, 1°) Presente posição = FMGc Data/Position Monitor
Fuel on Board,etc.). Check that the takeoff CG is within LTS 2°) click on “FREEZE”
operational limits. 3°) Copiar “Mix IRS” coordenadas
O Comandante deverá ser informado de qualquer irregularidade na 4°) Colar as coordenadas copiadas no F-PLN (Lateral Revision);
contagem de passageiros em desacordo com a load sheet. (MGO) 5°) Depois colocar sobre a posição acima “LL**/Graus/Dist;
6°) Dar o DIR (Go To).
ADT (Adult) = 80kg CHD (Child) = 40kg
Bagagem de mão = 10kg per pax Holding patterns speed - The FMS computes the holding at green dot
speed taking into consideration the ICAO holding speed limits
Flight Parameters – APPROACH Flight Parameters - GA function of altitude (subject to holding table):
Speed = -5kts (lower) or +10kts (Greater) of the target speed. 230 kts up to 14.000 ft,
Pitch = -2,5° (nose down) or 10° (nose up) 240 kts up to 20.000 ft and
Bank = Greater than 7° 265 kts above.
SINKRATE = Greater than 1200ft/min after FAF. 1000ft/min
Excessive = LOC or GLIDE deviation (1/2 dot) Manter subindo/descendo entre 500ft/min e 1000ft/min.
Course = 5° ADF or 2.5° VOR
Cross Track = ≥ 0.1nm BEFORE TOD - If no data is inserted for the approach 200 NM from
V/DEV = Greater than ½ dot DEST, ENTER DEST DATA message comes on the MCDU to advise
the crew to get prepared for the arrival.
RNAV
RNAV “LAT-DEV” = Greater than half of RNP or 1 dot. CBs
RNAV bank = 30° Green = Monitored by ECAM. When out for more than 1 min, the
VDEV = ½ dot deviation above or below path C/B TRIPPED warning is triggered on the ECAM.
Sinkrate = Greater than 1200ft/min after FAF. Black = Non Monitored
Red = “Red caps” Wing Tip Brake (WTB) Cannot be reset “NEVER”.
Go-Around Wing Tip Brakes = Edge of the flap/slat surfaces that are used to
Bank = Greater than 7° brake them at the travelled desired position.
Pitch = Greater than 20° up or less than 10° up. Yellow = Pulled in compliance with prescribed procedure on battery
Sinkrate = If there is no climb rate. power only.
SYSTEM RESET
* COMPUTER RESET –Se houver algum reset via ECAM, deverá ler o
ABNORMAL ATTITUDE LAWS (UpSet Recovery) QRH. Computer Reset on ONE computer per once.
The system applies an abnormal-attitude law in pitch and roll, if the As a general rule, all computer reset must be also crosschecked by
aircraft exceeds any of these limits in flight: both the PF and PNF following the QRH.
‐ Pitch attitude > 50° nose up or 30 ° nose down
‐ Bank angle > 125° CBs Prohibited/Restricted
‐ Angle of attack > 30° or < -10° for the A320 (-15° for the A318, - ECU (Engine Control Unit)
A319 and A321) - EIU (Engine Interface Unit)
‐ Speed > 440 kt or < 70 to 90 kt (depending on the aircraft pitch - SFCC (Slat/Flap Control Computer)
attitude) - BSCU (Brake Steering Control Unit) if the acft is not
‐ Mach > 0.91 stopped.
- Any RED CB
Laws - The relation between the pilot input on the stick and the
aircraft response is called the CONTROL LAW which determines the BPO – Lights
HANDLING CHARACTERISTICS of the A/C. Take-Off Landing (at 10.000 ft)
The Fly by wire system accommodates for 3 sets of control laws Strobe – ON Landing - ON
depending upon the integrity and redundancy status of the Runway Turn-off – ON Runway - ON
computers, peripherals and of hydraulic generation. These 3 sets Landing – ON Nose - Taxi
are: NORMAL LAW - ALTERNATE LAW -DIRECT LAW. Nose – ON/TO Strobe - Auto (livrando rwy)
* LOGO lights – Comes to Off when flaps retracted.
Thermal Stabilization AIRSTAIRS - Control inhibited when in flight
Cooldown crono must be started just after set FWR IDLE from REV
IDLE. STROBE LIGHT - When the STROBE lights are set to AUTO, they
Before Take-off – Just on GE CFM 56-5B* engines come on automatically when the aircraft is airborne. The ON position
 Acft parado por mais de DUAS horas – Warm Up = 2 min. can be used to turn on the lights on ground for crossing,
 Acft parado por menos de duas horas – Warm Up = 2 min. backtracking or entering a runway.
 Ligar os motores leva 1 minuto cada.
After landing (from REV IDLE to IDLE); Display Range on ND on cruise flight
 Acionar o CHRONO = 3 minutos para o cooldown. PF = 80nm PNF = 160nm

* PW6124A or PW6122A Engines (A318 fleet)

