FCOM - Performance

OPERATIONSENGINEERING BULLETINS

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TABLE OF CONTENTS

CTV A320 FLEET OEB-PLP-TOC P 1/2FCOM 28 AUG 13

OEB-GEN General Description

OEB-6 Partial Deployment of Passenger Oxygen Masks

OEB-28 No Localizer or Glide Slope Capture in Approach

OEB-30 No SRS Engagement During Go Around Below MDA

OEB-31 Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches

OEB-36 No SRS Engagement During Go Around in the Case of EPR Mode Fault

OEB-38 Erroneous Radio Altimeter Height Indication

OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT

OEB-41 Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in theAlternate Flight Plan

OEB-42 Incorrect Vertical Profile During Non Precision Approaches

OEB-43 F/CTL SPOILER FAULT

OEB-44 L/G GEAR NOT DOWNLOCKED

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TABLE OF CONTENTS


CTV A320 FLEET OEB-PLP-TOC P 2/2FCOM 28 AUG 13

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LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS

CTV A320 FLEET OEB-PLP-LETDU P 1/2FCOM 28 AUG 13

M Localization DU Title DU identification DU date

No Temporary Documentary Unit

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CTV A320 FLEET OEB-PLP-LETDU P 2/2FCOM 28 AUG 13


GENERAL DESCRIPTION

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OPERATIONS ENGINEERING BULLETINSGENERAL DESCRIPTION

PRELIMINARY PAGES - TABLE OF CONTENTS

CTV A320 FLEET OEB-GEN-PLP-TOC P 1/2FCOM 30 MAY 13

General Description................................................................................................................................................. ACross Reference Between the Former and New OEB Identifications.....................................................................B

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CTV A320 FLEET OEB-GEN-PLP-TOC P 2/2FCOM 30 MAY 13

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CTV A320 FLEET OEB-GEN P 1/10FCOM A → 30 MAY 13

GENERAL DESCRIPTIONIdent.: OEB-GEN-A-00014181.0001001 / 23 NOV 11Applicable to: ALL

An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any deviations frominitial design objectives that have a significant operational impact. An OEB provides the operatorswith technical information and temporary operational procedures that address these deviations.

Ident.: OEB-GEN-A-00014182.0001001 / 23 NOV 11Applicable to: ALL

TYPE OF OEBOEBs can either be red or white, depending on their level of priority.‐ RED OEBs are issued to indicate that non-compliance with the recommended procedures may

have a significant impact on the safe operation of the aircraft.‐ WHITE OEBs are issued to indicate that non-compliance with the recommended procedures

may have a significant impact on aircraft operation.Airbus strongly recommends that all Operators rapidly apply the OEB corrective actions as soonas they become available, particularly for red OEBs.

Ident.: OEB-GEN-A-00014183.0001001 / 08 FEB 13Applicable to: ALL

OEB CONTENT AND MANAGEMENTAn OEB:‐ Is temporary and usually focuses on one operational subject only,‐ Is included in the OEB section of both the FCOM and QRH. The procedural part of each white

or red OEB (OEB PROC) is provided in the OEB section of the QRH, so that the flight crew caneasily access the procedures,

‐ Remains applicable until the appropriate corrective actions are completed.Note: After installation of the OEB corrective modification/Service Bulletins (SB): if an

Operator reinstalls any spare equipment for which there was an associated OEB, it isOperator’s responsibility to ensure that this OEB be applied again for the applicableaircraft.

OEB IN THE FCOMThe content of each OEB includes:‐ The reason for issue,‐ Technical explanations of the deviation from the initial design objectives,‐ The operational impact if the flight crew does not apply the OEB procedure,

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CTV A320 FLEET OEB-GEN P 2/10FCOM ← A → 30 MAY 13

‐ The conditions for applying the OEB procedures :• ECAM warning/caution affected by the OEB,• Cockpit effects,• Flight phases,• Specific event.

‐ The OEB operational procedure(s) to be applied,‐ The corrective actions that cancel the OEB (if available),‐ The OEB REMINDER codes, (if applicable).

OEB IN THE QRHEach FCOM OEB has an associated “OEB PROC” in the OEB section of the QRH, thatincludes:‐ The title of the OEB PROC,‐ The “ECAM ENTRY" field:

This section identifies whether or not one of the possible conditions for applying the OEBPROC is an ECAM warning/caution.The flight crew must disregard the ECAM procedure and/or STATUS of the ECAM alertslisted in the "ECAM ENTRY" field and must apply the QRH’s OEB procedure instead.

‐ The OEB operational procedure(s) that the flight crew must apply.FCOM LIST OF EFFECTIVE OEB

The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all theOperations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB isissued or revised, the LEOEB is updated.

The FCOM LEOEB consists of:The "M" field that may provide the following Evolution Code:‐ The "N" letter indicates a new OEB, or‐ The "R" letter indicates a revised OEB, or‐ The "E" letter indicates an aircraft validity change on the OEB.

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The "Identification" field which identifies the OEB with its identification number.Note: The FCOM OEB and associated QRH OEB PROC have the same OEB number

in order to be consistent. However, the issue number of the QRH OEB PROC andthe FCOM OEB may be different, because a revision of an FCOM OEB does notnecessarily result in a revision of the corresponding QRH OEB PROC, that onlyprovides the procedure part.

The "T" field indicates the Type of OEB:‐ The "W" letter indicates a white OEB, or‐ The "R" letter indicates a red OEB.Note: OEBs are listed by type of OEB (RED OEBs first, then WHITE OEBs), and in

numerical order for each type of OEB. This enables the flight crew to easily review theOEBs before flight.

The "E" field indicates whether or not the OEB affects ECAM procedure(s). This enable theflight crew to easily review the OEBs before flight particularly for Operators that use the OEBREMINDER function:‐ The "Y" letter indicates that the OEB affects only ECAM procedure(s),‐ The "N" letter indicates that at least one of the procedures provided in the OEB does not

affect ECAM procedure(s).CAUTION When Airbus provides the Operator with the LEOEB, the information

“AFFECTS ECAM : Y” ("E" field) does not necessarily mean that (for Operatorsusing the OEB REMINDER function) the Operator’s maintenance personnelhas activated the OEB REMINDER codes for this OEB onboard the aircraft.It is the Operator’s responsibility to define a suitable process for providing theflight crew with confirmation that the OEB REMINDER codes are activated forthe ECAM alerts affected by OEBs.

The "Rev Date" field indicates the date at which the OEB content was issued/changedThe "Title" field provides the OEB title.

QRH LIST OF EFFECTIVE OEBThe List of Effective Operations Engineering Bulletins (LEOEB) enables to review all theOperations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB isissued or revised, the LEOEB is updated.

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The QRH LEOEB consists of:The "Identification" field which identifies the OEB with its identification and issue number.Note: The FCOM OEB and associated QRH OEB PROC have the same OEB number

in order to be consistent. However, the issue number of the QRH OEB PROC andthe FCOM OEB may be different, because a revision of an FCOM OEB does notnecessarily result in a revision of the corresponding QRH OEB PROC, that onlyprovides the procedure part.

Red OEB identification number and title are in bold font. White OEB identification number andtitle are in regular font. This enables the flight crew to easily review the OEBs before flight.Note: OEBs are listed in numerical order regardless of the type of OEB (red or white).The "Title" field provides the OEB title and the "ECAM Entry" part of the OEB PROC. Thisenable the flight crew to easily review the OEBs before flight particularly for Operators that usethe OEB REMINDER function.CAUTION When Airbus provides the Operator with the LEOEB, the information “ECAM

Entry ” does not necessarily mean that (for Operators using the OEBREMINDER function) the Operator’s maintenance personnel has activated theOEB REMINDER codes for this OEB onboard the aircraft.It is the Operator’s responsibility to define a suitable process for providing theflight crew with confirmation that the OEB REMINDER codes are activated forthe ECAM alerts affected by OEBs.

A vertical bar in the margin of the QRH LEOEB identifies that the OEB is either new, revised orhas an aircraft validity change.

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REVIEW OF THE OEBIn accordance with the Standard Operating Procedures, and before each flight, the flight crewmust review all OEBs that are applicable to their aircraft. If the OEB conditions are applicable, theflight crew must apply the operational procedure(s) that is in the QRH OEB section.


DISTRIBUTIONOEB are distributed to all affected Operators. The Operators shall provide flight crews with thecontent of the OEB without delay.

Ident.: OEB-GEN-A-00014186.0001001 / 08 FEB 13Applicable to: PK-GLA, PK-GLC, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

OEB REMINDER FUNCTIONThe OEB reminder function provides operational help to the flight crew by enabling them to clearlyidentify on the ECAM all procedures and STATUS messages superseded by an OEB procedure.When a situation causes an ECAM warning/caution to trigger, a message informs the flightcrew in real time that there is an OEB for the displayed ECAM warning/caution and/or STATUS,and as a result, that the ECAM procedure and/or STATUS is changed. In this case, a specificECAM message informs the flight crew to refer to the QRH. For more information Refer to FCOMDSC-31-OEB Reminder.

OEB REMINDER CODEThe maintenance personnel must enter specific OEB REMINDER code(s) in the FWC OEBdatabase in order to update the ECAM.These OEB REMINDER codes are provided in the FCOM OEB chapter only, and are sent to theOperator’s Flight Operations department along with the associated QRH OEB PROC. This is toensure that the OEB database is not updated before the OEB procedure is available in the QRHand FCOM onboard documentation.

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CTV A320 FLEET OEB-GEN P 6/10FCOM ← A to B → 30 MAY 13

Good coordination between the Airline’s/Operator’s Flight Operations department and theAirline’s/Operator’s Engineering department must be established, in order to:‐ Ensure that the QRH OEB section is updated onboard the aircraft before the activation of the

OEB REMINDER function for a specific OEB.‐ Rapidly send information about the OEB REMINDER codes to the Engineering department for a

rapid update of the ECAM.‐ Provide the flight crew with confirmation that the OEB REMINDER codes are activated onboard

the aircraft for the ECAM alerts affected by OEBs.CAUTION As soon as the maintenance personnel has embodied the corrective action that

cancels the OEB on a specific aircraft, the Operator must ensure that:1. Maintenance personnel has deactivated the OEB REMINDER function for

the specific OEB, before informing their Flight Operations department of theinstallation of the OEB correction action.

2. The QRH OEB section onboard the aircraft is updated to remove the specificOEB from the applicable aircraft.

CROSS REFERENCE BETWEEN THE FORMER AND NEW OEB IDENTIFICATIONSIdent.: OEB-GEN-00014220.0001001 / 23 NOV 11Applicable to: ALL

Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC identificationswere changed.Note: The former OEB identification is also provided within each OEB.The following table provides the cross reference between the former and the new OEB/OEBPROCidentifications:

Aircraft Manual Former OEBIdentification Issue New OEB

IdentificationOEBType OEB Title

A318/319/320/321 FCOM 78 6A318/319/320/321 QRH 78 1 OEB 2 R Braking Misbehaviour

A318/319/320/321 FCOM 101 2A318/319/320/321 QRH 101 1 OEB 3 W Nose Landing Gear

A318/319/320/321 FCOM 124 4A318/319/320/321 QRH 124 1 OEB 4 W VOR Bearing Fluctuations

(Bendix VOR)A318/319/320/321 FCOM 137 1A318/319/320/321 QRH 137 1 OEB 5 W Loss of Braking

A318/319/320/321 FCOM 138 2A318/319/320/321 QRH 138 1 OEB 6 W Partial Deployment of

Passenger Oxygen MasksContinued on the following page

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CTV A320 FLEET OEB-GEN P 7/10FCOM ← B → 30 MAY 13

Continued from the previous page



A318/319/320/321 FCOM 140 2A318/319/320/321 QRH 140 1 OEB 7 W False ECAM Amber Cautions

A318/319/320/321 FCOM 141 3A318/319/320/321 QRH 141 1 OEB 8 W Insufficient Bank Angle

A318/319/320/321 FCOM 142 1A318/319/320/321 QRH 142 1 OEB 9 W Dual FWC Failure following

Status Page DisplayA318/319/320/321 FCOM 144 3A318/319/320/321 QRH 144 1 OEB 10 W No Transition to Go-Around Phase

A318/319/320/321 FCOM 152 3A318/319/320/321 QRH 152 1 OEB 11 W "ENG 1(2) OIL FILTER CLOG"

ECAM Caution During FlightA318/319/320/321 FCOM 154 5A318/319/320/321 QRH 154 2 OEB 12 W Undue High Speed Target

at GA with One Eng InopA318/319/320/321 FCOM 159 3A318/319/320/321 QRH 159 1 OEB 13 W IDG Connector Arcing (IAE)

A318/319/320/321 FCOM 162 2A318/319/320/321 QRH 162 1 OEB 14 W Incorrect Grid-MORA

Value Display on NDA318/319/320/321 FCOM 167 2A318/319/320/321 QRH 167 1 OEB 15 W LGCIU 1 Fault

A318/319/320/321 FCOM 168 2A318/319/320/321 QRH 168 1 OEB 16 R FUEL L( R ) TK PUMP 1+2 LO PR

A318/319/320/321 FCOM 169 2A318/319/320/321 QRH 169 1 OEB 17 W Dual FM Reset upon

Radial Fix Info EntryA318/319/320/321 FCOM 171 2A318/319/320/321 QRH 171 1 OEB 18 W Excessive FMS Holding Pattern Size

A318/319/320/321 FCOM 172 2A318/319/320/321 QRH 172 1 OEB 19 W Erroneous Guidance to

VAPP Target During ClimbA318/319/320/321 FCOM 175 5

A318/319/320/321 QRH 175 1OEB 20 R

WHEEL N/W STRG FAULTand L/G SHOCK ABSORBER

FAULT ECAM CautionsA318/319/320/321 FCOM 176 5

A318/319/320/321 QRH 176 1OEB 21 R

WHEEL N/W STEER FAULTand L/G SHOCK ABSORBER

FAULT ECAM CautionsA318/319/320/321 FCOM 177 3

A318/319/320/321 QRH 177 1OEB 22 W

High Engine Vibration Procedurein Case of Temporary Lossof N1 Vibration Indication

A318/319/320/321 FCOM 178 2A318/319/320/321 QRH 178 1 OEB 23 R Operation of Center Tank Pumps

A318/319/320/321 FCOM 180 2A318/319/320/321 QRH 180 1 OEB 24 R Operation of Fuel Pumps

Continued on the following page

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CTV A320 FLEET OEB-GEN P 8/10FCOM ← B → 30 MAY 13




A318/319/320/321 FCOM 181 1A318/319/320/321 QRH 181 1 OEB 25 W Incorrect Sequencing of

Altitude-Terminated (xA) LegsA318/319/320/321 FCOM 182 2A318/319/320/321 QRH 182 1 OEB 26 W Avionics Smoke

A318/319/320/321 FCOM 183 1A318/319/320/321 QRH 183 1 OEB 27 W Dual Engine Failure

A318/319/320/321 FCOM 184 2A318/319/320/321 QRH 184 1 OEB 28 W No Localizer or Glide

Slope Capture in ApproachA318/319/320/321 FCOM 185 2

A318/319/320/321 QRH 185 1OEB 29 W

Use of Dome Light for EntireFlight to Ensure the Readability

of Standby InstrumentsA318/319/320/321 FCOM 188 2A318/319/320/321 QRH 188 1 OEB 30 W No SRS Engagement During

Go Around Below MDAA318/319/320/321 FCOM 189 1

A318/319/320/321 QRH 189 1OEB 31 W

Erroneous Vertical ProfileDuring RNAV, LOC andLOC B/C Approaches

A318/319/320/321 FCOM 190 2A318/319/320/321 QRH 190 1 OEB 32 W Smoke/Fumes in Cockpit/Cabin

Due to Oil Leak at Engine StartA318/319/320/321 FCOM 194 2A318/319/320/321 QRH 194 1 OEB 33 W BSCU L4.9 Reset in Flight

A318/319/320/321 FCOM 195 3A318/319/320/321 QRH 195 2 OEB 34 W FUEL L( R ) XFR VALVE FAULT or

FUEL L( R ) WING TK OVERFLOWA318/319/320/321 FCOM 197 1A318/319/320/321 QRH 197 1 OEB 35 R Bleed Selection to Prevent

Engine Stall on Both EnginesA318/319/320/321 FCOM 199 2

A318/319/320/321 QRH 199 1OEB 36 W

No SRS EngagementDuring Go Around in theCase of EPR Mode Fault

A318/319/320/321 FCOM 200 1A318/319/320/321 QRH 200 1 OEB 37 W Erroneous Lateral Guidance in NAV

Mode During Takeoff and Go AroundA318/319/320/321 FCOM 201 2A318/319/320/321 QRH 201 2 OEB 38 R Erroneous Radio

Altimeter Height IndicationA318/319/320/321 FCOM 202 1A318/319/320/321 QRH 202 1 OEB 39 W Loss of MLS LOC

and G/S DeviationsA318/319/320/321 FCOM 203 1A318/319/320/321 QRH 203 1 OEB 40 W AIR ENG 1(2) BLEED ABNORMAL

PR or AIR ENG 1(2) BLEED FAULTA318/319/320/321 FCOM 204 1

A318/319/320/321 QRH 204 1OEB 41 W

Erroneous Alternate Fuel PredictionsUpon Modification of a CompanyRoute in the Alternate Flight Plan

A318/319/320/321 FCOM 205 1A318/319/320/321 QRH 205 1 OEB 42 W Incorrect Vertical Profile During

Non Precision ApproachesContinued on the following page

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CTV A320 FLEET OEB-GEN P 9/10FCOM ← B 30 MAY 13




A318/319/320/321 FCOM 208 1A318/319/320/321 QRH 208 1 OEB 43 W F/CTL SPOILER FAULT

A318/319/320/321 FCOM 209 1A318/319/320/321 QRH 209 1 OEB 44 W L/G GEAR NOT DOWNLOCKED

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CTV A320 FLEET OEB-GEN P 10/10FCOM 30 MAY 13


PARTIAL DEPLOYMENT OF PASSENGEROXYGEN MASKS

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OPERATIONS ENGINEERING BULLETINSPARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS


CTV A320 FLEET OEB-6-PLP-TOC P 1/2FCOM 07 OCT 11

Partial Deployment of Passenger Oxygen Masks...................................................................................................APartial Deployment of Passenger Oxygen Masks...................................................................................................B

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CTV A320 FLEET OEB-6 P 1/4FCOM A → 07 OCT 11

OEB6 Issue 1.0Associated with QRH OEB Proc N°: OEB6/1.0

PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKSIdent.: OEB-6-00013148.0002001 / 18 MAR 11Applicable to: PK-GLD

Approved by: Head of Flight Operations Support and Services

- This OEB covers a significant operational issue. Non-compliance with this OEB should have asignificant impact on the operations of the aircraft. The Operators shall distribute its content to allflight crews without delay. An extract of this OEB is provided for insertion in the QRH.

- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletinsas soon as they become available.

Reason for issue: This OEB replaces the A320 OEB 138.The purpose of this OEB is to provide all A320 family operators withoperational recommendation following an event of non-deployment ofseveral passenger oxygen masks during ground test. The deploymentwas manually initiated by pressing the MASK MAN ON pb located onthe cockpit overhead panel.

Applicable to: All A320 family aircraft equipped with Puritan-Bennett P/N 1S-Seriesand 2S-Series.

Cancelled by: New door latch electric-actuator (MOD 27572, SB A320 35-1020)

Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeabilityof equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by thisOEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for theapplicable aircraft.

Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmittechnical and procedural information. They are distributed to all FCOM holders and to others whoneed advice of changes to operational information.The information in the OEB is recommended by Airbus, but may not be approved by AirworthinessAuthorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFMremains the reference.

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CTV A320 FLEET OEB-6 P 2/4FCOM ← A 07 OCT 11

M Localization T DU Title DU identification DU dateOEB-6 Partial Deployment of Passenger

Oxygen Masks00013148.0002001 18 MAR 11

Criteria: OEB 6Applicable to: PK-GLDOEB-6 Partial Deployment of Passenger

Oxygen Masks00013165.0002001 18 MAR 11

Criteria: OEB 6Applicable to: PK-GLD

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CTV A320 FLEET OEB-6 P 3/4FCOM B 07 OCT 11

PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKSIdent.: OEB-6-00013165.0002001 / 18 MAR 11Applicable to: PK-GLD

EXPLANATIONMasks may be deployed either automatically depending on the cabin altitude or manually bypressing the MASK MAN ON pb.For a manual deployment, pressing the MASK MAN ON pb energizes the release circuit thatopens the oxygen mask containers and then the passenger oxygen masks drop down.The release circuit is energized as long as the pushbutton is pressed and the power to thesystem is shut-off as soon as the pushbutton is released. In the event reported, the pushbuttonwas quickly released (pressed less than 1 s) and several oxygen mask containers did not open.To have the totality of the masks deployed it is necessary to press the MASK MAN ON pb for atleast 2 s.For automatic deployment, the release circuit is correctly energized and all the oxygen masksdrop down.

PROCEDUREWhenever the passenger oxygen masks have to be manually deployed, apply the followingprocedure to ensure that the totality of the passenger oxygen masks deploys:MASK MAN ON pushbutton must be pressed for at least 2 s.

CORRECTIVE ACTIONThe incorporation of MOD 27572 (SB A320 35-1020) ensures immediate opening of the oxygencontainer upon pressing the MASK MAN ON pb and therefore cancels the need for this OEB.

END OF OEB6

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CTV A320 FLEET OEB-6 P 4/4FCOM 07 OCT 11


NO LOCALIZER OR GLIDE SLOPECAPTURE IN APPROACH

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OPERATIONS ENGINEERING BULLETINSNO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH


CTV A320 FLEET OEB-28-PLP-TOC P 1/2FCOM 30 MAY 13

No Localizer or Glide Slope Capture in Approach..................................................................................................ANo Localizer or Glide Slope Capture in Approach .................................................................................................B

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CTV A320 FLEET OEB-28 P 1/6FCOM A → 30 MAY 13


NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACHIdent.: OEB-28-00013496.0001001 / 27 MAY 13Applicable to: PK-GLE, PK-GLF

Approved by: Head of Airbus Flight Operations & Training Support



Reason for issue: Issue 02:This OEB issue 02 removes the electronic link to the FCOM in the frameof the publication of the new FCOM Approach SOPs.There is no technical change in the procedure.Issue 01:This OEB replaces the A320 OEB 184.Several Operators experienced the following event: LOC* (G/S*)capture mode did not engage when intercepting the localizer (glideslope) during an ILS approach.This OEB provides an explanation of the above-mentioned event, aswell as the operational recommendations that the flight crew shouldapply, in order to intercept the ILS using LOC and G/S modes.

Applicable to: Aircraft with Rockwell Collins Multi-Mode Receiver (MMR), P/N822-1152-121 (MOD 26999 or MOD 30631)

Cancelled by: MMR P/N 822-1152-122 (MOD 37356)


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CTV A320 FLEET OEB-28 P 2/6FCOM ← A → 30 MAY 13


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CTV A320 FLEET OEB-28 P 3/6FCOM ← A 30 MAY 13

M Localization T DU Title DU identification DU dateOEB-28 No Localizer or Glide Slope Capture in

Approach00013496.0001001 27 MAY 13

Criteria: P5168Applicable to: PK-GLE, PK-GLFOEB-28 No Localizer or Glide Slope Capture in

Approach00013497.0001001 27 MAY 13

Criteria: P5168Applicable to: PK-GLE, PK-GLF

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CTV A320 FLEET OEB-28 P 4/6FCOM B → 30 MAY 13

NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACHIdent.: OEB-28-00013497.0001001 / 27 MAY 13Applicable to: PK-GLE, PK-GLF

EXPLANATIONInvestigations have indicated that the LOC* capture mode did not engage due to an automatic,internal reset of one Multi-Mode Receiver (MMR). This automatic reset causes the LOC and/orG/S deviation data computed by this MMR to continuously change from Normal Operation toNo Computed Data, approximately every second. This can only be stopped, on ground, if themaintenance crew cuts the MMR power for more than 10 s.The Master FMGC must receive a valid LOC signal from its onside MMR for a minimum of 3 s toenable LOC* mode engagement. When the MMR associated to the Master FMGC periodicallyresets, the associated LOC signal is valid for less than one second, which explains why the LOC*mode does not engage.In such cases, when the AP and/or FD is engaged and the LOC and G/S modes are armed, theaircraft may unexpectedly fly through the ILS beam without capturing it. The ILS identificationand deviation symbols displayed on the PFD (and on the ND in ROSE-LS mode) mayintermittently disappear. However, when displayed, these ILS deviation symbols are reliable.The possibility of both MMRs being simultaneously affected is very remote. Therefore, it is highlyprobable that the second MMR is operative and will continue to provide constant and valid datato the Slave FMGC.If the flight crew changes the AP in command, the Slave FMGC becomes Master, and will usethe associated, valid data from its onside MMR. This will enable the localizer and/or the glideslope capture modes to engage.Note: 1. If both APs are engaged, FMGC1 is Master. To change the Master FMGC from

FMGC1 to FMGC2, the flight crew must disengage AP1 pb by pressing the AP1 pbon the FCU.

2. If the autopilot is disengaged, and both FDs are engaged, FMGC1 is Master bydefault. It is possible to change the Master FMGC from FMGC1 to FMGC2, byengaging AP2, or disengaging FD1.

PROCEDUREIn accordance with the FCOM Standard Operating Procedures, the flight crew should closelymonitor the localizer and glide slope capture, for every ILS approach. If LOC* mode does not engage when expected, the flight crew should:

Perform the ILS interception using the LOC raw data deviations. The FD and AP can be usedin selected modes (HDG-V/S modes, or preferably TRK-FPA modes) for this purpose.


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CTV A320 FLEET OEB-28 P 5/6FCOM ← B 30 MAY 13

NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH (Cont'd)Consider changing the Master FMGC: If the AP is engaged:

Change the AP in command(If AP1+2 are engaged, change to AP2, by pressing the AP1 pb on the FCU todisengage AP1)

If the AP is disengaged, and the FDs are engaged:Turn off FD1

Then, attempt to reengage the LOC and G/S modes, by pressing the APPR pb.LOC* (G/S*) mode should engage as expected, and the ILS can then be flown in LOC and G/Smodes. However, the flight crew should disregard the approach capability on the FMA, andperform only a CAT I approach with a manual landing.Note: If it is still not possible to intercept the ILS after changing the Master FMGC, the

flight crew must perform an ILS approach using raw data. The AP/FD can be used inselected modes (HDG/VS, or preferably TRK/FPA). The flight crew should disarm theAPPR (LOC) mode(s) by setting the APPR (LOC) pb to OFF on the FCU, and thenperform a CAT I approach with a manual landing.

CORRECTIVE ACTIONThis OEB is cancelled by the installation of the MMR P/N 822-1152-122.

END OF OEB28

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CTV A320 FLEET OEB-28 P 6/6FCOM 30 MAY 13


NO SRS ENGAGEMENT DURING GOAROUND BELOW MDA

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OPERATIONS ENGINEERING BULLETINSNO SRS ENGAGEMENT DURING GO AROUND BELOW MDA



No SRS Engagement During Go Around Below MDA .......................................................................................... ANo SRS Engagement During Go Around Below MDA........................................................................................... B

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CTV A320 FLEET OEB-30 P 1/6FCOM A → 20 OCT 11


NO SRS ENGAGEMENT DURING GO AROUND BELOW MDAIdent.: OEB-30-00013524.0002001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD




Reason for issue: This OEB replaces the A320 OEB 188.One Operator reported a case where the flight crew initiated a GoAround slightly below the Minimum Descent Altitude (MDA), and theaircraft did not pitch up as expected. The flight crew performed a nonprecision approach (a VORDME approach) using the FINAL APPmanaged guidance mode with the AP1 (Autopilot) engaged during thefinal approach.This OEB is issued to provide flight crews with an operational procedureto avoid such aircraft behavior.The operational procedure provided in this OEB applies to all NonPrecision Approaches, for both conventional approaches and RNAVapproaches, flown in FINAL APP managed guidance mode.

Applicable to: All A318/A319/A320/A321 aircraft

Cancelled by: Flight Guidance (FG) "I11" standard part of FMGC S4I11 (MOD 37252),P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12 (MOD37935), P1C12 (MOD 37934).


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CTV A320 FLEET OEB-30 P 2/6FCOM ← A → 20 OCT 11


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CTV A320 FLEET OEB-30 P 3/6FCOM ← A 20 OCT 11

M Localization T DU Title DU identification DU dateOEB-30 No SRS Engagement During Go Around

Below MDA00013524.0002001 18 MAR 11

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLDOEB-30 No SRS Engagement During Go Around

Below MDA00013525.0002001 18 MAR 11

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD

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CTV A320 FLEET OEB-30 P 4/6FCOM B → 20 OCT 11

NO SRS ENGAGEMENT DURING GO AROUND BELOW MDAIdent.: OEB-30-00013525.0002001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD

EXPLANATIONNote: The following behavior does not occur when the flight crew uses lateral managed

guidance only (NAV-FPA or NAV-V/S).The following occurs when the flight crew uses the FINAL APP managed guidance mode, andengages either AP1 or FD1 (AP OFF, FMGC1 is the master):During a non-precision approach, when the aircraft is reaching MDA (MDH) minus 50 ft, or theMissed Approach Point (MAP), the FMGC automatically commands an AP/FD disconnection,in order to automatically disengage the FINAL APP managed guidance mode. After the AP/FDdisconnection, the FD engages again, either in heading-vertical speed (HDG-V/S), or track-FlightPath Angle (TRK-FPA) mode, with the current aircraft targets.If the flight crew initiates a go-around below MDA (MDH) during a short period of time(approximately 600 ms) after the AP/FD disconnection, no FMGC takes over to engage thego-around guidance modes, as expected. This is due to the fact that both FMGCs are not entirelysynchronized when the AP/FD automatically disconnects.As a result, the GA TRK lateral guidance mode and the SRS vertical guidance mode do notengage during the go-around. In addition, the FD remains in a basic guidance mode (i.e.HDG-V/S or TRK-FPA), and provides the flight crew with pitch down orders that are notappropriate.Investigation has demonstrated that if the flight crew disengages the FINAL APP managedguidance mode during the final stage of the approach, the SRS and the GA TRK guidancemodes engage as expected, when the flight crew initiates a go-around slightly below MDA(MDH).

PROCEDUREDuring a non precision approach, when using the FINAL APP managed guidance mode: At DA(DH) or MDA(MDH), or earlier in approach if visual conditions are obtained:

DISENGAGE the FINAL APP mode by pressing the APPR pushbutton on the FCU.When the flight crew presses the APPR pb in order to disengage the FINAL APP managedguidance mode, a basic vertical guidance mode, either V/S or FPA, engages.This ensures that the SRS and GA TRK guidance modes correctly engage, if the flight crewinitiates a go-around slightly below MDA (MDH).


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CTV A320 FLEET OEB-30 P 5/6FCOM ← B 20 OCT 11

NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA (Cont'd)CORRECTIVE ACTION

This OEB is cancelled by the installation of the Flight Guidance (FG) "I11" standard part ofFMGC S4I11 (MOD 37252), P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12(MOD 37935), P1C12 (MOD 37934).

END OF OEB30

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CTV A320 FLEET OEB-30 P 6/6FCOM 20 OCT 11


ERRONEOUS VERTICAL PROFILEDURING RNAV, LOC AND LOC B/C

APPROACHES

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OPERATIONS ENGINEERING BULLETINSERRONEOUS VERTICAL PROFILE DURINGRNAV, LOC AND LOC B/C APPROACHES



Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................AErroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................B

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ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHESIdent.: OEB-31-00013528.0003001 / 27 MAY 13Applicable to: PK-GLA, PK-GLC, PK-GLD




Reason for issue: Issue 02:This OEB issue 02 modifies the "Cancelled by" section and removes theelectronic link to the FCOM in the frame of the publication of the newFCOM Approach SOPs.Issue 01:This OEB replaces the A320 OEB 189.This OEB is issued to provide Operators with the operationalrecommendations to apply in cases where the flight crew performs anRNAV or a LOC or LOC Back Course (B/C) approach with the MAPlocated before the runway (RWY) threshold.This is because in such cases, the FMGC does not compute the verticalflight path correctly. As a result, it may cause the aircraft, when flown inmanaged vertical guidance, during an RNAV approach, to fly a verticalflight path lower than the published one on the approach procedurechart.This anomaly also applies to the vertical deviation indication symbol,VDEV.These recommendations were originally published in FCOM StandardOperating Procedures. Due to the fact that more and more RNAVprocedures are being published in the Instrument Approach Procedures(lAP), Airbus found it necessary to publish this OEB in order to highlightthese recommendations.

Applicable to: All A320 family aircraft fitted with the Honeywell FMS.

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Cancelled by: Honeywell FMS2 "Release 1A" Standard (MOD 38778 on CFM aircraft,or MOD 38779 on IAE/PW aircraft).



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M Localization T DU Title DU identification DU dateOEB-31 Erroneous Vertical Profile During RNAV,

LOC and LOC B/C Approaches00013528.0003001 27 MAY 13

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLDOEB-31 Erroneous Vertical Profile During RNAV,

LOC and LOC B/C Approaches00013529.0003001 27 MAY 13

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD

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ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHESIdent.: OEB-31-00013529.0003001 / 27 MAY 13Applicable to: PK-GLA, PK-GLC, PK-GLD

EXPLANATIONWhen the FMGC identifies an lAP that is labelled as RNAV in the navigation database, and thatis labelled as RNV on the MCDU, it builds the final approach vertical flight path assuming thatthere is an altitude constraint at the MAP equal to the runway threshold elevation plus 50 ft.As a result, when the MAP is located before the runway (RWY) threshold, the FMGC computesan erroneous vertical flight path for the final approach, an erroneous crossing altitude at theMAP, and displays an erroneous vertical deviation indication (VDEV symbol) on the PFD, whenflying the approach. This VDEV anomaly also applies to the LOC and LOC B/C approaches withthe MAP located before the runway (RWY) threshold.

Therefore, for RNAV approaches, when the MAP is located before the runway threshold, theflight crew cannot use flight guidance in FINAL APP mode, and they must disregard the VDEVsymbol.The flight crew must fly the LOC and LOC B/C approaches in selected vertical guidance mode(FPA or V/S mode), and they must disregard the vertical deviation symbol (VDEV).


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ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES (Cont'd)Note that approaches labelled as "GPS" on the MCDU are not affected and can be flown inFINAL APP mode regardless of the MAP position.

PROCEDUREFOR RNAV APPROACHES

For any approach labelled as RNV on MCDU:VERIFY on the approach chart and on the MCDU that the MAP is at the runway thresholdOn the MCDU F-PLN page, if the last waypoint of the active F-PLN, displayed in green, isidentified as a runway (e.g. LFB032L), it means that the runway threshold is the MAP. If the MAP is located at the runway (RWY) threshold:

Use of the vertical managed guidance mode (FINAL APP) is possible If the MAP is not located at the runway (RWY) threshold:

DO NOT USE vertical managed guidance (FINAL APP)USE NAV mode for lateral guidanceUSE SELECTED vertical guidance mode only (FPA is recommended)DISREGARD the VDEV symbol, and crosscheck the final descent using altitude versusdistance to the MAP.

Note: Approaches labelled as "GPS" on the MCDU can be flown in FINAL APP mode,regardless of the MAP position.

FOR LOC, OR LOC BACK COURSE (B/C) APPROACHESCHECK the position of the MAP on the approach chart If the MAP is located at the runway (RWY) threshold:

VDEV symbol can be used to assist the flight crew in flying the vertical flight path inselected mode.

If the MAP is located before the runway (RWY) threshold:DISREGARD the VDEV symbol, and crosscheck the final descent using the altitudeversus the distance to the MAP.

END OF OEB31

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NO SRS ENGAGEMENT DURING GOAROUND IN THE CASE OF EPR MODE

FAULT

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OPERATIONS ENGINEERING BULLETINSNO SRS ENGAGEMENT DURING GO

AROUND IN THE CASE OF EPR MODE FAULTPRELIMINARY PAGES - TABLE OF CONTENTS

CTV A320 FLEET OEB-36-PLP-TOC P 1/2FCOM 28 AUG 13

No SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................ANo SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................B

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AROUND IN THE CASE OF EPR MODE FAULTPRELIMINARY PAGES - TABLE OF CONTENTS


CTV A320 FLEET OEB-36-PLP-TOC P 2/2FCOM 28 AUG 13

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AROUND IN THE CASE OF EPR MODE FAULT

CTV A320 FLEET OEB-36 P 1/6FCOM A → 28 AUG 13


NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULTIdent.: OEB-36-00013566.0003001 / 28 AUG 13Applicable to: PK-GLE, PK-GLF, PK-GLJ




Reason for issue: Issue2:This OEB is reissued to.complete the "Cancelled by:" and the"CORRECTIVE ACTION" sections with the relevant MOD and AirbusSB references.Issue1:This OEB replaces the A320 OEB 199.One operator reported a case where, at takeoff, the Speed ReferenceSystem (SRS) mode did not engage, as expected while setting takeoffthrust. The aircraft was dispatched in N1 rated control mode (EPRcontrol mode inoperative).Investigation has shown that similar misbehavior also applies in thecase of go-around with EPR control mode inoperative.This OEB is issued to provide flight crews with an operational procedurein the case of a go-around with EPR control mode inoperative (EPRcontrol mode failure in flight).

Applicable to: All A320 family aircraft fitted with IAE engines and Flight Guidance (FG)"I9" (Thales/GE, MOD 34076) "I10" (Honeywell, MOD 35526) standardand subsequent.

Cancelled by: Flight Guidance (FG) "I11 A" standard (Thales/GE, MOD 151693,Airbus SB A320-22-1345, or Honeywell, MOD 151692, AirbusSB: TBD), "I12" standard (Thales/GE, MOD 152968, Airbus SBA320-22-1380, or Honeywell, MOD152967, Airbus SB A320-22-1379) or

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CTV A320 FLEET OEB-36 P 2/6FCOM ← A → 28 AUG 13

"PI12" standard (Thales/GE, MOD 155032, Airbus SB A320-22-1444, orHoneywell, MOD 154192, Airbus SB A320-22-1441)



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CTV A320 FLEET OEB-36 P 3/6FCOM ← A 28 AUG 13

M Localization T DU Title DU identification DU dateR OEB-36 No SRS Engagement During Go Around

in the Case of EPR Mode Fault00013566.0003001 28 AUG 13

Criteria: 22-1203, IAE, P8015, P8486, P9126Applicable to: PK-GLE, PK-GLF, PK-GLJOEB-36 No SRS Engagement During Go Around

in the Case of EPR Mode Fault00013568.0003001 28 AUG 13

Criteria: 22-1203, IAE, P8015, P8486, P9126Applicable to: PK-GLE, PK-GLF, PK-GLJ

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CTV A320 FLEET OEB-36 P 4/6FCOM B → 28 AUG 13

NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULTIdent.: OEB-36-00013568.0003001 / 28 AUG 13Applicable to: PK-GLE, PK-GLF, PK-GLJ

EXPLANATIONThe following occurs in case of go-around when engines are in N1 control mode (EPR controlmode inoperative).If the flight crew initiates a go-around, go-around modes do not engage and the FMS does notengage the GO AROUND phase, as expected. The Flight Director (FD) does not engage ingo-around mode but either remains in current mode or reverts in basic guidance mode (i.e.V/S-HDG or FPA-TRK).Consequently FD crossbars provide the flight crew with inappropriate pitch down orders.If the FD is OFF (or the Flight Path Vector is used) the FD crossbars will not automaticallyengage (even with the automatic FD crossbars engagement during go-around).If initially engaged, Auto Pilot(s) (APs) disengages.As a consequence the flight crew will have to perform a manual go-around and simultaneously todisengage the FD (if previously engaged). Afterwards APs and FDs can be reengaged.The landing capability is limited to CAT 1.

PROCEDUREIn the case of go-around with EPR control mode inoperative, perform a manual go-around withno FD:Maximum landing capability is CAT 1.Note: To perform a manual go-around with no FD, the PF simultaneously announces her/his

intention, disengages the AP, applies TOGA and initiates the rotation.GO-AROUND............................................................................................................... ANNOUNCEAP (if engaged)......................................................................................................................... OFFBOTH FDs (if engaged)............................................................................................................ OFFAction performed by the PNF on PF request.THRUST LEVERS..................................................................................................................TOGAROTATION................................................................................................................15 °OF PITCHRotate to 12.5 ° in case of engine failure.FLAPS..........................................................................................................RETRACT ONE STEPPOSITIVE CLIMB.........................................................................................................ANNOUNCELDG GEAR UP....................................................................................................................ORDERLDG GEAR...................................................................................................................SELECT UP


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CTV A320 FLEET OEB-36 P 5/6FCOM ← B → 28 AUG 13

NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd)Adjust pitch to maintain VAPP When appropriate:

Set both FDs to ON (basic guidance modes engage)Engage OP CLB and select appropriate speed and lateral modeAP use as required

When reaching thrust reduction altitude:Set both thrust levers to CL detent

When reaching acceleration altitude:Resume normal acceleration and climb procedures.

Note: CLB or LVR CLB will not flash on the FMA as the A/THR is not available. The FMSdoes not engage the GO AROUND phase.

OEB REMINDERFor aircraft that have the OEB reminder function activated, the ENG 1(2) EPR MODE FAULT ECAM caution procedure and status may be flagged.If the ENG 1(2) EPR MODE FAULT ECAM caution procedure is flagged, the ECAM will displaythe FOR STS REFER TO QRH line or FOR STS REFER TO OEB line (depending on FlightWarning Computer (FWC) standard) instead of the status itself.To flag the procedure and the status that corresponds to the ENG 1(2) EPR MODE FAULT ECAM caution, the following code must be entered in the FWC OEB database:

CODE WARN STSENG 1 EPR MODE FAULT77/11/186/126

N Y

ENG 2 EPR MODE FAULT77/11/187/127

N Y

CORRECTIVE ACTIONThe embodiment of one of the following FG standards cancels the need for this OEB.‐ Flight Guidance (FG) "I11A"

• Thales/GE, MOD 151693, Airbus SB A320 22-1345, or• Honeywell, MOD 151692, Airbus SB: TBD

‐ Flight Guidance (FG) "I12"• Thales/GE, MOD 152968, Airbus SB A320 22-1380, or


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CTV A320 FLEET OEB-36 P 6/6FCOM ← B 28 AUG 13

NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd)• Honeywell, MOD 152967, Airbus SB: A320-22-1379

‐ Flight Guidance (FG) "PI12"• Thales/GE, MOD 155032, Airbus SB A320-22-1444, or• Honeywell, MOD 154192, Airbus SB: A320-22-1441.

END OF OEB36


ERRONEOUS RADIO ALTIMETER HEIGHTINDICATION

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OPERATIONS ENGINEERING BULLETINSERRONEOUS RADIO ALTIMETER HEIGHT INDICATION


CTV A320 FLEET OEB-38-PLP-TOC P 1/2FCOM 19 JUL 11

Erroneous Radio Altimeter Height Indication.......................................................................................................... A Erroneous Radio Altimeter Height Indication ........................................................................................ B

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RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB

CTV A320 FLEET OEB-38 P 1/6FCOM A → 19 JUL 11


ERRONEOUS RADIO ALTIMETER HEIGHT INDICATIONIdent.: OEB-38-00013580.0001001 / 18 MAR 11Applicable to: ALL


- This OEB covers a significant operational issue. Non-compliance with this OEB should havea significant impact on the safe operations of the aircraft. The Operators shall distribute itscontent to all flight crews without delay. An extract of this OEB is provided for insertion in theQRH.

- In addition, it is recommended that all Operators rapidly incorporate applicable correctiveService Bulletins as soon as they become available.

Reason for issue: This OEB replaces the A320 OEB 201In follow-up to questions received from several Operators, theobjective of this OEB is to remind Operators of the possibleoperational consequences of an erroneous Radio Altimeter (RA)height indication:In addition this OEB is issued to:‐ Highlight that during ILS (or MLS, GLS) approach with AP

engaged, in the event of an unexpected early THR IDLE andFLARE modes engagement, the flight crew must immediatelyreact to prevent the angle-of-attack from increasing.

‐ Provide explanation of erroneous RA height indication effects onAuto Flight System (AFS) and flight control law.

Applicable to: All A318/A319/A320/A321 operators

Cancelled by: TBD

Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions forinterchangeability of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls anyequipment affected by this OEB, it is the Operator's responsibility to ensure that the recommendations given in thisOEB are applied again for the applicable aircraft.

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CTV A320 FLEET OEB-38 P 2/6FCOM ← A → 19 JUL 11

Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmittechnical and procedural information. They are distributed to all FCOM holders and to otherswho need advice of changes to operational information.The information in the OEB is recommended by Airbus, but may not be approved byAirworthiness Authorities. If the procedures contained in this OEB differ from the procedures inthe AFM, the AFM remains the reference.

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CTV A320 FLEET OEB-38 P 3/6FCOM ← A 19 JUL 11

M Localization T DU Title DU identification DU dateOEB-38 Erroneous Radio Altimeter Height

Indication00013580.0001001 18 MAR 11

Criteria: SAApplicable to: ALLOEB-38 Erroneous Radio Altimeter Height

Indication00013582.0001001 18 MAR 11

Criteria: SAApplicable to: ALL

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CTV A320 FLEET OEB-38 P 4/6FCOM B → 19 JUL 11

ERRONEOUS RADIO ALTIMETER HEIGHT INDICATIONIdent.: OEB-38-00013582.0001001 / 18 MAR 11Applicable to: ALL

EXPLANATIONIf an RA transmits erroneous height indication, this may have any of the following effects onaircraft systems depending on the flight phase. However, these effects may not necessarilyoccur in every case of an erroneous RA height indication.On the Primary Flight Display (PFD):‐ The RA height indication (possibly negative) is frozen and appears in either amber or green

depending on the height‐ Discrepancy between both PFDs (RA indications, FD orders, and if both AP engaged, PFD

FMAs)On the System Display (SD):‐ A pulsing Cabin Differential Pressure Advisory appears on CAB PRESS page (No

consequence on cabin pressure)Warnings / Callouts:‐ Untimely Terrain Awareness and Warning System (TAWS) alerts‐ Untimely or absence of “RETARD” callout‐ Untimely L/G GEAR NOT DOWN ECAM warning‐ Absence or interruption of RA automatic callout (height announcement)‐ Activation of AUTOLAND light warning light in ILS (or MLS, GLS) approach (Refer to FCOM

DSC 22_30 - Auto Flight - Flight Guidance) with AP engaged in LAND or FLARE modewhen:• One RA height goes below 200 ft and• The difference between both RA height indications is greater than 15 ft.

Note: There is no ECAM message or audio warning in association to the AUTOLANDwarning light. The AUTOLAND warning can be triggered even if AUTOLAND isnot planned.

Auto Flight System mode changes (indicated on FMA):‐ NAV mode engagement not possible after take off‐ During an ILS (or MLS, GLS) approach, and depending on the engaged Flight Guidance

(FG) modes, the consequences may be:Continued on the following page

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CTV A320 FLEET OEB-38 P 5/6FCOM ← B → 19 JUL 11

ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)

• Untimely/early engagement of the LAND / FLARE / THR IDLE modes if the RA heightused by the FG is erroneous and lower than the real height.Note: During ILS (or MLS, GLS) approach with AP and A/THR engaged, THR IDLE

(RETARD) mode untimely engagement will be associated with an initial pitchattitude increase due to FLARE mode engagement.

• In AUTOLAND, the LAND / FLARE / THR IDLE modes will not engage, if the RA heightused by the FG is erroneous and higher than the real height.

• In case of Go-Around and if the RA is still frozen at a very low height indication:▪ SRS and GA TRK modes engage▪ NAV, HDG or TRK lateral modes cannot be selected▪ LVR CLB will not be displayed on the FMA at THR RED ALT▪ ALT* and ALT will not engage at FCU altitude.Disconnecting AP and resetting both FDs enable to recover basic mode (HDG and V/S).

During an ILS (or MLS, GLS) approach with AP engaged, if an erroneous and very low RAheight indication occurs, THR IDLE and FLARE modes may engage early with the followingconsequences:‐ In CONF FULL, the High Angle of Attack protection is not available. As a consequence

the autopilot will not automatically disconnect at α prot +1 °. If the flight crew does notimmediately react, the angle-of-attack will increase and may reach the stall value.

‐ In configurations other than CONF FULL, the High Angle of Attack autopilot disconnection isavailable. The autopilot will automatically disconnect at α prot +1 °.

‐ Loss of ALPHA FLOOR.‐ The LOW ENERGY AUDIO WARNING – “SPEED SPEED SPEED” - remains available. In

case of activation of LOW ENERGY AUDIO WARNING, the flight crew must react as perprocedure (QRH ABN 22.2).

‐ In CONF FULL, the auto-trim function is inhibited.‐ In manual flight or after AP disconnection, significant longitudinal sidestick input may be

required.PROCEDURE

During all phases of flight, the flight crew must monitor and crosscheck all primary flightparameters and FMA indications.