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 15 de 27 Memory Items & Limitations
Green Dot speed = Clean speed (Perf. Page), Best lift-to-drag rate. * The SRS law maintains the current speed at Go-around
How to calculate the Green Dot speed? PRO-SUP-10 P2/12 “O” engagement, or VAPP, whichever is higher.
A319/A320 - Below 20.000ft equal to 2 X Weight (tons) + 85 Nevertheless, the SRS (Speed Reference System) speed target is
A318 - Below 20.000ft equal to 2 X Weight (tons) + 80 limited to VLS+10 kt in a two-engine configuration, and VLS+15 kt,
Above 20.000ft, add 1 kt per 1000ft. in an engine-out configuration. When the SRS mode disengages, the
target speed becomes Green Dot speed. If no V2 … no SRS.
Fazer RESET do DATALINK - At acceleration retract the flaps, then After Take-off checklist.
1) MCDU  MENU  ATSU  COMM Menu  Maintenance  TEST
 *Request; ou DOP N°008/17 – Comunicação de Contigência Aeroporto
Motivos.: Operacionais (falhas), Técnicos (Crew), Tráfego Aéreo e
2) ACP  VHF3  “ ” mudar 30 sec  Voltar dAtA; ou
Condições Meteorológicas + GRO Annex 01 Summary
3) MCDU  MENU  ATSU  COMM Menu  VHF3 Data Mode 
Mudar * DEPV, * SITA  Voltar o que era antes.
ONE ENGINE INOPERATIVE GO-AROUND
A one engine inoperative go-around is similar to that flown with all
DEGRADATION (FMGC  DATA  A/C STATUS) BPO FLT N°015/17
engines (Full to 3 and 3 goes to 1 (acceler.) and 1 goes to 0
Ver na Folha de Navegação (Superior à direita), se estiver tudo
If CONF 3 goes to 2 …. Goes to 1 than 0).
0000, no campo “IDLE PERF”.
If SRS is not available, the initial target pitch attitude is 12.5 °.
O cód. “LAN” (A318) ou “ARM” (A319/A320) deverá ser usado para
alteração. IDLE/PERF
There are two approach techniques:
[ ] CHG Code (Only on ground) – Used when the acft has got some
THE DECELERATED APPROACH.: This technique refers to an
structural damages.
approach where the aircraft reaches 1 000 ft in the landing
* A diferença entre a Navegation com o FMGC tem que ser de -1.
configuration at VAPP. In most cases, this equates to the aircraft
being in CONF 1 and at S speed at the FAF. This is the preferred
GO AROUND
technique for an ILS approach. The deceleration pseudo
1) Estando na descida antes do FAF e com flap zero, se for
waypoint assumes a decelerated approach technique.
arremeter NÃO DAR TOGA. Aplicar motor (SELECT SPD) e colocar
THE STABILIZED APPROACH.: This technique refers to an approach
em OPEN CLB ou V/S para subir ajustando a janela de ALT antes.
where the aircraft reaches the FAF in the landing configuration at
2) Com o FLAP em CONF + 1, aí sim aplicar o TOGA que o sistema
VAPP. This technique is recommended for non-precision approaches.
irá mudar para o Modo GoAround.
To get a valuable deceleration pseudo waypoint and to ensure a
3) During the Go Around phase the target speed is GREEN DOT
timely deceleration, the pilot should enter VAPP as a speed
above GA ACCEL ALT.
constraint at the FAF. Insert the VAPP SPD into the last fix on final
approach on MCDU F-PLN.
AP/FD GO-AROUND PHASE ACTIVATION
- Anticipate the LOC capture (1.3nm to intercept)
When the thrust levers are set to the TOGA detent, and provided the
- Capture the GS only on LOC already captured
real slats/flaps configuration is different from clean configuration, all
- Pay attention on Speed Vs Thrust, anticipate them.
of the following occur:
‐ If the autopilot or the flight director is in use, SRS and GA
APPR MODE
TRK(NAV) modes engage.
- Appr Using LOC/GS Guidance.: Precision Appr (ILS)
‐ If the autopilot and both flight directors are off, the PF will maintain
- Appr Using Final APP Guidance.: NPA Manage/Manage
15 ° of pitch.
- Appr Using FINAL APP Guidance for RNAV.: Manage/Manage
‐ The GA phase activates on the FMS:
- Appr Using FPA Guidance.: NPA Manage/Select (Do not press APPR
‐ The missed approach becomes the active F-PLN
pb-sw)
‐ At the end of the missed approach procedure, the FMS strings the
At FAF .: 1.0nm – Select FPA/TRK (Bird)
previous flown approach in the active F-PLN.
0.3nm – Pull FPA and follow the brick
- Go Around FLAPs;
NPA - For all Non Precision Approaches, there is a minimum OAT.
- Read aloud the FMA;
Below this temperature, the error on the barometric altitude is no
- Positive rate – Gear Up;
longer acceptable, and altitude should be corrected in temperature.
- Subir uma posição do flap e após a Thrust Reduction (aceleração)
The flight crew must then use selected vertical guidance. This
colocar em Conf+1.
minimum OAT is indicated on the approach chart or must be defined
- Se Overweight Landing ou High Altitude.: Se estiver em FULL
by the operator based on the terrain profile (plus adequate margin).
FLAPS recolher uma posição e depois para CONF+1. Se estiver em
CONF+3 passar para CONF+1 direto.
ILS approach (SOP PRO-NOR-SOP-18 P 4/8)
- Green Dot speed
DOP N°023/17 – Limite do N° de aproximações descontinuada
- FLAPS 1 should be selected more than 3 nm before the FAF (Final
(Máximo 2 aproximações)
Approach Fix).
- The aircraft must reach, or be established on, the glideslope with
DISCONTINUED APPROACH - The discontinued approach is an
FLAPS 1 and S speed at, or above, 2 000 ft AGL.
alternative technique to the GO AROUND procedure to interrupt an
- If the aircraft intercepts the ILS glideslope below 2 000 ft AGL,
approach when the aircraft is at or above the selected FCU altitude.
select FLAPS 2 at one dot below the glideslope
Contrary to the GO AROUND procedure, the discontinued approach
- WHEN FLAPS ARE AT 2 – LDG Gear Down
technique does not require the flight crew to set the thrust levers to
- When LDG Gear is down, select FLAP 3 below VFE next.
TOGA detent.
- Retract the speed brakes before selecting FLAPS FULL to avoid an
The flight crew should initiate the discontinued approach technique
unexpected pitch down, when the speed brakes retract
with the callout: “CANCEL APPROACH”. The first action of the flight
automatically.
crew is to disengage and disarm any AP/FD approach mode, by
- Check deceleration towards VAPP.
pressing on the APPR pbor LOC pb.
Precision Approach Minima Reminder (Instructor Manual)
* FD bars are automatically restored in SRS/GA TRK modes at Go-
* save the table. Pg 65
Around engagement. If FPV/FPD was previously selected, it reverts
to FD bars.
Final Approach
* When the flight crew performs a go-around, the Speed Reference
- If during the final approach the message NAV ACCY DNGRADED
System (SRS) vertical guidance mode automatically engages.
comes up, immediately refer to raw data or visual approach. If in
* FD bars are automatically restored in SRS/NAV modes.
By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 16 de 27 Memory Items & Limitations
RNAV approach GO AROUND
- If the check is OK, you may continue. - If the check is NEGATIVE, Landing Distance Calculation – ISA TEMP
select TRK - FPA and refer to raw data. Field Temperature.: 28°C
- If during the final approach, the message GPS PRIMARY LOST Field Elevation.: 3500ft
comes up while the A/C flies a GPS approach, INTERRUPT the * Sendo “PER 10°c ABOVE ISA”
approach. 3500 28°C - 10 - +70
X 2°C 7°C 10 - +70
Take-Off Heavy Weight 7°C ISA.: 21°C 1 140M
FLAP – Automatic Retraction System (ARS) – Automatic FLAP 21
retraction if FLAP was selected to F – 1 at 210kt. * FLY SMART A32F – Email to Medal.
SLAT – Alpha Lock Function – Avoid SLAT retraction in high AOA or
low speed. Even if FLAP was selected to F-0. Walk around (AFM Manual CDL missing parts)
Static discharger - 20% of static dischargers may be missing or
Overweight Landing inoperative. If a static discharger is missing or inoperative on a flap
- Long straight approach – if possible track fairing, it is recommended to replace it before flight.
- Stabilized approach (VAPP established on FAF) Icing Indicator - May be missing.
- FLAP : Analisar a tabela no QRH. Se o peso estiver abaixo do Peso Radome conductive strip - One may be missing.
Max. para Go Around usar o FULL. Se estiver acima usar o CONF+3.
GO AROUND FLAPS.: FLUSH TOILET (não funciona) – Selecionar ENGINE MODE em IGN.
Se FULL – Passar para CONF+3 e depois para CONF+1 Pois irá pressurizar o sistema via APU.
* Se CONF+3- Passar para CONF+1 direto “
(* + difícil de acontecer) Tempo para atingir o FL – Quando o ACC questionar sobre o tempo
- PACKs 1 + 2 OFF or APU ON + APU BLEED for Go Around que levará para atingir o FL desejado, ir no FMGC/PERF e colocar o
(Increasing power). FL questionado no campo “PRED TO” e ver o tempo em UTC.
- Select VFS (Vref) speed on FCU.
- V/S ≤ 360ft/min (No maintenance inspections is required). S<FL> - Insert it in the Vertical Revison
Hard landing - DOP 019/09 Para saber em que momento será possível subir para um FL
- Runway vacated – Brake Fan ON superior, digitar “S390” e inserir em qualquer Lateral Revision, dará
- Reportar no Diário de Bordo quando o horário para subir.
Steep
ocorrerApproachOVW LDG (MGO).
A318 – 5.5° FPA FCU / MCDU
A319/A320 – 4.5° FPA The manufacture of FMS program is Thales Smith Co.
* Tailwind – Up to 5kt at 2000ft, 9kt at sea level
* Crosswind = Up to 26kt Short Term (FCU) - The FCU is the SHORT TERM interface to AP/FD.
This means that when you have to achieve a short term intervention
Noise abatement (ATC HDG, expedite, speed etc…). SELECT it on the FCU. You will do
- Power reduction at 800ft AGL it head up and by far more rapidly.
- Climbing V2+10 until reach the ALT.
- Noise Abatement Close Medium Term (MCDU) - The MCDU is the LONG TERM interface to
- Noise Abatement Far AP/FD. This means that, in most cases except DIR TO. You will
prepare the long term lateral or vertical revisions or you will PRESET
Para visualizar o “PITCH” em voo; SPEEDs for next flight phases on the MCDU. This is the reason why it
FMGS  ATC COMM  AIDS  “<PARAM”  PARAM ALPHA CALL UP is important to use all the facilities available to get prepared for
Digitar.: AOA or PTCH future events (e.g Preset of speeds, SEC.FPLN, etc.).
- Remover o FD
- Pressionar “TRK / FPA” FCU 1+2 FAULT
- Ver a diferença se é igual à FMGS (Bird Vs Point) - Rose freezes in 80nm
- AP and A/T inoperative
- AP continuará engajado no GA, caso este tenha sido armado
DISTANCES DEFINITIONS durante a execução.
STOPWAY (SWY): Extension to runway, adequate for deceleration of
the aircraft in the case of aborted takeoff. Flight Control Unit (FCU)
CLEARWAY (CWY): Area beyond the runway which can be taken into Knobs on FCU
account for TOD calculation. The display remains 45 s on the HDG/TRK and V/S windows and 10 s
TAKEOFF DISTANCE AVAILABLE (TODA): Sum of the TORA and the on the SPD/MACH window before the dashes reappear. This rule
CWY available. TODA = TORA + CLWY does not apply to the ALT knob/window.
TAKEOFF RUN AVAILABLE (TORA): Length of runway available and
suitable for the ground run of an aircraft taking off. TRANSPONDER “sqwk” – Ao inserir o código transponder fornecido
ACCELERATE-STOP DISTANCE AVAILABLE (ASDA): Sum of the TORA pelo ATC e logo em seguida (<10 segundos) mudar o canal de SYS1
and the SWY available. ASDA = TORA + SWY para o SYS2 ou vice-versa, este código inserido será substituído pelo
código anteriormente selecionado. (ATENÇÃO!!!)
BPO FLT N°023/17 – Cálculo de Inflight Landing Distance - ≤ 900ft “TA” only is available.
Caso de SBSP (CGH) e SBRJ (SDU).
OFFSET – Defines a lateral off up to 50nm (L/R).: R10 or 10R
Required Landing Distance – É a distância para o pouso com base no
regulamento. Cruzar a cabeceira à 50ft de altura e parar na pista CONSTRAINTs
seca em 60% da sua extensão. Se molhada adicionar 15%. Altitude becomes to amber (missed) at difference 250ft or more
The LANDING DISTANCE (LD) calculated in flight does not include Speed becomes to amber (missed) at difference 10kt or more.
margins. The Airbus recommendation is to add a margin of 15 % to
the in-flight landing distance. Under exceptional circumstances, the However, if intermediate waypoints are relevant, e.g. for terrain
flight crew may disregard this margin. awareness, then "DIR TO" with ABEAMS may be an appropriate
Actual Landing Distance – É a distância necessária para a parada selection as constraints can be re-entered into these waypoints if
total da aeronave em pane com base na Landing Distance Apply. required.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 17 de 27 Memory Items & Limitations
 BPO FLT No 061/2017 - PBN no Sul
- GPS Monitor (DATA Pg). Both GPS (1 and 2) must be in NAV
ENTERING THE ALTERNATE WIND - Stabilized Approach (non precision appr).
Set Cost index to 0 (zero). - O LNAV/VNAV está autorizado a executar na Avianca.
Alternate wind is entered on the DESCENT WIND page. A diferença máxima aceitável entre o track na carta de aproximação
The alternate cruise (ALTN CRZ) level defaults to: RNAV e a informada no data base do FMGS são de 3°.
- FL 220 if the length of the ALTN F-PLN is less than 200 nm.
- FL 310 if the length of the ALTN F-PLN is greater than 200 nm. RNAV (FMGC – Prog page) Variations
If an alternate wind is not defined, the predictions are computed EN ROUTE 2.0 nm V/DEV = 100ft/1 dot
with a wind defaulted to zero. TERMINAL 1.0 nm (STAR) L/DEV = 0,2nm
NOTE.: At each wind entry, the descent profile is recomputed. APPROACH GPS 0.3 nm (IAC)
Therefore, it is recommended to enter all winds, temperature, and * MCDU Message List (A318 Pg.: 545)
QNH at the same time in order to minimize recomputation time.
ALTITUDE TOLERANCES PFD - 1 or 2 at ground check : plus or
ENERGY CIRCLE - The energy circle is a green arc, centered on the minus 25 ft (8 m)
aircraft’s position and oriented towards the current track line. It is
displayed on the NDs during descent, when HDG or TRK mode is HEADING TOLERANCES - Maximum differences between magnetic
selected. heading indications on the NDs : 4 °.
It represents the required distance to land from the aircraft’s
position and flap configuration down to airport elevation at VAPP Maximum oscillation in route – 150ft
speed, considering all speed constraints on the vertical profile.
FOR RNAV(GNSS) APPROACHES
CRZ FL/TEMP (INIT A page) - If no cruise flight level is entered, the RAIM and AIME are available worldwide, if 24 GPS satellites or more
system will not furnish predictions, while the aircraft is on the are operative.
ground. The flight crew has to enter the temperature at cruise flight If the number of GPS satellites is 23 or less, check RAIM/AIME
level in order to refine the predictions. Otherwise, these are availability using the approved version of the Honeywell / Litton
computed for ISA conditions. ground-based prediction software.