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CTV A320 FLEET OEB-38 P 6/6FCOM ← B 19 JUL 11

ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)

During ILS (or MLS, GLS) approach with AP engaged, in the event of an unexpected earlyTHR IDLE and FLARE modes engagement, the flight crew must immediately react as follows:‐ Immediately perform an automatic Go-Around (Thrust Levers set to TOGA),

OR‐ Immediately disconnect the AP,

‐ Then continue the landing using raw data or visual references (FDs set to OFF),OR

‐ Perform a manual Go-Around (Thrust Levers set to TOGA). Significant longitudinalsidestick input may be required.

Note: 1. If the flight crew does not immediately react, the angle-of-attack will increase andmay reach the stall value.

2. In case of Go-Around and if the RA is still frozen at a very low height indication:‐ SRS and GA TRK modes engage‐ NAV, HDG or TRK lateral modes cannot be selected‐ LVR CLB will not be displayed on the FMA at THR RED ALT‐ ALT* and ALT will not engage at FCU altitudeDisconnecting AP and resetting both FDs enable to recover basic modes (HDGand V/S).

3. In CONF FULL, the auto-trim function is inhibited. Retracting one step enable torecover the auto-trim function.

For all the others events that may occur during approach, there is no change in the proceduresor in the recommended flight crew reactions.Flight crews must report, in the technical logbook, any of the above-listed consequences oferroneous RA height.

CORRECTIVE ACTIONAirbus is currently investigating to find the permanent fixes that will cancel the need for thisOEB.

END OF OEB38


AIR ENG 1(2) BLEED ABNORMAL PR ORAIR ENG 1(2) BLEED FAULT

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OPERATIONS ENGINEERING BULLETINSAIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT



AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT.............................................................AAIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT.............................................................B

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AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULTIdent.: OEB-40-00013607.0001001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ




Reason for issue: This OEB replaces the A320 OEB 203.Subsequent to several dual bleed loss cases reported by Operators,Airbus decided to develop different technical solutions to improve therobustness of the bleed system. These technical solutions, althoughsignificantly reducing the number of dual bleed loss occurrences, cannotfully avoid such occurrences.Therefore, this OEB is published in order to provide all SA Operatorswith operational procedures aiming at further reducing the numberof dual bleed loss occurrences, whatever the bleed system solutioninstalled.

Applicable to: All A320 family aircraft.

Cancelled by: FWC Standard H2-F6 (MOD 151269)


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M Localization T DU Title DU identification DU dateOEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or

AIR ENG 1(2) BLEED FAULT00013607.0001001 18 MAR 11

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJOEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or

AIR ENG 1(2) BLEED FAULT00013608.0001001 18 MAR 11

Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ

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AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULTIdent.: OEB-40-00013608.0001001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ

EXPLANATIONIn case of AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT ECAMcautions, the current associated ECAM procedures, ask to open the crossbleed valve in orderto supply both Packs (or one Pack and the Wing Anti-Ice system) with the remaining enginebleed. This leads to an increase in air demand on the remaining engine bleed. On ageing bleedequipment or due to undetected failure, the remaining bleed may not succeed in sustaining thisincrease in air demand. In that case, it can result in an overheat of the remaining engine bleedand subsequent loss of the entire engine bleed system, leading to possible emergency descents.The purpose of this OEB is, therefore, to prevent from the loss of the remaining engine bleed byreducing the bleed air demand, when the first engine bleed has been already lost.

PROCEDUREApply the corresponding procedures if one of the following ECAM caution is triggered:‐ AIR ENG 1(2) BLEED ABNORMAL PR‐ AIR ENG 1(2) BLEED FAULT

AIR ENG 1(2) BLEED ABNORMAL PR If Wing Anti-Ice is OFF

PACK FLOW....................................................................................................LO (A319/A320)ECON FLOW............................................................................................................ ON (A321)AFT CARGO HOT AIR (if installed)................................................................................... OFFX BLEED..........................................................................................................................OPENBLEED page....................................................................................... SELECT and MONITOR If the precooler outlet temperature of the remaining bleed exceeds 240 °C within

2 min after X BLEED valve opening:PACK (on the first affected bleed side)....................................................................... OFFNote: If Wing Anti-Ice is required (icing conditions) while operating with one PACK,

consider switching OFF the remaining pack, if aircraft's altitude permits. If Wing Anti-Ice is ON

If both PACKS are ONPACK (affected bleed side)..........................................................................................OFF

X BLEED..........................................................................................................................OPENContinued on the following page

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CTV A320 FLEET OEB-40 P 5/6FCOM ← B → 30 MAY 12

AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)BLEED Page.......................................................................................SELECT and MONITOR If the precooler outlet temperature of the remaining bleed exceeds 240 °C within

2 min after X BLEED valve opening:BLEED AIR DEMAND..........................................................................................REDUCEConsider reducing the bleed air demand, by, depending on the flight conditions:‐ Switching OFF the remaining pack (if aircraft's altitude permits), or‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions).

AIR ENG 1(2) BLEED FAULTENG BLEED affected................................................................................................................OFF If Wing Anti-Ice is OFF

PACK FLOW....................................................................................................LO (A319/A320)ECON FLOW............................................................................................................ ON (A321)AFT CARGO HOT AIR (if installed)................................................................................... OFFX BLEED..........................................................................................................................OPENBLEED Page.......................................................................................SELECT and MONITOR If the precooler outlet temperature of the remaining bleed exceeds 240 °C within

2 min after X BLEED valve opening:PACK (on the first affected bleed side)....................................................................... OFFNote: If Wing Anti-Ice is required (icing conditions) while operating with one PACK,

consider switching OFF the remaining pack, if aircraft's altitude permits. If Wing Anti-Ice is ON

If both PACKS are ONPACK (affected bleed side)..........................................................................................OFF

X BLEED..........................................................................................................................OPENBLEED Page.......................................................................................SELECT and MONITOR If the precooler outlet temperature of the remaining bleed exceeds 240 °C within

2 min after X BLEED valve opening:BLEED AIR DEMAND..........................................................................................REDUCEConsider reducing the bleed air demand, by, depending on the flight conditions:‐ Switching OFF the remaining pack (if aircraft's altitude permits), or‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions).


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AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)OEB REMINDER

For aircraft that have the OEB reminder function activated, the AIR ENG 1(2) BLEEDABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure and status maybe flagged.If the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautionsprocedure are flagged, the ECAM will display the REFER TO QRH PROC line or REFER TOQRH/OEB PROC line (depending on Flight Warning Computer (FWC) standard) instead of theprocedure itself.To flag the procedure and the status that corresponds to the AIR ENG 1(2) BLEED ABNORMALPR and AIR ENG 1(2) BLEED FAULT ECAM cautions, the following code must be entered in theFWC OEB database:

CODE WARN STSAIR ENG 1 BLEED ABNORMAL PR36/11/150/081

Y N

AIR ENG 2 BLEED ABNORMAL PR36/11/160/083

Y N

AIR ENG 1 BLEED FAULT36/21/010/075

Y N

AIR ENG 2 BLEED FAULT36/21/020/077

Y N

CORRECTIVE ACTIONThe embodiment of FWC Standard H2-F6 (MOD 151269) cancels the need for this OEB.

END OF OEB40


ERRONEOUS ALTERNATE FUELPREDICTIONS UPON MODIFICATION OF

A COMPANY ROUTE IN THE ALTERNATEFLIGHT PLAN

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OPERATIONS ENGINEERING BULLETINSERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION

OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLANPRELIMINARY PAGES - TABLE OF CONTENTS


Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... AErroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... B

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OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLANPRELIMINARY PAGES - TABLE OF CONTENTS



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OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN



ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATIONOF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN

Ident.: OEB-41-00013609.0001001 / 08 OCT 12Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY




Reason for issue: Issue 2:This OEB is reissued to enhance the display of the MCDU FUEL PREDpage (without technical change).The objective is to address format standardization and enhancedreadability.Issue 1:This OEB replaces the A320 OEB 204.This OEB is issued to inform the operators of the following: Erroneousalternate (ALTN) fuel predictions are experienced when the flight crewmodifies a company route (CO RTE) previously inserted in the alternateFlight Plan (F-PLN).This OEB provides an explanation and operational recommendations incase of erroneous ALTN fuel predictions.

Applicable to: Aircraft with Honeywell FMGC Release 1A "H2" (MOD 38778, AirbusSB A320 22-1269 and MOD 38779, Airbus SB A320 22-1270)

Cancelled by: Future Honeywell Standard MOD/Airbus SB to be determined later.


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M Localization T DU Title DU identification DU dateOEB-41 Erroneous Alternate Fuel Predictions

Upon Modification of a Company Routein the Alternate Flight Plan

00013609.0001001 08 OCT 12

Criteria: 22-1269, 22-1270, P10762Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU,PK-GLX, PK-GLYOEB-41 Erroneous Alternate Fuel Predictions

Upon Modification of a Company Routein the Alternate Flight Plan

00013610.0001001 08 OCT 12

Criteria: 22-1269, 22-1270, P10762Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU,PK-GLX, PK-GLY

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ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATIONOF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN

Ident.: OEB-41-00013610.0001001 / 08 OCT 12Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

EXPLANATIONWhen the flight crew modifies the CO RTE in the ALTN F-PLN, the FMS no longer computes theALTN fuel predictions (refer to the below illustration).This CO RTE could be extracted from the Navigation database or stored by the flight crew.The modification of the CO RTE by the flight crew could be for example an entry of a departureor an arrival procedure.

The consequences of the CO RTE modification are:‐ The fuel predictions are set to zero for the ALTN (solid circles) on FUEL PRED page (also on

INIT FUEL PRED if done on ground)This condition is sufficient to apply the operational recommendations provided in the"PROCEDURE" paragraph.

‐ The Estimated Fuel On Board (EFOB) and the predicted UTC (solid circles) at ALTNdestination becomes equal to the EFOB and the UTC at the Primary Destination

‐ If the ALTN fuel and the MIN DEST FOB values on FUEL PRED page are both at their defaultvalue (i.e. have not been modified by the crew), the MIN DEST FOB (solid circle) becomeserroneous (equal to FINAL instead of FINAL+ ALTN). Therefore, the MCDU scratchpadmessage "DEST EFOB BELOW MIN", is no longer triggered on the expected threshold

‐ If the flight crew had entered a value for the ALTN fuel, the entry is correctly used (but no moremodifiable unless a new ALTN is entered)


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ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATIONOF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN (Cont'd)

‐ If the flight crew had manually entered the MIN DEST FOB value on FUEL PRED page (butnot the ALTN fuel value), then the message "CHECK MIN DEST FOB" is no longer triggeredat the correct threshold

However, the new ALTN F-PLN is correctly displayed on the F-PLN page, the Navigation Display(ND) and the INIT page correctly shows the ALTN identifier.Note: The EFOB of the primary destination remains correctly computed (dashed circle).The reason for the anomaly is that when the ALTN CO RTE is modified, the FMS erroneouslyassumes there is no alternate F-PLN anymore for the fuel predictions. An additional modificationof the ALTN F-PLN enables to recover correct ALTN fuel predictions.

PROCEDUREThis procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuelpredictions erroneously set to zero further to a modification of this ALTN F-PLN:ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), tostart a new computation of ALTN fuel predictionsMaintain or delete the entered waypoint at convenienceCheck the ALTN fuel predictions are correct

CORRECTIVE ACTIONA future Honeywell FMS standard, will cancel this OEB (MOD and Airbus SB to be determinedlater).

END OF OEB41

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INCORRECT VERTICAL PROFILEDURING NON PRECISION APPROACHES

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OPERATIONS ENGINEERING BULLETINSINCORRECT VERTICAL PROFILE

DURING NON PRECISION APPROACHESPRELIMINARY PAGES - TABLE OF CONTENTS


Incorrect Vertical Profile During Non Precision Approaches...................................................................................AIncorrect Vertical Profile During Non Precision Approaches...................................................................................B

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DURING NON PRECISION APPROACHESPRELIMINARY PAGES - TABLE OF CONTENTS



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DURING NON PRECISION APPROACHES

CTV A320 FLEET OEB-42 P 1/8FCOM A → 26 JUL 13


INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHESIdent.: OEB-42-00013611.0001001 / 23 JUL 13Applicable to: PK-GLG, PK-GLJ




Reason for issue: Issue 02:This OEB is reissued in order to provide the cancellation criteria.Issue 01:This OEB replaces the A320 OEB 205.This OEB is issued to provide the operators with the operationalrecommendations to apply when the flight crew performs a NonPrecision Approach (NPA) with two or more Flight Path Angle (FPA)coded in the Navigation DataBase (NDB).

Applicable to: All A318/A319/A320/A321 aircraft with Thales/GE FMS 2 (Rev 2+ "S4",Release 1A "S5" and "S6")

Cancelled by: Thales/GE FMS 2 Release 1A (R1A) "S7" standard



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CTV A320 FLEET OEB-42 P 2/8FCOM ← A 26 JUL 13

M Localization T DU Title DU identification DU dateOEB-42 Incorrect Vertical Profile During Non

Precision Approaches00013611.0001001 23 JUL 13

Criteria: 22-1263, P7372Applicable to: PK-GLG, PK-GLJOEB-42 Incorrect Vertical Profile During Non

Precision Approaches00013612.0001001 23 JUL 13

Criteria: 22-1263, P7372Applicable to: PK-GLG, PK-GLJ

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CTV A320 FLEET OEB-42 P 3/8FCOM B → 26 JUL 13

INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHESIdent.: OEB-42-00013612.0001001 / 23 JUL 13Applicable to: PK-GLG, PK-GLJ

EXPLANATIONBACKGROUND

The FMS computes the vertical profile of the final approach backwards from an anchor pointthat is the Missed Approach Point (MAP), the Runway threshold (RWY) or the Final End Point(FEP). The FMS adapts its vertical profile to take into account for each waypoint, the followingNavigation DataBase data:‐ FPAs‐ Altitude constraints.Note: The OEB scenario can impact RNP AR procedures. However, the mandatory

preliminary validation of such procedures enables operators to detect themisbehaviour in advance. It is then possible for operators to ask for a new coding ofthe approach.

Note: The use of FLS is not affected as the computation of the FLS beam is not impacted.DESCRIPTION OF THE MISBEHAVIOUR

When the theoretical altitude of the FAF, based on the FPA coded on the anchor point (called“FPA-based altitude” in this document), is higher than or equal to the FAF altitude constraint,the FMS erroneously disregards the FPA coded on the FAF.

As a result, the vertical profile before the FAF may erroneously consist in:‐ A descent segment (not respecting the coded FPA), followed by‐ A level off at the altitude constraint coded at the FAF.


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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)Note that this altitude constraint at the FAF should always respect the Minimum ObstacleClearance (MOC) altitude.See the below illustration (example):

Approach chart


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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)Aircraft trajectory


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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)MCDU example

LIST OF IMPACTED APPROACHESThe Flight Operations/Engineering department of operators can identify the potentiallyimpacted NPAs with the help of:‐ A list established by Airbus, or‐ With a Navigation DataBase reading tool.For this second solution, they have to extract from the Navigation DataBase all NPAs havingboth:‐ AT OR ABOVE altitude constraint coded at the FAF‐ A FPA coded on the FAF (i.e. intended for the leg preceding the FAF).When a list of potentially impacted procedures is established, the operator can also study eachprocedure to check whether the actual FMS vertical profile is acceptable.This check can be performed in a simulator or with an aircraft when the weather conditionsare VMC (Visual Meteorological Conditions). This check enables to establish a list of impactedNPAs.


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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)PROCEDURE

The following procedure only applies for flight crew. If the operator has established a list of impacted NPAs, updated with the current

Navigation DataBase cycle:When preparing a NPA, the flight crew must check if the procedure is in the list or not: If the procedure is not in the list (i.e. not impacted):

There is no restriction on the use of managed lateral and vertical guidance. If the procedure is in the list (i.e. impacted):

USE SELECTED vertical guidance (FPA) mode onlyDO NOT USE vertical managed guidance (FINAL APP)DISREGARD the VDEV symbol

If the operator has not established a list of impacted NPAs, or if the list is not updatedwith the current Navigation DataBase cycle:The flight crew must check if the procedure contains (refer to the MCDU example):‐ Two or more FPA between the descent point and the MAP/RWY/FEP and‐ An AT OR ABOVE altitude constraint coded at the FAF If the above coding is not used in the procedure,

There is no restriction on the use of managed lateral and vertical guidance. If the above coding is used in the procedure:

USE SELECTED vertical guidance (FPA) mode onlyDO NOT USE vertical managed guidance (FINAL APP)DISREGARD the VDEV symbol

Note: 1. On an impacted NPA, NAV mode may still be used for lateral guidance.2. For an impacted RNAV approach, the flight crew must not use the LNAV/VNAV

minimum.In all cases, the flight crew should check the approach procedure through the MCDU (Referto FCOM - Procedure - Normal Procedures - Standard Operating Procedures - DescentPreparation). If during the approach, the aircraft does not follow the published vertical profile, theflight crew should revert into selected vertical guidance mode.