Análise de Pista For RVSM operations, select SYS 1 if AP 1 is used, and SYS 2 if AP 2
Se a Vref (Vref (OAT) / TMax (OAT)) FOR 30°C e sendo que o peso is used. Only system 1 is available, in emergency electrical
acft está na linha da temperatura abaixo Vref, deverá usar o TOGA. configuration.
* Não colocar FLEX/DRTE na janela.
RNP AR Dep - For RNP AR departure, access the SEL NAVAID page
Uma rampa normal de aproximação varia entre 2,5° e 3°. Isso quer and deselect the required NAVAID(s).
dizer que a razão de descida na aproximação, para uma velocidade
de 150kt, deverá estar entre 662 ft/min e 797 ft/min. Então, um IAL CHARTS
bom número para lembrar é 700 ft/min. É claro que, se o vento de - Se constar “GNSS required” e estiver GPS PRIMARY LOST, não
proa for muito forte, a razão de descida deverá ser menor. deverá executar o procedimento.
Ex.: A informação de 5nm da cabeceira significa que você deve estar - Se constar “Radas/ATS required” e estiver em GPS PRIMARY LOST
à 1500 ft de altura (5 x 3° = 1500 ft). Se tiver a velocidade solo pode executar o procedimento.
(GS), multiplique-a por 5 para obter a razão de descida ideal em
ft/min. Se a velocidade GS é de 150 kt, teremos uma R/D de 750 - Com a falha de 2 ADR irá comprometer a navegação RNAV/PBN.
ft/min (5nm x GS 150kt = 750 ft/min).
FPA.: 3° ~ 5,2% (Sendo o 5 valor aprox. de 5,2%). (PANS OPS e RNP-AR-Apprch – ICAO AC 91-009 e IS 91-001D.
TERBS)
NAVIGATION ACCURACY CHECK
From time to time during stabilized descent, the flight crew may When GPS PRIMARY is available, the navigation accuracy check is
select FPA to check that the remaining distance to destination is not required.
approximately the altitude change required divided by the FPA in When GPS PRIMARY is not available, the flight crew must perform
degrees. this essential check:
FPA (°) = ΔFL/DIST (NM) - Periodically in cruise
- At 10 000 ft in descent.
Integrated Range (IR) When entering a terminal/approach area, the flight crew must
Saber se o combustível (Fuel On Board “FOB”) dá para chegar à um monitor navigation accuracy only.
destino diferente do programado. Ex.: A TAS do momento é de TAS The procedure is: While en route, check the HIGH/LOW accuracy
456 kt e o FF (Fuel Flow) é de 1100 kg/h para cada motor (2200 information.
Kg/h os dois motores) e o FOB é de 5100kg. - If accuracy is "LOW" (and whenever "NAV ACCUR
* Hold = 1.0 = 1000 kg de fuel DOWNGRAD" appears), compare raw data from the tuned navaids
IR = (TAS ÷ FF) x (FOB – Hold) with the corresponding FM computed data on the ND or the MCDU
IR = (456 ÷ 2200) x (5100 – 1000) PROG page. If NAV ACCURACY is LOW, do not use TERR on ND.
IR = 0,207272 x 4100 (SOP)
IR = 849,81 nm “Executando STAR RNAV e ocorrendo a falha “NAV Acc LOW”, deverá
Ou seja, com o FOB, TAS e o FF do momento (actual), considerando executar outro procedimento (convencional) e prosseguir em RAW
chegar com 1.0 de extra-fuel no destino qualquer, podemos voar por DATA manual flight.”
até 849,81nm da presente posição.
- If accuracy is "HIGH", periodically perform the comparison
RNAV PROCEDURES IS-91-001C, AC 91-002, AC 91-006, 91- (about once per hour).
008, AC 91-010) BPO N°003-11 In descent, and in terminal and approach areas, validate the
Before to start the RNAV Procedure, it needs to check; estimated accuracy, whether it is "HIGH" or "LOW", by comparing
- 0.3nm (Prog Pg) – BPO FLT N°006/17 the FM data with the raw data from the VOR/DME at the
- VAPP no FAF (F-PLAN) destination airfield, if available.
- Predictive GPS (+5 and -5 min) (Prog Pg “<GPS”)
No campo para checar “+5 e -5”, lancer o L4 o FAF e o tempo
estimado (F-PLN).: Ex.: GRAF 02:59, depois apagá-lo.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 18 de 27 Memory Items & Limitations
FMGC Navigation – The navigation databases are revised every 28 instead of 3000 ft.
days (ARINC cycle).
Each FMGC contains elements stored by the flight crew that enable 1) Qual a maxima diferença entre os altímetro em solo e em vôo ?
them to create 20 waypoints, 10 runways, 20 navaids, and 5 routes. Entre altímetros no solo 75ft
For the active and secondary flight plans, the primary parts must Entre altímetros em voo 200ft
contain less than 135 legs, and the alternate parts must contain * Tolerances PFD - PRO-SUP-34 P 5/24 (Table comparison)
lesgs than 65 legs.
REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM
The FMS AOC (Airline Operational Control) function gives an RVSM regulations require the following equipment/functions in order
interface between a ground station and one onboard FMGC, allowing to be operative:
data transmission between these two computers via the ACARS - 2 ADR + 2 DMC (Cause no precision Data will taken)
Management Unit or the ATSU (Air Traffic Service Unit). - 1 transponder (For identity on flight)
- 1 Autopilot function (accuracy flight will lost)
In case of a DIR TO/INTCPT, the leg is not displayed when the angle - 1 FCU channel (for altitude target selection and OP CLB/OP DES
between the current aircraft track and the intercept radial exceeds mode engagement)
160 °. - 2 PFD functions (for altitude indication)
The ND display an intercept point, if the intercept angle is less than - 1 FWC (for altitude alert function)
120°.
For RVSM operations (Refer to PRO-SPO-50 General), select SYS 1 if
When the pilot encounters a flight plan DISCONTINUITY, or if a AP 1 is used, and SYS 2 if AP 2 is used. Only system 1 is available,
major reset occurs, the flight plan page displays “PPOS - F-PLAN in emergency electrical configuration.
DISCONTINUITY”, and the pilot looses managed guidance in - Check each PFD altitude indication (QNH reference) does not differ
both the lateral and vertical plans. from the airport elevation by more than 75 ft.
The autopilot or flight director reverts to the basic HDG V/S (or TRK - During cleared transitions between flight levels, the aircraft should
FPA) modes. not overshoot or undershoot the cleared flight levels by more than
150 ft.
FMGC Version - Use AP for cruise Flight and level change (OVERSHOOT < 150 ft). -
- Pegasus (Blue).: Periodically check ADR tolerances (∆ ALT < 200 ft); use AP and ATC
- Release 1A (Yellow).: Open INIT pg in flight works. on side ADR in agreement.