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CTV A320 FLEET OEB-42 P 8/8FCOM ← B 26 JUL 13

INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)CORRECTIVE ACTION

The Thales/GE FMS 2 R1A “S7” standard cancels this OEB (MOD 154301 or, 154302 or,155031 or, 155032 and Airbus SB 22-1442 or, 22-1444).

END OF OEB42


F/CTL SPOILER FAULT

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OPERATIONS ENGINEERING BULLETINSF/CTL SPOILER FAULT



F/CTL SPOILER FAULT..........................................................................................................................................AF/CTL SPOILER FAULT..........................................................................................................................................B

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F/CTL SPOILER FAULTIdent.: OEB-43-00013694.0001001 / 21 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

- This OEB covers a significant operational issue. Non-compliance with this OEB should have a

significant impact on the operations of the aircraft. The Operators shall distribute its content to allflight crews without delay. An extract of this OEB is provided for insertion in the QRH.


Reason for issue: This OEB replaces the A320 OEB 208.‐ Several cases of spoiler runaway occurring in flight have been

reported. During these events, the failed spoiler remained in the fulldeflected position for the remaining of the flight. The purpose of thisOEB is to inform operators about the operational impact of such afailure and to provide the associated operational procedure.

‐ Following flight test, this OEB is revised to modify the procedure partof this OEB and to give the corrective action that cancel the need forthis OEB.

‐ This OEB is revised to take into account the publication of In-FlightLanding Distances (QRH FPE-IFL).

Applicable to: All A318/A319/A320/A321 Aircrafts.

Cancelled by: H2F7 FWC Standard


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M Localization T DU Title DU identification DU dateOEB-43 F/CTL SPOILER FAULT 00013694.0001001 21 MAY 12Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK,PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLUOEB-43 F/CTL SPOILER FAULT 00013696.0001001 21 MAY 12Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK,PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

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F/CTL SPOILER FAULTIdent.: OEB-43-00013696.0001001 / 21 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

EXPLANATIONInvestigations have shown that the root cause of these events is the deterioration of an O-ringseal in the spoiler's servo-valve. This deterioration allows high hydraulic pressure to go in theextension piston chamber leading to an uncontrolled spoiler deflection in full position.In most of cases, the autopilot has not enough authority to counteract the roll induced by spoilerrunaway. Therefore, the autopilot disconnects and the flight crew takes over to recover wing levelin normal law.When this issue occurs, the F/CTL SPLR FAULT ECAM caution triggers and the F/CTL S/Dpage shows an amber deflected arrow on the failed spoiler. This information does not, however,enable the flight crew to determine whether the faulty spoiler is partially or fully deflected.AIRBUS recommendations assume that if the F/CTL SPLR FAULT ECAM caution triggers,along with at least one amber deflected spoiler arrow displayed on the F/CTL S/D page, thespoiler is supposed to be fully deflected.

PROCEDURE If F/CTL SPLR FAULT is triggered

F/CTL S/D page............................................................................................................ CHECKThe flight crew should check the spoiler position on the F/CTL System Display page. If all amber spoilers are indicated retracted:

Loss of one or more spoilers in the retracted position. In such a case, the flight crewmust apply the following operational procedure that reflects the F/CTL SPLR FAULTECAM caution.


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CTV A320 FLEET OEB-43 P 5/6FCOM ← B → 30 MAY 13

F/CTL SPOILER FAULT (Cont'd)

If at least one spoiler is indicated deflected in amber, apply the followingprocedure:

F/CTL SPLR FAULT

AP................................................................................................................................. OFFDepending on the failed spoiler position, the AP may not have enough authority tocounteract the roll induced by spoiler runaway.SPEED................................................................................................................ GDOT+10Whenever possible, target green dot speed +10 kt to minimize fuel consumption.However, if buffet is encountered at GDOT speed +10 kt, increase speed to fly out ofbuffet condition.CRUISE ALTITUDE....................................................................................AS REQUIREDCurrent Flight Level (FL) may not be maintained due to increased drag. Maintain a cruiseFL as high as possible.FUEL CONSUMPTION INCREASEDFMS FUEL PRED.......................................................................................... DISREGARDFUEL CONSUMPTION...................................................................................DETERMINEDIVERSION...................................................................................................... CONSIDERAPPR PROC


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F/CTL SPOILER FAULT (Cont'd)In clean configuration, if VLS is above VFENEXT, the flight crew should deselect A/THR,decelerate to VFENEXT, and select CONF 1 when below VFENEXT. When established atCONF 1, the flight crew can reengage the A/THR and use managed speed again.FOR LDG........................................................................................................USE FLAP 3GPWS LDG FLAP 3...................................................................................................... ONLANDING PERFORMANCE ASSESSMENT.................................................... PERFORMFor Landing Performance assessment refer to QRH FPE-IFL

OEB REMINDERFor aircraft that have the OEB Reminder Function activated, the F/CTL SPLR FAULT ECAMcaution procedure and status may be flagged.If the F/CTL SPLR FAULT ECAM caution procedure is flagged, the ECAM will display the"REFER TO QRH PROC" line or "REFER TO QRH/OEB PROC" line (depending on FlightWarning Computer (FWC) standard) instead of the procedure itself.To flag the procedure and the status that corresponds to the F/CTL SPLR FAULT ECAMcaution, the following code must be entered in the FWC OEB database:

Code WARN STSF/CTL SPLR FAULT27/00/300/068

Y Y

CORRECTIVE ACTIONH2F7 FWC standard will cancel the need for this OEB and should be available end 2012 at theearliest.

END OF OEB43


L/G GEAR NOT DOWNLOCKED

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OPERATIONS ENGINEERING BULLETINSL/G GEAR NOT DOWNLOCKED



L/G GEAR NOT DOWNLOCKED............................................................................................................................A L/G GEAR NOT DOWNLOCKED ..........................................................................................................B

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L/G GEAR NOT DOWNLOCKEDIdent.: OEB-44-00013697.0001001 / 21 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

- This OEB covers a significant operational issue. Non-compliance with this OEB should have a

significant impact on the operations of the aircraft. The Operators shall distribute its content to allflight crews without delay. An extract of this OEB is provided for insertion in the QRH.


Reason for issue: Issue 2:This OEB is reissued to improve the display of the L/G GEAR NOTDOWNLOCKED procedure.Issue 1:This OEB replaces the A320 OEB 209.This OEB is issued to provide operational recommendations in the caseof L/G GEAR NOT DOWNLOCKED ECAM warning.

Applicable to: All A320 family aircraft

Cancelled by: H2F7 FWC STD



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M Localization T DU Title DU identification DU dateOEB-44 L/G GEAR NOT DOWNLOCKED 00013697.0001001 21 MAY 12Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK,PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLUOEB-44 L/G GEAR NOT DOWNLOCKED 00013698.0001001 21 MAY 12Criteria: SAApplicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK,PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

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L/G GEAR NOT DOWNLOCKEDIdent.: OEB-44-00013698.0001001 / 21 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

EXPLANATIONThe current L/G GEAR NOT DOWNLOCKED ECAM warning procedure requires the recycling ofthe landing gear before initiating L/G gravity extension.Recent study has shown that waiting for 2 min after the recycling of the landing gear may allowgears to extend under normal powered extension. Waiting for 2 min before extending the landinggear by gravity will allow hydraulic pressure to continue to act on doors and gears.In the case the landing gear is not locked down within 30 s after the lever is selected down, thiswaiting time may allow the normal landing gear extension to work successfully.Therefore this OEB is issued to recommend that after the recycling of the landing gear, the flightcrew waits for 2 min before extending the landing gear by gravity.

PROCEDUREApply the following procedure if the ECAM triggers the L/G GEAR NOT DOWNLOCKED warning:

OEB REMINDERFor aircraft that have the OEB Reminder Function activated, the L/G GEAR NOTDOWNLOCKED ECAM warning procedure and status may be flagged.If the L/G GEAR NOT DOWNLOCKED ECAM warning procedure is flagged, the ECAM willdisplay the "REFER TO QRH PROCline or "REFER TO QRH/OEB PROC" line (depending onFlight Warning Computer (FWC) standard) instead of the procedure itself.To flag the procedure and the status that corresponds to the L/G GEAR NOT DOWNLOCKEDECAM warning, the following code must be entered in the FWC OEB database:


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L/G GEAR NOT DOWNLOCKED (Cont'd)CODE WARN STS

L/G GEAR NOT DOWNLOCKED32/00/140/046

Y N

CORRECTIVE ACTIONH2F7 FWC standard will introduce this recommendation in the L/G GEAR NOT DOWNLOCKEDECAM warning. Therefore, H2F7 FWC standard will cancel the need for this OEB.

END OF OEB44

FLIGHT CREW BULLETINS

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FLIGHT CREW BULLETINSPRELIMINARY PAGES

TABLE OF CONTENTS

CTV A320 FLEET FCB-PLP-TOC P 1/2FCOM 30 MAY 13

FCB-10 Introduction

FCB-FCB2 Operation in Windshear/Downburst Conditions

FCB-FCB5 Avoiding Tailstrikes

FCB-FCB7 FQI Accuracy

FCB-FCB9 Thrust Acceleration in A/THR Modes

FCB-FCB11 Radio Altimeter Anomalies during Adverse Weather Conditions

FCB-FCB12 FMGS Navigation Database

FCB-FCB13 Specific Features of the FMGS Full Standard

FCB-FCB16 Operation of Fleets with/without CPIP

FCB-FCB17 Characteristic and Protection Speeds

FCB-FCB18 Ground Speed Mini Function

FCB-FCB20 Publication of some Attendant Information Bulletins

FCB-FCB23 Use of Managed Guidance in Approach and NAV Database Validation

FCB-FCB24 Aircraft Handling in Final Approach

FCB-FCB25 Use of Rudder on Transport Category Airplanes

FCB-FCB27 Automatic Landing Performance

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TABLE OF CONTENTS


CTV A320 FLEET FCB-PLP-TOC P 2/2FCOM 30 MAY 13

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CTV A320 FLEET FCB-PLP-LETDU P 1/2FCOM 28 AUG 13



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CTV A320 FLEET FCB-PLP-LETDU P 2/2FCOM 28 AUG 13


INTRODUCTION

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FLIGHT CREW BULLETINSINTRODUCTION


CTV A320 FLEET FCB-10-PLP-TOC P 1/2FCOM 19 JUL 11

Introduction...............................................................................................................................................................A

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CTV A320 FLEET FCB-10-PLP-TOC P 2/2FCOM 19 JUL 11

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CTV A320 FLEET FCB-10 P 1/2FCOM A 19 JUL 11

INTRODUCTIONIdent.: FCB-10-00013099.0001001 / 02 MAR 11Applicable to: ALL

FCOM Bulletins were created to provide complementary technical/operational explanations related tothe information included in the Flight Crew Operating Manuals (FCOMs).The objective of FCOM Bulletins differs from that of Operations Engineering Bulletins (OEBs). OEBsare issued to rapidly address specific problems that have an operational impact. They are created, asneeded, in order to quickly transmit technical and procedural information, and are normally issued inresponse to a detected irregularity or an abnormal aircraft/system behavior.FCOM Bulletins are periodically issued to address one or several subjects and includesupplementary explanations concerning procedures, system descriptions, performance, andregulations.They are updated as the need arises and are filed in FCOM/FCB Flight Crew Bulletins.

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CTV A320 FLEET FCB-10 P 2/2FCOM 19 JUL 11


OPERATION INWINDSHEAR/DOWNBURST CONDITIONS

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FLIGHT CREW BULLETINSOPERATION IN WINDSHEAR/DOWNBURST CONDITIONS


CTV A320 FLEET FCB-FCB2-PLP-TOC P 1/2FCOM 13 NOV 12

Operation in Windshear/Downburst Conditions.......................................................................................................A

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CTV A320 FLEET FCB-FCB2 P 1/16FCOM A → 13 NOV 12

OPERATION IN WINDSHEAR/DOWNBURST CONDITIONSIdent.: FCB-FCB2-00013101.0001001 / 09 OCT 12Applicable to: ALL

GENERALITYWindshear-related problems are generally connected to "a change in wind direction and/or speedover a very short distance in the atmosphere". The most prominent meteorological conditionsconducive to this are:‐ Convective storm shear (air mass and frontal thunderstorms, downburst, wet and dry

microburst),‐ Non-convective (cold and warm) frontal systems,‐ Windshear associated with strong winds near the ground.

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CTV A320 FLEET FCB-FCB2 P 2/16FCOM ← A → 13 NOV 12

WINDSHEAR ASSOCIATED WITH CONVECTIVE CLOUDS AND STORM CELLS‐ The air-mass thunderstorm develops from localized earth surface heating with air rising and

cooling to form cumulus clouds. As these keep growing, heavy rain and hail precipitationbegins to develop in the higher areas thereby cutting off the updraft energy source andeventually dissipating the thunderstorm cell. A surge of cold air emerging from the heavy rainand associated downdraft can produce:• A downburst, i.e. strong downdrafts inducing an outburst of damaging winds on or near the

ground,• A gust front with blowing dust on the earth surface,• A shear boundary with turbulent flow due to interaction with the warm, undisturbed

environmental air.

‐ Frontal thunderstorms are usually more tilted in the vertical, allowing precipitation to fall awayfrom the updraft and airflow intensity within the storm accelerating much more than for thesimple air-mass thunderstorm, sometimes resulting in a tornado.

‐ Microbursts consist of intense, non rotating, highly localized downward airflows withvelocities up to 7 000 fpm that may emanate below a convective cloud base. Some of thesemicrobursts will expose penetrating aircraft to major safety hazards whatever technique isused in anticipation/reaction.

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Microbursts can take 2-5 min to develop maximum intensity and may then be sustained foran equal period of time. They tend to develop in groups which may be merged, delayingdissipation to 30 min. Present knowledge contends that approximately one in a hundred heavyrain thunderstorms produce microbursts. It was determined that microbursts can also occurin relatively dry conditions. Once it gains sufficient downward momentum, a downflow withevaporative cooling accelerates to the earth's surface to induce a "dry microburs" with very lightor non-existant precipitation, called virga. "Wet microburst" are expected to occur in the wetregions of the world. Dry microbursts are commonly seen in the dry areas and most likely belowcumulus cloud when dew point is 30 °C or more below ambient temperature.Changes in meteorological conditions associated with both macro and microbursts tend to bevery complicated.

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CONDITIONS MACROBURSTS MICROBURSTSAir temperature ISA + 15 °C decreasing ISA + 15 °C increasing or decreasingDew point spread Increase (20-40 °C) Increase (20-40 °C)Surface pressure Rise or fall (up to 2/3 mb) Rise or fall (up to 2/3 mb)

WINDSHEAR ASSOCIATED WITH NON-CONVECTIVE FRONTAL SYSTEMSSubstantial differences in winds can be encountered by approaching and departing aircraftclose to low pressure centers and their associated cold, warm and occluded fronts.Penetrating a cold front on either side leads to a headwind increase, potentially bringing aperformance increasing shear. Pilots are advised to beware of thunderstorms in the vicinity thatmay contribute to amplify windshear conditions.Penetrating a warm front on either side exposes to a headwind decrease, potentially resulting ina performance decreasing shear generally not exceeding performance limits of the aircraft.Windshear at a warm front is more severe than at a cold front with large head/tail and verticalwind changes in the lowest 1 000 ft above ground level.

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The magnitude of the windshear may become significant when:‐ The temperature difference across the front is at least 6 °C,‐ The temperature gradient of the front shows a minimum of 6 °C over 50 nm,‐ The speed of frontal movement is greater than 30 kt.

WINDSHEAR ASSOCIATED WITH STRONG WINDS NEAR THE GROUNDVery similar to a surface boundary layer with increasing winds and approximately constant winddirection.Low altitude jet streams may be found in a variety of situations such as strong low altitudejet winds, nocturnal jet winds, terrain-induced low altitude windshear, mountain-wave anddownslope flows, strong surface winds combined with small hills or large buildings, lakeand seabreeze windshear due to temperature gradients between sun-heated terrain andwater-cooled air. In particular, strong temperature change across an inversion may trigger veryvariable wind conditions.

DETECTION OF CONDITIONSOPTIONAL SYSTEMS INTEGRATED ON THE AIRCRAFT

Predictive WindshearPredictive Windshear is incorporated into the weather radar system to enable the detectionof a microburst windshear event within 5 nm forward of the aircraft. It is based on dynamicDoppler effects.When a windshear is detected, the system generates the appropriate annunciation to thecrew to alert them of a potential danger.There are different alert levels depending on:‐ The severity of the windshear event detected,‐ The distance and angular position between the aircraft and the windshear,‐ The altitude and speed of the aircraft,‐ The flight phase.The Predictive Windshear system provides advanced warning for the crew to escape awindshear event using normal handling technique or to initiate a recovery maneuver earlier.

Reactive WindshearReactive Windshear advises the crew when windshear conditions have been entered. Thesystem generates an audio and visual warning to the crew. The FAC measures the differencebetween the impredicate energy state and the minimum energy state for flight security.

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At a defined threshold, a message is displayed on the PFD and an aural warning alert isprovided to the crew:‐ At takeoff, from 5 s after lift off up to 1 300 ft RA,‐ At landing, from 1 300 ft RA down to 50 ft RA.

BRIEFING AND PREPARATIONa. ANALYSE weather information during preflight:

‐ Weather messages provided by the airline,‐ Aviation surface observations,‐ NOTAMS,‐ SIGMETS, particularly convective sigmets,‐ Terminal forecasts,‐ Area forecasts, possibly mentioning the Low Level Wind Shear Alert System (LLWSAS)

installed on the periphery of certain airports (USA only).b. LISTEN to pilot reports (PIREPS) on wind shear. PIREPS should include:

‐ Location of shear encountered,‐ Altitude of shear encountered,‐ Airspeed change experienced (knots gained or lost) ,‐ Type of aircraft undergoing the shear.Note: Pilots should always report any windshear encountered to Air Traffic Control.

c. LOOK OUT for weather clues on the way to the airport and/or from the cockpit (parked, taxior airborne) such as:‐ Extreme variations in wind velocity/direction in a very short time span,‐ Isolated rainshowers with or without lightning showing divergences from the raincore and

clear curling horizontal vortex rolls, within 5 miles of the airport,‐ Heavy precipitation along intended flight path,‐ Lightning, thunderstorms or evidence of any tornadic feature in airport vicinity,‐ Evidence of a gust front such as blowing dust on the airport surface, suggesting the

possible passage of a thunderstorm within 15 min,‐ Evidence of convective activity particularly with anvil clouds in dry areas, supercells, low

echos, mushroom, sinkhole and/or giant ant-eater clouds, cumulo nimbus mamatus andaltocumulus.Note: The existence of other types of shear can occur due to local obstruction,

topographical and meteorological conditions. It is important for crews to realizethat windshear conditions should be considered cumulative: simultaneousconditions can increase the severity of effects.

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d. EXAMINE the approach or take-off area with the airplane weather radar to determinewhether returns are in the vicinity of the airport or intended flight path:‐ Flight operations below 10 000 ft such as take-off and landings require 2 to 3 ° upward tilt

for target detections up to 40 nm; if there is significant weather activity, the tilt angle shouldbe adjusted to provide a solid ground return outside of the desired range to ensure that nooverscanning will occur.Note: Since radar echoes are due to precipitation reflection, dry environment situations

and conditions to dry microbursts may not be detectable by weather radar.e. MONITOR the aircraft instruments whenever windshear is suspected:

‐ Any rapid change in the relationship between airspeed and groundspeed represents awindshear; groundspeed must be compared with airspeed, on the ND's. (GS/TAS);

‐ Airspeed tendency (Vc trend):• Acceleration in headwind/updraft,• Deceleration in tailwind/downdraft;

‐ Direction and intensity of wind (computed by the IRS and displayed on ND's) allows acomparison at the initial approach altitude (1 500 ft to 2 000 ft AGL), with the reportedrunway surface wind to check any shear situation between the airplane and the runway;

‐ Speed margin from α-prot speed (shown by a red and amber strip along the speed scaleof the PFD's);

‐ Rate of descent (on stabilized ILS approach):• High rate suggesting a strong tailwind,• Low rate suggesting a strong headwind;

‐ Rate of climb:• High rate suggesting a strong headwind,• Low rate suggesting a strong tailwind;

‐ Pitch attitude:Increasing With headwind shear

With downdraft shear.Decreasing With tailwind shear

With updraft shear;‐ Power needed:

To hold the glideslope:• Less power necessary suggesting a strong tail wind,• More power necessary suggesting a strong headwind;

To hold a climb angle:‐ Less power necessary suggesting a strong headwind;‐ More power necessary suggesting a strong tailwind.

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INFLUENCE OF WINDSHEAR ON AIRCRAFT PERFORMANCEDECREASED PERFORMANCE

Headwind to tailwindHeadwind to calmCalm to tailwindHeadwind to decreased headwind.Approach with a Tailwind Shear

‐ Airspeed decreases, lift decreases,‐ A/C nose begins to pitch down,‐ A/C begins to drop below the glide slope,In this case the A/C is both slow and low in a "power deficient" state.

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Consequences‐ If the pilot pulls the nose up to recapture the glide slope without selecting sufficient

power:The A/C will loose altitude very rapidly and may even reach the ground before the powerdeficiency is corrected, resulting in a hard landing, or

‐ If sufficient power is set to regain the glideslope before reaching the ground:The "double negative" problem may arise if the pilot does not quickly retard the throttlesafter glide recapture, i.e. throttles set too high for a stabilized approach in a no-windcondition leading to a long and fast landing.

Take Off with a Tailwind Shear

‐ Airspeed decreases, lift decreases,‐ A/C nose begins to pitch down,‐ A/C drops below its nominal flight path.

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Consequences‐ Because of aircraft inertia, attitude and ground speed will be initially maintained upon

encountering windshear but airspeed will decrease, causing a reduction in lift which willresult in a downward acceleration and a nose down pitching moment,

‐ If there is no pilot action, the aircraft will descend below its nominal flight path. Becauseof aircraft stability, original angle of attack and airspeed will eventually be recovered, buton a reduced flight path.

INCREASED PERFORMANCETailwind to headwindCalm to headwindTailwind to calmHeadwind to increased headwindApproach with a Headwind Shear

The reverse of the previous case prevails:‐ Airspeed increases, lift increases,‐ A/C nose begins to pitch up,‐ A/C balloons above the glide slope.

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In this case the A/C is both fast and high in a "power excessive" state.Consequences

‐ The pilot does not initially reduce power, the aircraft will gain altitude and airspeedresulting in a long, fast landing with the possibility of an overrun, or

‐ If the pilot reduces thrust to regain the glideslope and initial airspeed: the "doublenegative" problem can arise if the thrust is not recovered which leads to a high sink rateand possible short, hard landing.

Take Off with a Headwind Shear

The reverse of the previous case prevails:‐ Airspeed increases, lift increases,‐ A/C nose begins to pitch up,‐ A/C rises above its nominal flight path.Note: ‐ A headwind shear usually leads to increased aircraft performance,

‐ The resulting increase in lift may however lead to an excessive angle of attackwhich could eventually trigger the α-prot function once out of the shear.

INCREASED PERFORMANCE FOLLOWED BY DECREASED PERFORMANCEDowndraft + tailwind shear

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Approach through Microburst

‐ At point A the aircraft is on speed and on glide slope;‐ At point B it encounters an increasing headwind. Its airspeed and pitch increase and it

balloons above the glide slope;‐ At point C the "moment of truth" occurs:

If the pilot does not fully appreciate the situation, he may attempt to regain the glideslope by reducing power and pushing the nose down.But between C and D the headwind ceases, a strong downdraft is entered and thetailwind begins to increase. The skin rate occurs rapidly and ground impact may becomedifficult to avoid.

Consequences‐ A go-around initiated at point C or sooner would probably be successful since the A/C is

fast and high at this point,‐ Gradual groundspeed decay shortly after point B coupled with rapidly increasing

airspeed could have allowed detection of signs of impending downdraft.

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Take Off through Microburst

‐ Airspeed decreases,‐ A/C nose begins to pitch down,‐ A/C drops below its nominal flight path.Consequences

‐ Initially the pilot may not fully appreciate the situation since he is taking off in increasedperformance shear conditions. Progression into the downburst core causes a violentand rapid loss of lift, followed by a high sink rate with very little loss of airspeed. Exitingthe downburst core below the nominal flight path (after 20 to 40 s) is then followed by alow-level decreased performance tailwind shear,

‐ In this microburst example, the angle of attack is instantly decreased causing animmediate loss of lift.

CLIMB GRADIENT AND ACCELERATION CAPABILITYThis section presents an example of A/C ability to maintain an horizontal flight at a givenairspeed, in case of tailwind shear or downdraft conditions by adjusting the thrust.In practice, windshear conditions will very often be a combination of horizontal and verticalshear components.This will make it necessary to establish a tradeoff between climb gradient and accelerationrequirements.a. Acceleration capability

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In case of tailwind shear, the aircraft oppose a level flight acceleration capability. Forexample, an A320 powered with CFM56-5A1 engines (A/C weight = 60 000 kg (132 300 lb),FLAPS 3, pressure altitude = 0 ft, OAT at ISA) is able to maintain an horizontal flight in a4 kt/s decreased performance shear, keeping a constant airspeed and increasing groundspeed of 4 kt/s.If the horizontal shear exceeds the flight level acceleration, the airspeed will decrease andwill descend unless pitch attitude is increased.

b. Climb gradient maintainabilityIn downburst conditions, level flight will be maintained with the climb gradient maintainability.In the following example (CFM 56-5A1, A/C weight = 60 000 kg (132 300 lb) pressure altitude4 000 ft, OAT = 27 °C, V = 142 kt), the aircraft has the capability to maintain level flight ina 2 040 ft/min downdraft without any airspeed change. If the downdraft exceeds this climbgradient capability, the A/C will descend unless pitch attitude is increased to adapt angle ofattack.For information, a typical example:

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CTV A320 FLEET FCB-FCB2 P 15/16FCOM ← A 13 NOV 12

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CTV A320 FLEET FCB-FCB2 P 16/16FCOM 13 NOV 12


AVOIDING TAILSTRIKES

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FLIGHT CREW BULLETINSAVOIDING TAILSTRIKES



Avoiding Tailstrikes..................................................................................................................................................A

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AVOIDING TAILSTRIKESIdent.: FCB-FCB5-00013104.0001001 / 09 OCT 12Applicable to: ALL

Inadvertent tailstrikes may occasionally occur, and may result in expensive structural damage.Several tailstrikes have been reported throughout service life.They are very often associated with such adverse conditions as crosswind, turbulence, windshear,etc.A/C GEOMETRY LIMITS

Two limits need to be considered:‐ The geometry limit corresponding to the main gear oleo fully extended (θ1),‐ The geometry limit corresponding to the main gear oleo fully compressed (θ2).

Example:

PITCH ATTITUDE θMAIN GEAR OLEO POSITION A318 A319 A320 A321

FULLY EXTENDED 17.3 ° 15.5 ° 13.5 ° 11.2 °FULLY COMPRESSED 15.7 ° 13.9 ° 11.7 ° 9.7 °

Note: On the A321, the installation of a TFTS antenna decreases these values.CLEARANCE AT TOUCHDOWN

The following table provides the ground clearance in degrees for the A318, the A319, the A320,and the A321 at landing (all numbers are mean values).

AIRCRAFT GEOMETRY LIMITAT TOUCHDOWN

PITCH ATTITUDE ATVAPP (VREF + 5)(1)

PITCH ATTITUDEAT TOUCHDOWN

(VAPP - 8)(2)CLEARANCE(3)

A318 17.3 ° 3.2 ° 7.8 ° 9.5 °A319 15.5 ° 3.4 ° 7.7 ° 7.8 °


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AIRCRAFT GEOMETRY LIMITAT TOUCHDOWN

PITCH ATTITUDE ATVAPP (VREF + 5)(1)

PITCH ATTITUDEAT TOUCHDOWN

(VAPP - 8)(2)CLEARANCE(3)

A320 13.5 ° 3.3 ° 7.6 ° 5.9 °A321 11.2 ° 2.4 ° 6.6 ° 4.6 °

(1) Flight path in approach = -3 °(2) Mean value of pitch attitude at touchdown, assuming a deceleration of 8 kt during flare (VAPP -8), and a flight path of

-1 ° at touchdown (approximately 3 ft/s).(3) Clearance = Geometry limit-Pitch attitude at touchdown.

When the approach speed is decreased by 5 kt, clearance decreases by approximately 1.3 °(attitude at touchdown increases by 1.3 °).

TAILSTRIKE FACTOR AT TAKEOFFEarly rotation, over-rotation, excessive pitch rate, or a combination of these three factors are themain causes of tailstrikes at takeoff.EARLY ROTATION

Early rotation occurs, when:‐ A too low VR is computed,‐ The rotation is initiated prior to VR.Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or anincorrect loadsheet data is used. At hot-and-high elevation airfields, the error can be critical.Rotation initiated prior to VR due to:‐ Flaps improperly set for the calculated VR,‐ Bird or obstacle avoidance leading to early rotation,‐ Early rotation due to windshear, encountered during the takeoff roll. In such an event, the

FAA recommends rotation, 2 000 ft before the end of the runway.OVER-ROTATION OR EXCESSIVE PITCH RATE

These two causes are generally associated with a second factor in tailstrike incidents (oneengine-out, aircraft out of trim, additive inputs from both pilots, early rotation, etc.).Certification requires demonstration of a safe takeoff at VR -10 kt (2 engines) and VR -5 kt (1engine).The pitch and the pitch rate, obtained during these tests, are for information purposes only, andare not certified limits.

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AIRCRAFT WEIGHT (kg) CG CONFIG. ROTATION SPEED θ° PER SEC θ° ATLIFT-OFF

60 145 15.6 % CONF 2 VR -10 kt2 engines 5.9 °/s 10.6 °A318

CFM 61 725 15.4 % CONF 3 VR -5 kt1 engine-out 5.3 °/s 9.8 °


CFM 63 440 21.3 % CONF 2 VR -5 kt1 engine-out 5.9 °/s 12.8 °

67 200 17.8 % CONF 2 VR -10 kt2 engines 5.8 °/s 9.5 °

A32065 300 16.5 % CONF 2 VR -5 kt

1 engine-out 5.4 °/s 9.0 °


IAE 73 720 15.0 % CONF 2 VR -5 kt1 engine-out 5.4 °/s 9.0 °

Note: VR represents the speed at aircraft rotation, in order to obtain V2 at 35 ft, in the eventof an engine failure.

Normal rotation of 3 °/s prevents a tailstrike, unless the rotation is initiated at a speed which isfar too low. This rotation is obtained in 5 to 6 s for an average 15 ° to 18 ° takeoff attitude.

TAILSTRIKE AT LANDINGIndustry statistics show that tailstrikes are more likely to occur at landing, than at takeoff (2 to 1).Although most of them are due to deviations from normal landing techniques, some are associatedwith such external conditions as turbulence and wind gradient.DEVIATION FROM NORMAL LANDING TECHNIQUES

Deviations from normal landing techniques are the most common causes of tailstrikes, the mainreasons for this being:a. Allowing speed to decrease well below VAPP before flare.

Flying at a too low speed means high a AOA and high pitch attitude, thus reducing groundclearance. When reaching the flare height, the pilot will have to significantly increase thepitch to reduce the sink rate. This may lead the pitch to go beyond the critical angle.

b. Prolonged hold-off for a smooth touchdownAs the pitch attitude increases, the pilot needs to focus further ahead to assess the aircraft'sposition in relation to the ground. The attitude and distance relationship can lead to a pitchattitude increase beyond the critical angle.

c. Too high flare

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A high flare can result in a combination of decreased airspeed and long float. Since both leadto increased pitch attitude, the result is reduced tail clearance.

d. Too high a sink rate, just prior reaching the flare height.In case of a too high sink rate close to the ground, the pilot may attempt to avoid a firmtouchdown by commanding a high pitch rate.This action will significantly increase the pitch attitude and, as the resulting lift increase maybe insufficient to significantly reduce the sink rate, a firm touchdown may occur. In addition,the high pitch rate may be difficult to control after touchdown, particularly in case of bounce.

e. Bouncing at touchdownIn case of bouncing at touchdown, the pilot may be tempted to increase the pitch attitudeso as to ensure a smooth second touchdown. If the bounce results from a firm touchdownassociated with a high pitch rate, it is important to control the pitch so that it does not furtherincrease beyond the critical angle.