MASTER FMGC LOGIC Two main altimeters indications on STD setting must be within 200
If one autopilot (AP) is engaged, the related FMGC is master: ft.
- It uses the onside FD for guidance
- It controls the A/THR The RVSM has been first implemented in the NAT MNPS area initially
- It controls the FMA 1 and 2. between FL330 to FL370, then in the full altitude intended range.
If two APs are engaged, FMGC1 is master.
If no AP is engaged, and Minimum altimetry performance must be demonstrated (e.g. the
- The FD1 pb is on, then FMGC1 is master mean Altimetry System Error must be within 80 ft).
- The FD1 pb is off, and FD2 pb on then FMGC2 is master. RVSM tolerances properly fulfilled on each PFD (on side ADR versus
ADR3; ∆ ALT < 25 ft).
If no AP/FD is engaged, A/THR is controlled by FMGC1.
If HIGH accuracy is lost on one FMGC, the approach can be ATC SQWK - For RVSM operations (Refer to PRO-SPO-50 General),
continued with the AP/FD associated to the other FMGC. select SYS 1 if AP 1 is used, and SYS 2 if AP 2 is used.

The FMGS has these modes of operation: INSERT RADIAL CROSSING ON FMGS/ND
- Dual mode (the normal mode) To insert a cross-radial (two VOR stations and two radial crossing
- Independent mode. Each FMGC being controlled by its associated each other), proceed;
MCDU Ex.: XPC-060/FLN-330
- Single mode (using one FMGC only).
- Back–up navigation mode. FMA
TRIPLE CLICK - The "triple click" is an aural alert. It is an attention-
Computer Reset (FMGC / MCDU) getter, designed to draw the flight crew's attention to the FMA.
MCDU 1 – B1 FMGC 1 – B2
MCDU 2 – N20 FMGC 2 – M17 RWY – Mode used at takeoff to guide the aircraft along the runway
centerline, using LOC. Deviation is less than ½ dot.
The aircraft heading is within 20° of the ILS related course.
ERRONEOUS GPS PREDICTIONS
The following procedure must be followed whenever a GPS RAIM FMA MODE REVERSIONS - Mode reversions are automatic mode
availability Check is necessary. changes that unexpectedly occur.
If the predictive GPS status appears at the different times (ETA -15 Ex_1.: Flying in CLB NAV mode when select HDG/TRK mode it
min, -10 min, -5 min, 0 min, +5 min, +10 min, +15 min) as for actives the OPN CLB HDG.
example N, N, N, Y, N, N, N, the displayed N may be spurious. Ex_2.: NAV mode is lost, when entering a F-PLN discontinuity,
To determine the GPS availability at ETA -15: it reverts to HDG (or TRK) mode.
- Enter the destination in the WPT field [3L], THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND
- Enter, the ETA -15 value in the ETA field [3R] on the MCDU DOES NOT FOLLOW THE FD PITCH ORDERS
PREDICTIVE GPS page and check that a “Y” is displayed at the ETA If the flight crew does not follow the FD pitch orders, an A/THR
time. mode reversion occurs. This reversion is effective, when the A/THR
Repeat this last action as necessary for each different times: -10, -5, is in THRUST MODE (THR IDLE, THR CLB), and the aircraft reaches
0, +5, +10, +15. the limits of the speed envelope (VLS, VMAX):

RVSM IAC 3508 * RBHA 91 (Reduced Vertical Separation SPEED Mode

Minimum) - airspace is any airspace or route between FL 290 and FL A/THR in SPEED modmechanicale automatically readjusts thrust to
410 (inclusive), where aircraft are vertically separated by 1000 ft, regain the target speed. If ATHR is in SPEED mode, the speed

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 19 de 27 Memory Items & Limitations
cannot drop below VLS, even if the target speed is below VLS * In a non-precision approach, with FINAL APP mode engaged, the
acft reaches: The MDA/MDH -50ft (if entered), or 400ft AGL (if no
SRS (Speed Reference System) MDA/MDH is entered), or The missed Approach Point (MAP),
Normal engine = V2 + 10kt depending on which one comes first.
Engine failure = V2 or V2 + 15 kt (becomes highest) * When the AP is engaged, the rudder trim knob is inoperative : the
Attitude protection to reduce aircraft nose-up effect during takeoff master FMGC sends rudder trim orders to the FAC.
(18 ° or 22.5 ° maximum in case of windshear) * The AP will disconnect, if speed exceeds VMO/MMO, or if the bank
Flight path angle protection that ensures a minimum vertical speed angle exceeds 45°.
of 120 ft/min. A speed protection limiting the target speed to V2+15
kt. OPEN CLB – If the change is less than 1200ft in OPEN CLB mode, the
aircraft responds with a rate of climb of 1000ft/min.
NAVIGATION (NAV) - NAV mode is a managed mode that steers the
aircraft laterally along the flight plan defined in the FMGS. It is ALT / ALT* - The system switches automatically to ALT (Altitude
designed to have a zero cross-track error. NAV mode engages Hold) when the altitude deviation becomes less than 20ft.
automatically at 30 ft RA after takeoff (if armed on the ground).
LIM SPD – Removê-lo somente acima de 5000ft da AGL (Elevação)
CLB mode guides the aircraft in a managed climb, at either a
managed or a selected target speed, to an FCU selected altitude, A/THR DISCONNECTION
taking into account altitude constraints at waypoints. If the flight crew pushes and holds one instinctive disconnect pb for
The transition into CLIMB phase occurs at ACCEL ALT or more more than 15 s, the A/THR system is disconnected for the remainder
precisely when SRS mode disengages; target speed goes to initial of the flight. All A/THR functions including ALPHA FLOOR are lost,
climb speed. and they can be recovered only at the next FMGC power-up (on
ground).
FPV (Flight Path Vector) “BIRD” - The FPV (also called "bird") * Alpha-floor protection automatically sets the thrust at TOGA
with FPD is used for approach using FPA guidance (LOC FPA, NAV thrust, when the aircraft reaches a very high angle of attack and
FPA and TRK FPA). regardless of the thrust levers’ positions. This protection is available
A standard 3 ° approach path is indicated, when the top of the from lift-off to 100 ft RA on approach.
“bird's” tail is immediately below the horizon, and the bottom of the * To cancel ALPHA FLOOR or TOGA LK thrust, the flight crew must
bird is immediately above the 5 ° nose down marker. The FPV is disconnect the autothrust.
computed from IRS data, therefore, it is affected by ADIRS errors. ‐ Alpha-floor is lost under alternate or direct flight control law.
Cause, The FPV is also computed from static pressure information. ‐ Alpha-floor is lost in engine-out, when slats/flaps are extended.
Therefore, the bird must be considered as not reliable, if altitude
information is not reliable (Unr SPD). * ALPHA FLOOR - TOGA LK appears on the FMA to indicate that
TOGA thrust is locked. The desired thrust can only be recovered by
Flight Director (FD) = Both FDs are removed when the aircraft setting A/THR to off, with the instinctive disconnect
pitch exceeds 25° up or 13° down, or bank angle exceeds 45°. 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
If both FD are OFF, no information on FMA will be informed. See some cases of engine failure.
FCOM-System Related - NO FLIGHT DIRECTOR TAKEOFF - PRO-NOR- - If the pilot is going to perform the landing using manual thrust,
SRP-01-30 P 6/10 the A/THR should be disconnected by 1 000 ft on the final approach.
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. A/THR on FCU
The A/THR sends to the FADEC the thrust targets that are needed - Use I/D pb on thrust levers.: CORRECT procedure
to: Return thrust levers to the current thrust “blue ball” TLA;
• Obtain and maintain a target speed, when in SPEED mode Press I/D pb instinctive
- Use FCU A/THR pb.: WRONG procedure
- To acquire and maintain a target speed when in SPEED mode. When it pressed, the thrust is frozen and remains locked at
- To get a specific thrust setting (CLB, IDLE …) when in THRUST the current value;
mode. ECAM caution and FMA “THRUST LOCKED” will be triggered
- If AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, Move thrust levers to out of the detent to unfrozen it.
FPA, G/S etc.), ➥ the ATHR controls a SPEED, This is considered as an UNVOLUNTARY ATHR OFF command
- If AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES etc.), (as if it was due to a failure - creating an ECAM action).
➥ the ATHR controls a THRUST (THR CLB, THR IDLE)
Microphone (VHF) - If a microphone is in the emission position for
- If NO AP/FD pitch mode – i.e. AP OFF and FD OFF, ➥ the ATHR more than 40 s (VHF) or 180 s (HF), an interrupted tone sounds for
controls a SPEED. 5 s, and the emission is turned off. To reactivate the emission, the
crew releases the push-to-talk button and presses it again.
FD OFF - It is strongly recommended to turn off both FDs to; * ACP - The ATT light goes off after 60 s, if it is not reset.
- To acquire and maintain a target speed when in SPEED mode if the
A/THR is active. HEADSET - The flight crew must use the headset:
- To get a specific thrust setting (CLB, IDLE …) when in THRUST • From the ENGINE START phase until the TOP OF CLIMB phase
mode. • From The TOP OF DESCENT phase until the aircraft is parked.