APPROACH AND LANDING TECHNIQUESA stabilized approach is essential for achieving successful landings. It is imperative that theflare height be reached at the appropriate airspeed and flight path angle. A/THR and FPV areeffective aids to the pilot.The VAPP should be determined with the wind corrections, given in FCOM/QRH, using FMGSfunctions.As a reminder, when close to the ground, the wind intensity tends to decrease and the winddirection to turn (direction in degrees decreasing in northern latitudes).Both effects may reduce the headwind component close to the ground, and the wind correctionto Vapp is there to compensate this effect.When close to the ground, high sink rates should be avoided, even in an attempt to maintaina close tracking of the glideslope. Priority should be given to attitude and sink rate. If a normaltouchdown distance is not possible, a go-around should be performed.If the aircraft has reached the flare height at VAPP with a stabilized flight path angle, the normalSOP landing technique will lead to repetitive touchdown attitude and airspeed.Assuming an 8 kt speed decrease during flare, and a -1 ° flight path angle at touchdown, thepitch attitude will increase by approximately 4.5 °.During flare, the pilot should not concentrate on the airspeed, but only on the attitude withexternal cues.Note: Airspeed indication during flare is influenced by the static error due to the ground

effect.The PNF should monitor the pitch attitude on the PFD and call "PITCH", whenever the followingpitch value is reached:‐ For the A318/A319/A320 : 10.0 °,‐ For the A321 : 7.5 °.

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After touchdown, the pilot must "fly" the nosewheel smoothly, but without delay, on to therunway, remaining prepared to counteract any residual pitch up effect of the ground spoilers.Note: The main part of the spoilers' pitch up effect is compensated by the flight control laws.

BOUNCING AT TOUCHDOWNIn case of a light bounce, maintain the pitch attitude and complete the landing, while keepingthrust at idle.Do not allow the pitch attitude to increase, particularly following a firm touchdown with a highpitch rate.In case of a high bounce, maintain the pitch attitude and initiate a go-around.Do not try to avoid a second touchdown during the go-around. Should it happen, it would be softenough to prevent damage to the aircraft, if pitch attitude is maintained.Only when safely established in the go-around, retract flaps one step and the landing gear.A landing should not be attempted immediately after a high bounce, as thrust may be requiredto soften the second touchdown, and the remaining runway length may be insufficient to stopthe aircraft.

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FQI ACCURACY

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FLIGHT CREW BULLETINSFQI ACCURACY



FQI Accuracy........................................................................................................................................................... A

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FQI ACCURACYIdent.: FCB-FCB7-00013106.0001001 / 09 OCT 12Applicable to: ALL

INTRODUCTIONThe FQI system installed on Airbus aircraft use probes to measure the quantity of fuel in thedifferent fuel tanks.Each FQI probe consists of two fixed concentric tubes which form the plates of a capacitor.The dielectric of this capacitor is provided by air and fuel which have different dielectric constants.Therefore the capacitance of a vertically installed probe varies with the fuel level and gives anindication of fuel quantity in the tank.

FQI ACCURACY ON AIRBUS INDUSTRIES PRODUCTSThe accuracy of any measuring device such as the FQI system, is dependant on variousparameters.There are bias and random errors that can affect FQI system accuracy. Errors can involvetank manufacturing tolerances, FQI computer inaccuracies, error in density determination,probe-mounting tolerances, water that causes FQI over-reads, wing deflection, aircraft referenceimproperly taken into account.The following figure gives, the Airbus Industrie standard specifications for FQI system accuracieson the A319/A320/A321:‐ Accuracy: ± 1 % of max tank capacity ± 1 % of actual fuel quantity,‐ Supplier:

• A319/A320: Smiths and Intertechnique managed by Smiths• A321: BFE Goodrich and Sextant managed by BFE Goodrich,

‐ New probes compared to A310/A300-600,‐ Density sensors measuring all in-tank fuel as opposed to up-lifted fuel only for A310/A300-600,‐ Attitude correction from IRS in addition to fuel surface probe cutting.Each aircraft is checked on ground prior to delivery to be within the tolerances shown on thefollowing graphs (See Figure 1).FAR/JAR 25.1337 requires that "each fuel quantity indicator is calibrated to read "zero" duringlevel flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply...".Tolerances are reduced when there is low level in the tanks in order to achieve an under-readingof the FQI as required by the regulations.

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Figure 1

UNDERSTANDING FQI DISCREPANCIESON GROUND

Refueling personnel sometimes report discrepancies at the end of refueling, between theuplifted quantity based on FQI (total after refuel-total before refuel) and the uplifted quantity fromthe bowser (Iitres x measured density).These discrepancies may be due to the following tolerance considerations.Max discrepancy (Δ) = Fuel load [per bowser] - Fuel added [FQI end - FQI start]

= ± FQI error (end) ± FQI error (start) ± Bowser Qty andDensity error + APU fuel burn (during refueling)

Example (A320-200):‐ Actual FOB before refueling = 3 t (6 600 lb),‐ Actual FOB after refueling = 18 t (39 600 lb).

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Bowser Quantity and Density Error‐ Volume tolerance is generally lower than ± 0.5 %,‐ Density error due to both temperature accuracy and density reading: Δd = ± 0.002. Or ±

0.25 % on tolerance at any fuel loading.Total bowser quantity and density error = ± 15 000 x 0.75 % ∼ ± 115 kg (253 lb).

APU Fuel Used‐ When comparing bowser data versus FQI data as indicated above, the reported discrepancy

includes the fuel used by the APU between FQI readings before and after refueling,‐ Depending on external conditions and generator load, the APU fuel consumption on ground

is between 100 (220) and 150 kg/h (330 lb/h). For a refueling time of 30 min, APU burn wouldbe at least 50 kg (110 lb).

FQI ErrorsThe three following cases should be considered:1. Significant FQI system changes have been performed (FQI computer, probes change etc... )

on the aircraft since delivery or its last FQI ground calibration.The FQI accuracy to be taken into consideration should be the one given by the aircraftspecification i.e. ± 1 % of maximum tank capacity ± 1 % of actual fuel quantity.Assuming a maximum fuel capacity of 19 t (418 000 lb):FQI at start = 3 t ± 220 kg (6 600 lb ± 484 lb)FQI at end = 18 t ± 370 kg (39 600 lb ± 814 lb)

Δ1 = ± 220 kg ± 370 kg ± 115 kg ± 50 kg (Δ1 = ± 484 lb ± 814 lb ± 253 lb ±110 lb)

Δ1 max ∼ ± 755 kg (1 661 lb);2. No FQI system modification has been performed since the last FQI calibration. All FQI

readings are within the ground tolerances (See Figure 1).Maximum positive Δ is obtained when FQI presents the maximum over-reading at start andthe maximum under-reading after refuel, i.e. when the particular aircraft calibration curve runsfrom A to B.Maximum positive Δ = 15.000 - [(18.000 - 185) - (3.000 + 35)] + 115 + 50 = + 385 kgConversely, maximum negative Δ is obtained when particular aircraft calibration curve runsfrom C to D.Maximum negative Δ = 15.000 - [(18.000 + 180) - (3.000 - 105)] - 115 + 50 = - 350 kgΔ2 max ∼ ± 385 kg (847 lb);

3. Particular aircraft FQI calibration curve is available.In this case, although the reported discrepancy can be of the same magnitude as Δ2maximum given above, after correction of FQI reading according to the calibration curve, theremaining difference should be due to bowser error and APU burn only.Δ3 max ∼ ± 165 kg (363 lb).

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Conclusion‐ When comparing bowser uplift versus FQI readings on ground, the maximum difference is:

Δ1 max = [FQI over-read (start)] - [FQI under-read(end)] + bowser error + APU burn,‐ Difference can be significant when FQI over/underreadings before and after refueling are very

different,‐ An aircraft presenting a Δ ∼ 0 does not confirm its FQI system is more accurate than another

aircraft with a difference. It suggests (bowser error and APU burn not taken into account) thatover/underreadings before and after refueling are very close but not necessarily equal to 0.

IN FLIGHTAs a routine, crews should check the fuel on board (FOB) plus fuel used (FU) against the blockfuel during flight. This would detect fuel leaks and provide a more reliable basis of calculation incase of either FQI or FU failure during flight.Discrepancies have been observed during routine checks.These discrepancies are made up from the three following inherent errors:‐ BLOCK FUEL (error constant throughout flight),‐ FU (error increasing during flight),‐ FOB (error decreasing during flight).Example: A320 with 18 t,‐ BLOCK FUEL: 18 t → error = ± 370 kg (814 lb),‐ FOB: 3 t → error = ± 220 kg (484 lb),‐ FU: 15 t → error = ± 225 kg (495 lb).In an extreme case:Block Fuel = FOB + FU ± 815 kg (1 793 lb) + APU FU if anyand this with no system fault.Consequently, it is important to know the FQI tolerances to understand discrepancies.

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Note: 1. FU indication accuracy, which is an integration of the FF, is estimated to be betterthan ± 1.5 %. The error of the fuel flow (FF) meter is dependent upon fuel flow rateand temperature conditions. For normal cruise conditions, this error is around ± 1 %;

2. FQI errors for both Block Fuel and FOB are as per the specification because groundcalibration curve is not applicable in flight. Block Fuel error, ground tolerances maybe used if applicable (refer to 3.1). In this case, Block Fuel error is ± 185 kg (407 lb)instead of ± 370 kg (814 lb).If the particular ground calibration curve is known, there should not be anysubstantial error on Block Fuel.Possible discrepancy due to FOB and FU errors remains significant:Block Fuel = FOB + FU ± 450 kg (990 lb) + APU FU if any;

3. APU fuel used in flight, which is not recorded, is between 40 (88) and 100 kg/h(220 lb/h);

4. With the Flight Management and Guidance System (FMGS), FOB is also availableon the appropriate page of the FMGS. FOB is computed by the FMGS using bothFQI and FF data.In the event of a FQI failure, the FMGS will continue to display FOB by means of thelast available FOB and by FF integration.

USE OF MANUAL MAGNETIC INDICATORSIt often happens that when a discrepancy has been detected either on ground or in flight asexplained above, some airline procedures request to make a check of the FOB after refueling orafter landing by means of the Manual Magnetic Indicators (MMI).It has to be highlighted that MMI readings involve several measurements and interpolations (onrods, on clinometers, on charts) in addition to the MMI indication accuracy itself.This is why the accuracy of a MMI reading is approximately ± 5 % and thus worse than FQIsystem accuracy.Therefore, MMI readings should not be used to check FQI system. They should only be usedwhen the FQI system is inoperative.

REDUCING FQI DISCREPANCIESFQI system accuracy continue to improve. Operational accuracy goals have been established byARINC in cooperation with airframe and equipment manufacturers and in agreement with airlinerequirements.

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The discrepancies described are inherent in the FQI system:‐ Both on-ground and in-flight reported discrepancies are generaly due to FQI errors on Block

Fuel.The Block Fuel maximum error should be reduced. This will depend on a responsible judgementbased on knowledge of a particular aircraft FQI calibration curve; i.e. assuming no FQImodification following aircraft delivery, this curve will be reasonably constant (on ground) andthus, for a given FQI reading, real Block Fuel can be deduced.This calibration may be done by any operator while it is not applicable to the correction ofin-flight reading.A FQI calibration procedure is a maintenance function and will be introduced in the AMM in thefuture;

‐ FU (fuel used) is the primary parameter to determine fuel consumption (max error = ± 1.5 %).Nevertheless, on certain high-fuel-capacity aircraft, the FOB error (decreasing during flight) maybecome lower than FU error (increasing during flight) by end of flight.Example: A320 with 19 t (41 800 lb) maximum capacity.• BLOCK FUEL = 18 t (39 600 lb)• FOB = 3 t ± 1/100 (3 t + 19 t) = 3 t ± 220 kg

(FOB = 6 600 lb ± 1/100 (6 600 lb + 41 800 lb) = 6 600 lb ± 484 lb)• FU = 15 t x (± 1.5 %) = 15 t ± 225 kg

(FU = 3 300 lb x (± 1.5 %) = 3 300 ± 495 lb).

In this example, when FOB is less than 3 t (6 600 lb), FOB error may be assumed to be lower thanFU error. Furthermore:‐ If Block Fuel is confirmed as per a particular calibration curve:

• When FOB > 3 t (6 600 lb):Use FU parameter to determine both FOB and FU,

• When FOB < 3 t (6 600 lb):Use FOB parameter to determine both FOB and FU.

OPERATIONAL CONSIDERATIONSSome economic aspects relating to FQI accuracy are approached here and should be consideredwhen operating an aircraft.TECHNICAL DELAYS

Incorrect application of MMI check, may cause a possible delay.Knowing the FQI calibration curve helps to understand and reduce discrepancies.

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EXTRA FUEL LOADED‐ Crews uplift more fuel than required for a particular flight, as a contingency factor, when they

are unsure of the FQI accuracy,‐ An under-reading FQI leads also to carrying extra fuel,‐ 1 extra tonne will increase fuel consumption up to 1.2 %, depending on airframe and flight

conditions.PAYLOAD PENALTY

Extra fuel loaded due to uncertainty of FQI may lead to decreasing the payload.Payload = TOW + TAXI fuel - OEW - Fuel loadedTOW = Take-Off WeightOEW = Operating Empty WeightWe have seen, that adding 130 kg (286 lb) of fuel can allow the payload to be increased by870 kg (1 914 lb) on a 4 h flight.‐ When the payload is limited by MTOW as TOW cannot be increased, any extra fuel will

decrease and replace payload by the same amount.Also, any defueling will significantly decrease the payload,

‐ When the payload is limited by the max fuel capacity:• If the FQI under-reads, the payload could be increased,• If the FQI over-reads, the payload should be decreased.

For example, an inaccuracy of ± 130 kg (286 lb) on fuel can affect the payload by ±870 kg(1 914 lb).Again, knowing your FQI calibration curve allows to adjust the payload.Note: Although not approved by DGAC/JAA as it is a non compliance item, using the 2 %

thermal expansion volume as extra-fuel could be authorized by national airworthinessauthorities to increase max fuel capacity.In this case the FQI reading is limited somewhere above high level until fuel quantityfalls below this value.

CONCLUSIONAirbus Industrie has always improved FQI systems, because it is essential for crews to have areliable and accurate fuel quantity indication system.Taking into account the difficulty of measuring the weight of a liquid stored in complex-shapedtanks always moving, FQI system installed on Airbus aircraft has a good accuracy, well withinspecifications and international standards.It is important on certain flights with certain aircraft fitted with a FQI system presenting largeover-/underreadings, to know the particular FQI ground calibration curve.

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Crews should know this curve and FQI tolerances in order to:‐ Understand and reduce FQI discrepancies,‐ Avoid delays,‐ Save fuel,‐ Adjust the payload.FQI calibration should be done when deemed necessary by each operator as this will be profitablefor both operational and economic aspects.


THRUST ACCELERATION IN A/THRMODES

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FLIGHT CREW BULLETINSTHRUST ACCELERATION IN A/THR MODES


CTV A320 FLEET FCB-FCB9-PLP-TOC P 1/2FCOM 19 JUL 11

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CTV A320 FLEET FCB-FCB9 P 1/2FCOM A → 19 JUL 11

THRUST ACCELERATION IN A/THR MODESIdent.: FCB-FCB9-00013109.0001001 / 02 MAR 11Applicable to: ALL

These are specific thrust acceleration logics when A/THR is engaged in thrust or speed mode. Thecrew should be aware of each.The purpose of the logic is to obtain adapted thrust variation to the whole flight envelope, dependingon the current mode engaged, "G" load limitation, and vertical modes switching if any.This is based on different logics which can be summarized as following.1. LOGIC IN THRUST MODE "CLB" (ASSOCIATED WITH OP CLB/EXP CLB/CLB)

1.1 WHEN AP IS ENGAGEDDuring thrust increased, the maximum acceleration rate is 20 %/sec until the N1 reaches N1target minus 5 %. At that point, the acceleration logic is speed mode. This acceleration limit isdefined to achieve a smooth and rapid transition without noticeable speed excursion.However normal acceleration rate is between 1.5 %/sec and 20 %/sec.When target N1 minus 5 % is reached, N1 rate becomes 1.5 %/sec until target N1 (MAX CLBThrust) is obtained.Note: When decelerating (more than 10 kt between current speed and speed target), the N1

rate is maintained at 1.5 %/sec.1.2 WHEN AP IS OFF

It has been revealed, that during manual flying with AP off, the rate limit up to 20 %/sec was notas optimum as with AP engaged. The reason for this is that during transition the system wasusing A/THR speed mode logic to obtain N1 rate limit of 20 %/sec MAX; if the pilot did not fly theFD bars, established CLB thrust was not always obtained.Consequently, the current system maintains the fixed value of 1.5 %/sec which represents thebest value when following the FD bars.Flight tests proved this logic (it means to provide maximum rate of 20 %/sec only if autopilot isengaged) to be the optimum compromise through the flight envelope.WARNING If FD bar commands are not smoothly followed or not followed at all, a speed

excursion may occur, due to the fact that the change of attitude is not adaptedto the thrust acceleration rate.If required, additional manual thrust may be briefly added by the pilot during thetransition.