EXPEDITE – Mode used to increase the vertical speed by selecting DVDR

Green Dot in climb or 0.80/340kt in descent. It should be avoided CVR - Only the last 2 h of recording are retained.
above FL250. It is energized automatically:
‐ on the ground during the first 5 min after the aircraft electrical
AP – Two APs may be engaged at a time (AP1 active, AP2 in network is energized
standby), when the Localizer/glide-slope or roll out or go-around ‐ on the ground with one engine running
mode is armed or engaged. ‐ in flight
At takeoff, the AP cannot be engaged below 100ft. CVR TEST pushbutton - This activates the test, if the CVR is on (the
* If the pilot pushes the rudder more than 10 ° out of trim, it GND CTL pushbutton pressed, or during the first 5 min after
disengages the AP. energization of the aircraft electrical network), and the parking brake

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 20 de 27 Memory Items & Limitations
is on. - ALT higher (select but do not pull)
- V/S lower (select and pull) --- max. -2.000ft/min
ELT TEST/RESET pb - Pressing this pushbutton starts the ELT auto
test. Data Loading Selector (Overhead) – It’s possible to upload
If the ELT is unduly triggered in ARMED mode (by an external databases and operational software, or download system report from
impact, hard landing, etc.), select the TEST/RESET position to reset various onboard computer.
the ELT and stop signal transmission. GND HF Datalink (Overhead) – HF transmissions is inhibited on
ground. A GND HF Datalink pb may override the inhibition. HF must
CVR Test – COCKPIT PREPARATION PF (QRH – Normal Proc) not be used during refueling.
- Parking Brake – ON Refuel Panel (Overhead) – Preselected. Inform to the GND
- RCDR GND CTL pb sw – ON (blue) overhead panel Operations the fuel required.
- Loudspeaker volume - Both OFF Switching (Pedestal).:
- ACP INT/RAD sw (CAPT and F/O) set to – INT ATT HDG – Norm ADIRU supplies PFD1, ND1
- INT INTERPHONE VOLUME RECEPTION - minimum CAPT3.: ADR3 or IR3 supplies ADR1
- CVR test pushbutton – PRESS AND MAINTAIN F/O3.: ADR3 or IR3 supplies ADR2
“listen beeps and speak through handmike”. AIR DATA –
The CVR test is successful when an audio test signal is EIS DMC – Replace Cap/FO display management computer
heard through the loudspeakers and the CVR TEST pb is DMC1, 2 and 3.
pressed and maintained. ECAM/ND – Enables to transfer ECAM display to either captain
Depending on the CVR model, the audio test signal is: or FO.
‐ For CVR 30 minutes:
‐ A continuous tone, or Air Conditioning Hot Air (Overhead) – Hot air pressure regulating
‐ A short tone. valve remains operative, even if either the forward or aft cabin trim
air valve fails.
RUDDER TRIM RESET pb
By pushing the RESET pb, the zero trim position is ordered at 1.5 Reject Takeoff (RTO)
°/s. After the reset, an indication of up to 0.3° (L or R) may be * Below 100 kt, the Captain will seriously consider discontinuing the
observed in the rudder trim position indication. The RESET pb is not takeoff if any ECAM warning/caution is activated.
active, when the autopilot is engaged. * Above 100 kt, and approaching V1, the Captain should be "go-
Following nosewheel touchdown, as the pitch attitude becomes less minded" and ONLY reject the takeoff in the event of a major failure;
than 2.5° for more than 5s, pitch trim is automatically reset to zero. - Fire warning or Severe damage;
Note: This function is inoperative, when the green or yellow - Malfunction on indication
hydraulic system is not pressurized. - Sudden loss of thrust;
- Any red ECAM warning
SIDESTICK PRIORITY LOGIC - Amber ECAM caution: ……… • F/CTL SIDESTICK FAULT
In the event of simultaneous input on both sidesticks (≥2 ° • ENG FAIL
deflection off the neutral position in any direction) the two green • ENG REVERSER FAULT
SIDE STICK PRIORITY lights on the glareshield come on and “DUAL • ENG REVERSE UNLOCK
INPUT” voice message is activated. • ENG 1(2) THR LEVER FAULT
A pilot can deactivate the other stick and take full control by If a tire fails within 20 kt of V1, unless debris from the tire has
pressing and keeping pressed his priority takeover pushbutton. caused noticeable engine parameter fluctuations, it is better to get
For latching the priority condition, it is recommended to press the airborne, reduce the fuel load and land with a full runway length
takeover push button for more than 40 s. (Single pilot) available.
If both pilots press their takeover pushbuttons, the pilot that presses
last gets priority. TROPO - The Tropopause altitude (Constant temperature, it varies
Note: If an autopilot is engaged, any action on a takeover with season and weather pattern).
pushbutton disengages it. In a priority situation This is important since the aircraft performance and mainly fuel
‐ A red light comes on in front of the pilot whose stick is efficiency will be adversely affected when flying above the
deactivated. tropopause altitude. The default tropopause altitude is 36 090 ft. The
‐ A green light comes on in front of the pilot who has taken control. pilot can use this field to modify it (60 000 ft maximum), only A319
and A320.
On the ground, after the first engine start, In order to receive the best predictions, the pilot must enter wind
sidestick position indications appear white and temperature values for the different phases and for the various
on both PFDs. The indications disappear waypoints of the cruise phase, associated with the tropopause
when the aircraft goes from the ground entered on the INIT A page, to optimize the temperature profile.
into flight.
In case of DUAL SIDESTICK FAULT use THS manually. A318 (SOP) ‐ Do not modify the default tropopause value (36 090 ft)
displayed on the INIT page or the FUEL PRED page of the MCDU.
CRZ TEMPERATURE (Fuel Pred. page) – Como inserir a
temperatura no campo “CRUZ TEMP” na página (Fuel Pred); Flight Management – De 30 min. em 30 min. anotar e fazer
- Prog Page crosscheck nos parâmetros.: P (Pitch) + T (Thrust N1) + G (GW) +
- Digitar “1” e inserir no L1 “CRZ” H (Heading)
- Checar a Prog Page se a temperatura entrou.
Ground Speed Mini GS mini = VAPP - TWR HEADWIND
ILS Non Precision (Manage – Select) COMPONENT (Maintain Ground Speed as target)
- LOC The purpose of the "ground speed mini function" is to take
- 1.0nm before FAF select FPA -3.0; advantage of the aircraft inertia when the wind conditions vary
- 0.3nm before FAF select “Bird” and pull FPA -3.0 during the approach. Ground speed mini concept has been defined to
prevent the aircraft energy from dropping below a minimum level
ILS from Above during final approach. The GS mini value is not displayed to the
- ONLY on LOC flight crew. The A/THR must be actived. Managed speed should be
- Flap 2 used for final approach as it provides Ground Speed mini (GS mini)
- Gear Down

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 21 de 27 Memory Items & Limitations
guidance, even when the VAPP has been manually inserted. Wind is Ver as Latitudes em voo no ND display – Para ver o cruzamento
a key factor in the "ground speed mini function". The minimum das Lat/Long na tela ND selecionar qualquer botão L1~L6 (vertical
energy level is represented by the Ground Speed the aircraft will revision);
have at touch down. This Ground Speed is called “GROUND SPD LL XING / INCR / NO
MINI”. During the approach, the FMGS continuously computes the 1[ ]° 2[ ]° / 3[ ]
speed target using the wind 1- LAT/LON atual;
experienced by the aircraft in order to keep the ground speed at or 2- De quantos em quantos graus deverão ser mostrados;
above the “Ground Speed Mini”. 3- Quantidade de informações na tela.
Thrust varies in the right sense, but in a smaller range (± 15 % N1) Ex.: S25/2/2
in gusty situations * Só funcionará se estiver dentro do range da lat/lon a ser voado.
The lowest speed target is limited to VAPP and its upper limit is VFE
of next configuration in CONF 1, 2, 3 and VFE-5 in CONF FULL.TWR RADAR WEATHER
wind component it is used to compute VAPP and GS mini. Calibration;
The gust is the instantaneous difference between the CURRENT 1°) Range 80nm on FCU ND;
HEADWIND COMPONENT and the TWR HEADWIND COMPONENT. 2°) Set manual radar
COMPUTATION.: Example; 3°) Tilt down till receive the echo from the ground elevation;
‐ Approach on Runway 09 - FMS Runway 09, 4°) Tilt adjust till these echoes disappear;
‐ TWR wind on PERF APPR page: 090/30, 5°) Weather radar has already calibrated.
‐ VLS = 130 kt. - TILT - The angle between the weather radar antenna and the local
HORIZON is the TILT. The stabilization of the antenna is achieved
using IRS data. The GAIN CONTROL is mostly used in AUTO or CAL.
The stabilization of the antenna is achieved using IRS data.
- WX + T and TURB are used to locate the WET TURBULENCE
AREAS. - When using TURB DETECTION, adjust TILT to eliminate
GROUND RETURNS up to 90 NM.

The radar uses data from the IRS to stabilize its antenna. The tilt
GS mini = VAPP - Tower head wind component
refers to the angle between the antenna beam centerline and the
IAS Target Speed = GS mini + Current headwind component
horizon.
ND (Navigation Display) – The maximum heading HDG difference
WEATHER AVOIDANCE
acceptable between ND are 4°.
‐ To avoid a large and active storm cell, the flight crew must make a
decision at a distance of 40 NM from the storm cell;
DECEL (Autobrake) - The green DECEL light comes on when the
• Avoid all yellow, red, or magenta areas by at least 20 NM
actual deceleration is 80 % of the selected rate. On slippery
• Avoid all green, yellow, red, and magenta areas of storm cells
runways, the predetermined deceleration may not be reached, due
above 28 000 ft by at least 20 NM
to antiskid operation. In this case, the DECEL light will not come on.
• The flight crew should consider storm cells above 35 000 ft as
This does not mean that autobrake is not working.
highly hazardous.
Autobrake MED takes 2 seconds to actuate (3 m/s).
‐ If the top of the storm cell is at or above 25 000 ft, the flight crew
Autobrake LOW takes 4 seconds to actuate (1,7 m/s).
should not overfly, because the aircraft may encounter turbulence
Autobrake is no able below 72kt.
stronger than expected;
FCTM NO-180 and NO-170.
‐ The flight crew should not attempt to enter a storm cell, or overfly
its top by less than 5 000 ft, because the aircraft may encounter
SOFT ALT MODE – Variações de ±50ft em CRZ mode, AP e A/THR
severe turbulence;
ON para manter a Econ. Speed. Só em ALT CRZ (FMA).
BPO FLT N°046/2017 – Gerenciamento da Turbulência (Avisar PA)
Bird strike/Ingestion – It needs to be reported via CENIPA 15 and
send it to SAFETY department.

SHARP TURNS
During a complete alignment, IRS use the gravity and earth rotation
to determine aircraft attitude and true heading, and IRS estimate
the current aircraft latitude.
During a fast alignment, IRS reset the ground speed and some
internal filters to 0, but IRS do not estimate the aircraft latitude.
Bank 𝜶 = (TAS ÷ 10) x 1.5
MARKER TIME – Lançar a hora (ex.: 20:34) diretamente no Lateral Turn radius= TAS ÷ 200 or TAS x 1% / 2
Revision e em qualquer posição (L1 ~ L6) no MCDU para se saber Crosswind Vs Drift 𝜶 = Drift =[(crosswind component “kt”) 60] ÷
em que ponto da rota estará passando naquele horário desejado na TAS
tela no ND.
PROCEDURES FOR TUNING STANDBY NAVIGATION RADIOS
QNH – At F-PLN pg on MCDU press the R6 (vertical revision) pb and Pilots should use these procedures only when both FMGCs or both
insert the current QNH. That’s a quickly procedure on final approach. MCDUs are inoperative. In this case they must press both RMP NAV
keys (lighting the green lights).
APPROACH PHASE – If the APPR PHASE was accidently pressed
during flight by mistake, in order to return it back just go to the MAXIMUM DIFFERENCES BETWEEN ALTITUDE INDICATIONS
PROG pg and re-insert the Flight Level (FL) on CRZ again. (Table)
The purpose of this activation is to initialize the deceleration towards FCOM - Supplementary Procedures - Navigations - PRO-SUP-34 P
VAPP or towards the speed constraint inserted at FAF, whichever 5/24
applies (lower than 250kts). * Insert it to the QRH - Unreliable SPD

A fast IRS alignment must be performed when the deviation of the

IRS position from the FMGC position is at or above 5 nm.
To perform an alignment, the aircraft must be stopped on ground.
By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 22 de 27 Memory Items & Limitations
Any aircraft movement will automatically restart the IRS alignment. Boletim de Padronização de Operações (BPO)
Do not align IRS during engine start, or while the engines are BEO N°002-12 - Gêlo Seco – Máximo previsto 200kg. No A318 não
running. se pode levar no porão dianteiro, por conta da configuração da
Complete IRS alignment: ADIRS selector.......................OFF for ventilação. Pois se houver vazamento de CO2 irá para os PAX.
more than 5 s, then NAV. DSO N° 026/2015 – Contatos do Safety para dúvidas de Cargas
The ON BAT light comes on during 5 s. Perigosas. BA N°18/2013 (Contacts)
Fast IRS alignment: ADIRS selector...............................OFF then BA N°07/2011 – Cinzas Vulcânicas
back to NAV within 5 s. BS-SEC-017-13 – Procedimento PAX armado (MGO) - IAC 107-1005
BPO FLT N°042/16 – Embarque PAX sob custódia (BPO FLT
TERR ON ND - If the TERR ON ND is not selected, and a terrain N°034/17)
alert is generated, the terrain is automatically displayed on the ND. BPO FLT N°040/17 – Termo de Desembarque Compulsório de PAX
Preencher um formulário (F-SEC-127) que está na acft.
TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAY BPO FLT N°019-17 – Embarque de GRAVIDAS à bordo.
(Sys Relat). BPO FLT N°020/17 – Restrição de Assento de Passageiro
If the localizer, of the ILS associated with the opposite runway, must BPO N°026-10 – Briefing
be used for takeoff: BPO N° 046-1 - Tabela de Códigos AIRIMP
SELECT the RAD NAV PAGE. ENTER the ILS IDENT. If the ILS is in BPO FLT N°026/16 – LDG DISTANCE.: Todo pouso deve ser
the database, the system tunes the proper frequency. Check that calculado o LDG DISTANCE para se ser pousar com flap 3 low idle.
the ILS front course is displayed in the CRS field. Note: This may Se com essa conta não couber na pista, muda flap, muda rev, muda
trigger the “RWY/ILS MISMATCH” message. Disregard it. freio; nessa ordem.
- If the ILS is not in the database: SET the appropriate frequency, - Calculos flap 3, break low e rev idle + 15%
and SET the ILS front course in the CRS field. - Não coube: flap full
- Ainda não coube: rev max
LOW ENERGY WARNING ("SPEED, SPEED, SPEED") - Ainda assim não coube: break med
Available between 100 and 2 000 ft in CONF ≥ 2. - Último recurso: Break max manual
BPO FLT N°004/16 – FUEL SAVINGS
PSEUDO-WAYPOINTS DOP 023/15 – Aproximação Estabilizada
Pseudo-waypoints are geographical positions corresponding to an BPO FLT N°017/17 – Proficiência em Voo Manual (AP and A/T OFF)
event in the vertical flight plan: T/C (top of climb), T/D (top of DOP 021/15 – Colete Reflexivo. Em GRU Airport o uso é obrigatório.
descent), SPD/LIM (speed limit), DECEL (deceleration for approach), DOP 023/16 – Contigência Manutenção (Temp ≥ 30min)
etc. The display shows them as waypoints in parentheses.
AEROPORTOS
NAVAID Page Passo Fundo (SBPF).: BPO FLT N°021/16
FIG OF MERIT This field shows how far out the FMGS can autotune a Navegantes (SB ).: BPO FLT N°047/17
VOR, VOR/DME, VORTAC, or DME for display or for computing Salvador (SBSV 17/35).: BPO FLT N°001/17
position. Ilhéus (SBIL).: BPO FLT N°027/16
0 : up to 40 nm Chapecó (SBCH).: BPO FLT N°29/16 BA N°27/2014
1 : up to 70 nm Guarulhos (SBGR).: BPO FLT N°022/16
2 : up to 130 nm BPO FLT N°043/16 – XPNDR
3 : up to 250 nm Goiânia (SBGO).: BA 04/2016
Galeão (SBGL).: BPO FLT N°043/16
RUNWAY CONTAMINATED - DEFINITIONS João Pessoa (SBJP).: Limit Weight “68.150kg”
DAMP : A runway is damp when the surface is not dry, but when the Petrolina (SBPL).: BA N°23/2014 (Twy B/C A320SL prohib)
water on it does not give it a shiny appearance.
BPO FLT N°035/16 – PED (Eqpto Eletrônicos) + speach
WET : A runway is considered as wet when the surface has a shiny BPO FLT N°011/17 – Novo modelo do NOTOC
appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning. BPO FLT N° 003/17 – Padronizar Proc. Opr Voos Internacionais
See Bogota (BOG)
STANDING WATER : is caused by heavy rainfall and/or insufficient
runway drainage with a depth of more than 3 mm. BPO FLT N°032/17 – Operação do modo Wi-Fi

* See.: RUNWAY CONDITION ASSESSMENT MATRIX (QRH) BPO FLT N°031/17 – Organização Documentos no Cockpit

DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING - BPO FLT N°030/17 – Alinhamnto Procedimentos Operacionais ***
RLD CONF FULL (table PER-LDG-DIS-RLD P 1/22)
DSO N°04/2017 – Quais eventos/perigos informar ao SAFETY.
REQUIRED LANDING DISTANCE AT RIO SANTOS DUMONT DSO N°01/2011 – Aviation Safety Report (ASR)
(SBRJ/SDU) table PER-LDG-DIS-RLD P 18/22
+
COCKPIT PANELS – The mark “ ” stamped on each panel means
TESTS – BPO FLT N°043/17 that behind it has a plug connection.
Como recurso mnemônico, ao se brifar uma emergência preparada,
deverá se considerar:
T – Tipo de emergência;
E – Evacuação: se necessária ou não;
S – Sinais para impacto e evacuação;
T – Tempo disponível para a preparação e para o pouso;
S – Procedimentos eSpeciais;
Porém sempre antes de um impacto, o PM deverá anunciar no PA:
“impacto, impacto, impacto” e em vôos internacionais: “brace for
impact”.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 23 de 27 Memory Items & Limitations
 SECURED AND TRANSIT STOP
TAKEOFF PHASE
If the last checklist performed by the flight crew is PARKING C/L, the
aircraft is in TRANSIT STOP. After a TRANSIT STOP, items indicated
by (*), are the only steps to be completed for TRANSIT
PREPARATION. (FCOM PRO-NOR-SOP-03 P 1/2 & FCTM NO-020 P 4/14)

Eye-position indicator - During Low Visibility Procedures (LVP), it

is important that the pilot's eyes are positioned correctly, in order to
maximize the visual segment, and consequently, increase the
possibility of achieving the appropriate visual reference for landing
as early as possible.
The armrest and the rudder pedals have position indicators. These
positions should be noted and set accordingly for each flight.

ESCAPE SLIDE - Each door is equipped with a single lane escape

slide or slide-raft. A slide arming lever connects the slide to the floor
brackets when in the ARMED position. If the door is opened from the
inside while the slide is armed, the door is pneumatically assisted
and the slide will inflate and deploy automatically. The slide may be
inflated manually if auto mode fails. Opening the door from outside
disarms the door and slide.
Ferry Flight – BPO N°007-12(Procdtos p/ voos sem trip de cabine)
BPO FLT N° 003/16 – Padronizar Proc. Opr Voos Internacionais

PONTE AÉREA (Shuttle Service)

MNPDO - Paletó: É obrigatório o porte do blazer de 1º de Junho a AFM = APP-SBRJ P 2/6 (Stos Dumont Operations)
15 de Setembro. - Pode-se pousar em SBSP em caso de fogo incontrolável.
- 3 Sharklets lado-a-lado - BA N°03/2016 Sharklet separation
Mensagens de Atraso ACARS – BPO FLT N°009/17 - Não se pode decolar em FLEX se a pista estiver molhada em SBSP.
“DLA 99 chegada da aeronave” - Limita extra-fuel de 3.0t ( IAC 121-1013 )
87 – Facilidades Aeroportuárias - * Ponte Aérea is allowed only 25% of water (Water/Waste)
93 – Chegada tardia da aeronave
12 –  Opr. no CGH.: IAC  121-1013
43 – Manutenção não programada (DOP N°014/17) 121-445
99 - Indefinido 121-443
 Opr no SDU.: 3130-1296
ECAM - Electronic Centralized Aircraft Monitoring
The ECAM has three levels of warnings and cautions; AFM Manual.: APP-SBRJ p 2/6 (Special Manual Landing Perf)
Failure levels Priority
3. Safety (immediate) RED * From SDU to CGH refueling with 6000kg.
2. Abnormal (awareness) AMBER
1. Degradation (awareness) AMBER LDG GEAR GRAVITY EXTENSION
* Before performing any action, the PNF should keep this sequence 1° volta – Desconecta as linhas hidráulicas/elétricas
in mind: "System, then procedure/selector, then action" (e.g. "air, 2° volta – Abrem as portas do trem de pouso
crossbleed, close"). 3° volta – Solta o trem de pouso por gravidade.
ECAM Actions may be started below 400ft after acft is stabilized.
LAWS
The ECAM is driven by three essential computers: ● Normal Law
- The DMCs (which drive the DUs), - the SDACs (which acquire most - Bank angle protection (Max 67° = 2.5g turn)
of the data and send the signals necessary to display the synoptics; - Height speed protection (Do not overshoot design speed limit)
it sends to the FWCs the data necessary to generate the ECAM msg), - Load factor protection (Max 2.5g in clean)
- The FWCs (which acquire data from SDACs and some A/C sensors - High pitch attitude protection (30° Nose Up / 15° nose down)
in order to generate alert messages, aural alerts, flight phases etc. - High angle of attack protection (for best aerodynamic perf)
and also to achieve R/A, DH/MDA call outs and Landing Speed - Land Mode – It engages automatically when the acft is
increment computations. RED WARNINGS are processed by FWCs, below 400ft and LOC/GS engaged. It only be disengaged on G/A.
amber cautions as well but through SDACs). Thus, in case of total - Flight Mode
failures of the FWCs, the system operation is done using QRH and - Flare mode (≤50ft)
OVHD panel. - Ground mode (THS = 0) – At touchdown.
The failures are classified in 3 LEVELS depending on their - Aileron (33°< 67°)
CRITICALITY, in other words on the OPERATIONAL CONSEQUENCES. - Engine Failure (ß target)
The FWC will thus display the failures in their order of criticality
● Alternate Law
STS - A STS label, displayed at the bottom of the E/WD, indicates - Only “Load factor protection” is available.
that there is a STATUS to be reviewed. Press STS, only if the label
appears. ● Direct Law
- No protections
ECP FAILURE - In the case of an ECP failure, the CLR, RCL, STS, - Fly like common twin engine (Ex.: Sêneca)
ALL and EMER CANCEL keys will continue to operate, because they - Use “MAN PITCH TRIM” (amber)
are hardwired to the FWC/DMC.
● Mechanical backup Law
ETP - ETP function should be used to assist the crew in making a - “MAN PITCH TRIM ONLY” (red)
decision should an en-route diversion be required. - Related to electrical loss or 5 computers down.
- Rudder (mechanical) + MAN TRIM only.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 24 de 27 Memory Items & Limitations
PITCH CONTROL - When reaching 50 ft, auto-trim ceases and the
pitch law is modified to flare law.
When the aircraft is on the ground, pitch and roll control operates in
Direct Law.

When reaching 50 ft RA, the pitch law is modified to flare mode:

indeed, the normal pitch law which provides trajectory stability is not
the best adapted for the flare maneuver. The system memorizes the
attitude at 50 ft, and that attitude becomes the initial reference for
pitch attitude control. As the aircraft descends through 30 ft, the
system begins to reduce the pitch attitude (2° down in 8 sec).

WATER and WASTE CAPACITY (CCOM Manual + FCOM)

Water tank capacity = 200 lts
Waste tank capacity = 200 lts
* Ponte Aérea is allowed only 25% of water

MAGAZINES - AIRBUS
 Safety First magazine
 FAST – Technical Magazine

Questões Airbus
http://dgcatutorials.blogspot.com.br/

OTHER DRILLS; CIRCLING APPROACH

- If ATC gives a 1000 feet level change (e.g. from 7000 to 8000) use BPO FLT N°008/17.: Para CIRCLING APPR a altura mínima para
V/S mode for smoother guidance and less thrust variation. seleção de flap deverá ser 800ft.
- Set TCAS to ALL (if applicable), or to BELOW if cruise altitude
within 2000 ft from FL 390. The circling approach is the visual phase of an instrument approach
- On A320, for ILS approaches with G/S higher than 3.5°, stabilized to bring an aircraft into position for landing on a runway which is not
approach technique is recommended. suitably located for a straight-in approach.
- As a rule of thumb, if the aircraft flies above runway threshold at e.g. for circling to the left, PF should be CM1
MLW: At too high speed: + 10 kts, landing distance increased by Configuration.:
200 m - too high altitude: + 50 ft, landing distance increased by 300 Lateral: Enter STAR, instrument approach procedure, including the
m - with ground spoilers not armed, landing distance increased by missed approach procedure for instrument approach.
250 m - if runway wet, multiply landing distance by 1.3; if Vertical: Insert F speed as constraint at FAF since the circling
compacted snow, by 1.7; if slush, by 2; if icy, by 3.5… These are approach will be flown in configuration 3, landing gear down and F
typical values. speed. Check altitude constraints.
- If the ECAM message NAV FM/GPS POS DISAGREE is annunciated
on takeoff or during ILS approach, the flight crew should: PHB 21- If, at any time during the circling procedure, the required visual
171. If the message occurs at takeoff initiation or in ILS/LOC references are lost, the main objective is to climb and to leave the
approach (LOC green). circling area into the missed approach of the initial instrument
DISREGARD IT If the message occurs during non precision approach. approach, while remaining within the obstacle-free area, unless
RNAV approach: GO AROUND or fly visually if visual conditions are otherwise specified.
met.
BPO FLT N°017/17 – Proficiência em voo manual (A/P e A/THR OFF)

017

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 25 de 27 Memory Items & Limitations
 Falha Comm – Manter o FL Mínimo da FIR até 25nm (MSA) do AD.
Só então, descer para a altitude mínima do setor MSA. Ex.: PTL
Estando na aproximação final (após o FAF), olhar para a TWR
(quando houver) afim de checar se há sinais de luzes (pistolão).

Desvios Condições meteorológicas - Deve-se informar e não solicitar

desvios.
Pode e deve solicitar PANPAN quando necessário.
VCSH – Distante do AD de 8km à 16km de raio.

Frequência de Emergência
VHF 121.50Mhz = HF 8.8334Khz ou 13.586 Khz = UHF 234,0Mhz
“SILENT PERIODS” de 15 minutos à 18 minutos e dos 45 minutos
aos 48 minutos de cada hora.

Classificação do Espaço Aéreo – Brasil (AD operados Avianca)

- Campo Grande (SBCG): C
- Cuiabá (CBCY): C
- Uberlândia (SBUL): A
- Uberaba (SBUR): A
- Petrolina (SBPL): G
- Juazeiro do Norte (SBJZ): G
- Florianópolis (SBFL): C
- Porto Alegre (SBPA): C
- Curitiba (SBCT): C
- Passo Fundo (SBPF): G
- Chapecó (SBCH): G
- São Gonçalo (SBSG) D

Classe A − Somente voos IFR são permidos.

Classe C − São permidos voos IFR e VFR; todos os voos estão

sujeitos ao serviço de controle de tráfego aéreo; os voos IFR são
separados entre si e dos voos VFR; os voos VFR são separados
apenas dos voos IFR e recebem informação de tráfego em relação
aos outros voos VFR e aviso para evitar tráfego quando solicitado
pelo piloto. Limite de velocidade: para VFR, 250 nós abaixo do FL
100 e 380 nós acima, sem limite para IFR.
As condições meteorológicas de vôo à vista (VMC) são 1000
verticalmente pés e 1500 m horizontalmente por relatório às nuvens
e 5 km de visibilidade horizontal (8 km à parte do nível de vôo 100).

Classe D - A velocidade é limitada à 250 kts sob o nível de vôo 100.

As condições meteorológicas são as mesmas da C.

Classe G − Espaço aéreo no qual são permidos voos IFR e VFR,

recebendo somente serviço de informação de voo. Comunicação de
rádio obrigatório somente para voos IFR. Limite de velocidade: para
------------------------------------------------------------ VFR, 250 nós abaixo do FL 100.
Distância das nuvens: Horizontal 1500m / vertival 1000ft.
IFR Quando nenhum espaço aéreo é definido, o espaço é de classe G.
- Informar ao ATC sempre que não for possível cumprir a restrição. Espaço Aéreo Não Controlado em IMC
- Sempre informar ATC ao atingir e livrar o FL autorizado. (RVSM - Descer até o FL autorizado pelo ATC (FL150 abaixo à critério);
awareness pelo ATC) - Abaixo do FL150, descer para a mínima da FIR;
- Sempre informar o ATC quando estiver carregando - Estando à 25nm do AD descer até a MSA descrita na carta;
órgãos/enfermos, afim de obter prioridade radar. - Executar o procedimento propriamente dito
- CMTE novo (+900m Visib and +200ft teto). * Estando em VMC siga a descida do FL150 até a MSA direto.
- AFIS = 27nm DOCUMENTOS ICAO
- MSA = 25nm DOC 4444 - Air Traffic Management (PANS OPS)
DOC 8168 - Aircraft Operations
Os pilotos que estiverem cumprindo uma instrução de ajuste de DOC 9432 - Normal Radiotelegraphy
velocidade devem manter a velocidade dentro de, mais ou menos, DOC 7030 - Regional Supplementary Procedures
10kt ou 0,02 Mach da velocidade designada.
Atenção em cumprir a velocidade desejada ao passar mais da DOCUMENTOS ANAC/DCEA
metade da STAR devido a separação entre acft ser menor. ICA 100-12 "Anexo 2" - Regras do Ar
ICA 100/37 "Anexo 11" - Serviço Trafego Aéreo
FL Mínimo da FIR Brasil - (Ver Documento AIP ENR) MCA 100-16 - Fraseologia
- Manaus = FL080 (FL130 ao NW "Pico da Neblina")
- Recife = FL120AIP ENR - Estando no ILS ILS (AIP) – Estando no ILS e o G/S sair, sendo que o procedimento
- Brasília = FL110 não prevê LOC Only, poderá prosseguir considerando o mínimo do
- Curitiba = FL110perdeu o GS segue usando os
VOR.
mínimos do VOR/NDB.
By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 26 de 27 Memory Items & Limitations
 CARGA PERIGOSA (DRG) – RBAC 121.433A
- Contatos Artigos Perigosos.: DSO N°26/2015
- Notificação de Ocorrência Discrepâncias/Acidente/Incidente com
Artigos Perigosos.: DSO N°24/2015 BPO FLT N°018/17
- DrillCode - DSO N°09/2016
BPO FLT Nº 053/17 - Artigos Perigosos – Red Book

- Limite para PAX = Seção 2 (2.3.A)

- Limite para Carga = Seção 4 (4.2) “blue pages” SPEACHES
BPO FLT Nº 052/17 - Procedimento Embarque Animais na Cabine TURBULENCE – BPO FLT N°046/2017
BPO - Ladies and gentlemen, keep your seatbelts fastened. We are flying
- Gêlo Seco – Seção 3 (Miscellaneous – Classe 9) - BEO N° 002-12 through a turbulent area.
e DSO Nº 09 / 2017. For your own safety, we kindly request you to keep your seatbelts
* Nenhuma quantidade deverá ser transportada por passageiro. fastened.
Somente como Carga (Cargueiro). Máximo permitido 200kg. We are already making all necessary deviations to provide you with
a pleasant and comfortable flight. Thank you.
Consumer Commodity – E.g.: Perfumes (Max 30kg per
compartment)
BPO FLT Nº 049/17 - Transporte de AVIH ou AVI
CADEIRA DE RODA (WCHC – Sillas de Ruedes – UN3171) BEO Nº 025/17 - Transporte de AVIH ou AVI
- Bateria de GEL SECO: Tem que desconectar a bateria e esta pode
ser transportada sobre a própria cadeira.

- Bateria GEL LÍQUIDO ENTRE OUTROS: Bateria terá que ser

desconectada e colocada num recepiente próprio afim de se evitar Animais no PORÃO DE CARGA.
vazamentos. AVIH - Avianca aceitará cachorro e gato
(doméstico).
- Bateria de lítio: A bateria deverá ser desconectada da cadeira e
esta levada com o passageiro. AVI - Qualquer outro animal.

BA N°06/2016 – Perigo no transporte da Farinha de Peixe (Piracuí)

Manifesto de Carga - Serve para informar o ATC/Bombeiros sobre;

- N° ONU – Pg 233
- Quantidade Líquida (Lt / Kg) – Comparar este valor à tabela no
livro “blue pages”.
- Posição / Porão Na AVIANCA transporta-se somente cargas
- Código Emergência (DRILL CODE) – Tabela 10.9C + RBAC 175 de classes;
- Checklist MGO 16.34 - Classe 7.: Radiativo
- Classe 9.: Miscelaneo "bateria"
Na Avianca transporta-se;
- UN 3373 (sem necessidade do NOTOC) – Tabela 9.5A - Classe 6.2.: Tóxico e Infeccioso
- Radiativos (Pelo RBAC 175, máximo de 3TI por balde), pela
Avianca máximo de 10TI para cada aeronave e máximo de 5TI para
cada compartimento (Bulk 11 e 41 somente).
3TIs por volume, na aeronave limite 10TIs. [RBAC175]
- Skydrol – Max. permitted is 450lts.
PENALIDADE
Embalagem Excentuada.: Não contém risco algum.
ART. 261 - Código Penal, decreto Lei
Limitante de passageiro – Seção 2 (2.3.A) 2848/40
- Canivete.: Resolução 207 ANAC (RBAC 175.11) - ≤ 6cm OK

Limitante de carga – Seção 4 (4.2) “blue pages”

- EMERGENCY –.: Numa emergência passar as seguintes

informações ao ATC/Bombeiros;
- N° UN do Artigo (ex.: UN 1203 – Gasoline); DREW CODE
- Quantidade líquida/total de volumes (QTY/TI)
- Posição de carregamento (POS ULD/CODE), ex.: Bulk 11

RXQ Flight Simulator

- Memory Items + Callouts
- BPO FLT N°034/16 Speech for Emergency Descend + E.Evacuation
- CAT II/III – Callouts
- Communication (4 C’s)
- A/ICE table with Flex/TOGA
- 1000ft stabilized IFR, if not GO AROUND immediately
- Flap Exceedance NEVER exceed, actuate immediately to avoid it.
- Emergency Evacuation – Evaluate all the environment before
decide if EVAC or not. Contact TWR.

By.: STELLATO - [email protected] AIRBUS A318/A319/A320 Página 27 de 27 Memory Items & Limitations