2. LOGIC IN THRUST MODE "IDLE" (ASSOCIATED WITH OP DES/EXP DES/DES)The N1 rate limit is 2 %/sec (lS8) and 1 %/sec (full standard). Both rates were selected to precludespeed excursion and improve passenger comfort (smooth attitude variation during transition).

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CTV A320 FLEET FCB-FCB9 P 2/2FCOM ← A 19 JUL 11

3. LOGIC IN SPEED MODEThe N1 rate limit is 20 %/sec MAX, however it can be lower depending upon the differencebetween the current speed and the target speed.There is no difference in A/THR speed mode linked to AP ON or OFF. The speed hold is the samewith AP ON or OFF.When pilot is flying manually, a temporary speed loss can occur if an increased load factor isrequired. This authority is not possible with AP due to system.


RADIO ALTIMETER ANOMALIES DURINGADVERSE WEATHER CONDITIONS

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FLIGHT CREW BULLETINSRADIO ALTIMETER ANOMALIES DURING

ADVERSE WEATHER CONDITIONSPRELIMINARY PAGES - TABLE OF CONTENTS


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ADVERSE WEATHER CONDITIONS


RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONSIdent.: FCB-FCB11-00013111.0001001 / 02 MAR 11Applicable to: ALL

INTRODUCTIONAll radio altimeters are very sensitive to adverse weather conditions.Reflections from hail clouds or heavy precipitation located between the ground and the aircraft,may cause the radio altimeter to indicate a false height value momentarily.These erroneous indications are also transmitted to other systems which may induce spuriouswarnings or unexpected AP/FD guidance.EXAMPLE Under heavy rain condition at 2 600 ft, at least one of the radio altimeter delivered

a height indication of 480 ft during 13 s.The warning "L/G gear not down" was displayed.No other anomaly was reported until landing.

EXPLANATIONORIGIN

A radio altimeter measures the shortest distance between the aircraft and the closest obstaclesbelow it.During adverse weather conditions, returns can be generated due to reflection on hail clouds orheavy rain. The energy which is reflected depends directly upon the hail or rain density.If the energy received by the radio altimeter is powerful enough, it will be validated and a heightlower than the distance to the ground will be measured and sent to system users.If the return is too weak, the measurement will be validated but the increased noise level mayhide the return from the ground and thus no height indication would be provided.

CHARACTERISTICSThis phenomenon is rare. Typical weather conditions which trigger these effects are notfrequent and generally isolated.It is less likely with increased height.Due to the physical nature of the hail and rain and the radio altimeter characteristics, the radioaltimeter indication will only be influenced if the distance between the A/C and the clouds isequal or greater than 300 ft for rain and 80 ft for hail.Both radio altimeters are likely to be affected simultaneously.

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ADVERSE WEATHER CONDITIONS


OPERATIONAL CONSIDERATIONSIf both radio altimeters are affected simultaneously the crew may experience:‐ If the value is greater than 150 ft:

• Spurious auto call out• Spurious ECAM or GPWS warnings.

‐ If the value ranges between 150 ft and 80 ft:• During automatic approach:

▪ Degradation of the guidance, glide slope is no longer flown, excessive deviation may occur▪ Variation of the longitudinal pitch and/or vertical speed leading to GPWS warning.

• During manual approach:▪ No adverse effect could be reproduced during simulation but GPWS or auto call out

warning might be spuriously triggered.CONCLUSION AND OPERATIONAL RECOMMENDATIONS

Very few cases of spurious radio altimeter indications have been reported to Airbus. Radioaltimeter sensitivity issues have been tuned to the limits of improvement. There is no practicalsolution to cure the phenomenon without reducing system performance to an unsatisfactorylevel. Crews need to be aware that erroneous radio altimeter behavior is rare, but can occurduring severe weather conditions. During approach and landing, crews need to consider thisphenomenon.The weather radar may be used to detect heavy rain or hail.The interpretation of the color codes is as follows:

Black rainfall rate less than 0.7 mm/hrGreen rainfall rate between 0.7 and 4 mm/hrYellow rainfall rate between 4 and 12 mm/hrRed rainfall rate greater than 12 mm/hr

As an example stormy tropical shower rate can be as high as 500 mm/hr and uppest limit for hailmay reach 4700 mm/hr.


FMGS NAVIGATION DATABASE

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FMGS NAVIGATION DATABASEIdent.: FCB-FCB12-00013112.0001001 / 09 OCT 12Applicable to: ALL

REASON FOR ISSUE AND SCOPEThe aim of this FCOM Bulletin is to highlight the importance of the Navigation Database accuracyand therefore the importance of its update and its correctness.As any NAV database discrepancy or false coding may induce navigation errors and lateral orvertical misguidances, this FCOM Bulletin provides flight crews with operational recommendations.

INCORRECT NAV DATABASE CASESNAVIGATION DATABASE DISCREPANCIES

Numerous in service events have been reported during the last few years, which are caused by3 different types of Navigation Database discrepancies:‐ NAV database not updated on time,‐ Incorrect coding or impossibility of coding of published procedures,‐ Coding errors.NAV Database Not Updated on Time

When a NAV Database is not updated on time, this may lead to incorrect position ormisguidance:‐ 1st example

STAR MEN2 (LFBO) was modified but not incorporated in the NAV D.B. As a result theSTAR displayed on the ND was not the published one;

‐ 2nd exampleTRANS between STAR VAREK and NDB03 was not coded at Ajaccio (LFKJ). Misguidancewas the consequence.

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NAV Database Incorrect CodingIncorrect coding in the NAV D.B. induces misguidance in SID or STAR:‐ 1st example

STAR VAREK at Ajaccio (LFKJ).The leg STP-VAREK was coded as a TF (track to fix) and the following leg was coded asa CF (course to fix). Due to the imprecision of the magnetic variation in the area, both legswere not lined up and the A/C had to turn, after VAREK WPT, to capture the next leg;

‐ 2nd exampleSTAR PERIK 1 and GORON 1 AT Genova (LSGG).These STARs end at WPT SINEL located in the middle of the APPR 23.This creates a F-PLN discontinuity and the procedure is not flyable. The NAV D.B. error islinked to both coding and procedure concept;

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‐ 3rd exampleOn several non precision approaches, the final descent angle is coded for the last leg onlyinstead of the last 2 legs. Again this creates a level off segment which does not exist.

Coding ErrorsCoding errors generally have very similar effects on the FMGS system and may induceposition errors as well as misguidance:‐ 1st example

Erroneous position of runway threshold at LFMT RWY 32R inducing a lateral offset duringnon precision approach;

‐ 2nd exampleILS/DME coded as an ILS only preventing autotuning of the DME in approach (IWW andIGG at EGKK).

PROBLEMS LINKED TO ARINC 424 SPECIFICATIONIf an item is not specified in the ARINC 424, it will not be part of the NAV D.B.For example:No specific field reserved for THR RED/ACC ALT. As a result, it is not possible to link suchinformation to a company route (e.g noise abatement). Defaulted value is provided instead.Systematic Coding of HF Leg in Procedures

When a Final Approach procedure displays a Holding Pattern, this pattern is systematicallycoded in the APPR VIA or STAR as an HF leg; this means that this holding is always taken

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into account in the F-PLN, assuming one turn; in certain cases, this is realistic but in mostcircumstances, it is not.

If the HF leg is of no use, it corrupts all predictions and performance computations.Furthermore if a holding pattern is ATC required, by then the crew has all means to insert itinto the F-PLN, and be then provided with realistic estimates.As a consequence, realistic coding of procedure turns should be requested.

Circle to LandAt many airports approaches are defined only in one direction; while the landing runway maybe in the other direction.If the weather is poor, a defined instrument approach is carried out down to circle to landMDA, and then a circle to land trajectory is flown.Circle to Land feature is not part of current ARINC specification; this forces the crews toimprovise in order to get a realistic trajectory on the ND, and to get proper predictions onCDU.

RECOMMENDATIONSIn order to control and correct NAVIGATION Database all pilots are encouraged to report to theirflight operations any misbehaviour which may have been induced by an incorrect data base.

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This can be done during normal operations:‐ During preflight by checking the consistency of the MCDU F-PLN versus ATC F-PLN. Refer to

current FCOM,‐ In flight by performing the navigation accuracy assessment on a regular basis as described in

the FCOM procedures and techniques.CONCLUSION

Tomorrow, the increasing number of RNAV approaches will require faultless NAV Databaseprocedures since it will not always be possible to monitor the guidance by using raw data.On a short term basis, the NAV Database improvement is a matter of step by step error detectionwhich mainly requires pilot attention during preflight and in flight.On a longer term basis, the NAV Database improvement requires decisions and actions ofconcerned agencies/authorities and NAV Database manufacturers.It has to be reminded that the aircraft constructor has no control over the data base used by eachoperator.

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SPECIFIC FEATURES OF THE FMGSFULL STANDARD

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FLIGHT CREW BULLETINSSPECIFIC FEATURES OF THE FMGS FULL STANDARD



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SPECIFIC FEATURES OF THE FMGS FULL STANDARDIdent.: FCB-FCB13-00013113.0001001 / 02 MAR 11Applicable to: ALL

Note: This FCOM bulletin is only valid for aircraft equipped with FMGS full standard.The FMGS full standard was introduced in 1992. During the first months of service, questions havebeen raised on particularities of the system.1. ALTITUDE PREDICTIONS NOT ACCURATE ON GROUND

Predicted altitudes indicated on the F-PLN A page are not accurate until take off; an error of a fewhundred feet may be noticed on predicted altitudes at all waypoints until lift off.EXPLANATION

The predictions are computed using simplified model for the take off run. This causes a minorerror on the altitude predictions. Predictions are continuously updated during the take off rolland once airborne, they are accurate.

2. SPURIOUS "FMS 1/FMS 2 SPD TGT DIFF" MSGWhen changing of CRZ FL using the FCU altitude knob, the message "FMS 1/FMS 2 SPD TGTDIFF" may come up.EXPLANATION

The new FCU altitude is sent by the master FMGC to the slave, therefore predictions are notcomputed at the same time on both FMGCs; a speed target difference may occur during a veryshort period, triggering the message.

PROCEDUREDisregard the message.

3. "IRS ONLY NAVIGATION" MSG TRIGGERED AT DESCENT PHASE SWITCHINGWhen the A/C is in IRS ONLY NAV mode, the message "IRS ONLY NAVIGATION" is triggeredwhen the A/C starts the descent.EXPLANATION

The system logic is triggered when the FMGS navigation mode has been in inertial only formore than 10 min in cruise or when the A/C is transitionning to descent phase without radioupdating.If the FMGS is in IRS only navigation mode at descent phase switching, the message isimmediately triggered, reminding the crew that the A/C is operating without radio position.

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PROCEDUREPerform a NAV ACCY CHECK.

4. VERTICAL DEVIATION DIFFERENT ON BOTH SIDESIn descent or approach the vertical deviation (VDEV) indicated on the PFD and PROG page maydiffer on side 1 and 2.EXPLANATION

The vertical deviation (VDEV) is computed independently on side 1 and 2; if FM 1/2 positionground speed or other data used for VDEV computation differ slightly from side 1 and 2, a smalldifference of VDEV will be observed during descent and/or approach.

5. INCREASE OF VERTICAL SPEED IN DES MODEThe vertical speed may increase noticeably for a short period of time during descent with DESmode engaged. The V/S regains the normal value when intercepting the path.EXPLANATION

When the A/C is above path and an increase of speed target is required manually orautomatically, the V/S will increase temporarily until the vertical profile is intercepted.

6. VLS COMPUTATION6.1 The VLS computed by the FMGS uses the same algorithm and performance table as

the FAC. Nevertheless some differences may be observed due to the fact that the FACcomputes the VLS from flight parameters and the precision of the computation provides anaccuracy of ±3 kt (PFD VLS).

6.2 In CONF 3, the performance table used to compute the VLS assumes the gear upalthough the table provided in the QRH and FCOM assume gear down. A VLS differenceof 2 kt can be observed between performance table and FAC/FMGS in CONF 3.

7. A/C POSITION INVALIDWhen a fast realignment is performed, the message A/C POSITION INVALID is triggered.The message disappears when the realignment is completed.EXPLANATION

During an IRS alignment, the ADIRS send no data to the FMGS and the FMGS cannot processany position.The POS MONITOR page is empty and the MSG "A/C POSITION INVALID" is automaticallytriggered. Once the IRS are realigned, the ADIRS provide data to the FM and a mix IRS positionis recomputed; the message disappears.


OPERATION OF FLEETS WITH/WITHOUTCPIP

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OPERATION OF FLEETS WITH/WITHOUT CPIPIdent.: FCB-FCB16-00013116.0001001 / 09 OCT 12Applicable to: ALL

INTRODUCTIONIn order to continuously improve the man/machine interface, Airbus developed continuous productimprovement programmes (CPIP), the modifications of which are available for retrofit and arecommonly introduced on all new A320/A321 and on A319.This FCOM bulletin details the differences which crews should be aware of.

DEFINITIONBASIC AIRCRAFT

The A320 equipped with full standard FMGS without CPIP (continuous production improvementprogramme) nor ENERGY MANAGEMENT.

ADVANCED STANDARDThe A319/A320/A321 with CPIP 1 + 2 + 3, LOW ENERGY warning and ENERGYMANAGEMENT. This standard is basic on the A319/A321 and A320 in current production andcan be retrofitted to all A320.

MODIFICATION DESCRIPTIONCPIP 1 (FCU MODIFICATION)

‐ Altitude selection change inhibited during push/pull action. This modification prevents anychange of altitude during mode engagement,

‐ HDG and V/S preselection time increased from 10 to 45 s,‐ V/S/FPA click differentiation for rapid selection:

1 click = 1 ° FPA,2 clicks = 100 ft/min V/S.

CPIP 2 (FCU MODIFICATION)‐ V/S/FPA "push to level off" function,

When pushing the V/S/FPA selector knob, V/S/FPA target is set to zero,‐ 4 digits for V/S target.

The V/S and FPA target are displayed in the window as followed:V/S = 4 digits,FPA = 2 digits,

‐ HDG/TRK target is synchronized when switching from HDG to TRK or vice versa,‐ SPD/MACH, HDG/TRK, METRIC ALT switching pushbuttons are labelled.

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LOW ENERGY WARNING (FAC AND FWC MODIFICATION)The low energy warning consists of an aural warning "speed speed speed" triggered every 5 s.This warning is available when CONF ≥ 2 and 100 ft < RA < 2 000 ft; it indicates that the energylevel is not sufficient to recover to a positive flight path angle with only pitch command. The thrustmust be increased. This warning is generated before the alpha floor is triggered.

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CPIP 3: FMA IMPROVEMENTS (DMC AND FWC MODIFICATION)‐ Engagement status of both FDs are displayed on both PFDs:

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‐ A/THR annunciations are changed as follows:• White colour and MAN label when the thrust levers are set manually in the corresponding

detent. e.g. MAN TOGA, MAN FLEX, MAN MCT.MAN THR when the thrust levers are set above the applicable detent. The A/THR is armed(A/THR blue on FMA),

• LVR white (or amber) label whenever the thrust levers are not in the correct detent: (e.g.LVR CLB, LVR MCT, LVR ASYM),

• THR green label when the Thrust mode is active:THR CLB, THR MCT, THR IDLE.

‐ All AP/FD modes are displayed as abbreviations (no dashes): (e.g. NAV, ALT CRZ, ALTCSTR).

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‐ V/S or FPA target are displayed in the FMA: e.g. V/S: + 800‐ Message and MSG colours are changed as follows:

"MORE DRAG" white message instead of "AIRBRAKES""CHECK APP SEL'' white message instead of "CHECK APP GUIDANCE""SET MANAGED SPD" white message instead of "SET AUTO SPEED""SET GREEN DOT SPD" white message instead of "SET VFTO"

ENERGY MANAGEMENT IMPROVEMENT(FAC, FWC, DMC, FADEC modification)The ENERGY MANAGEMENT package is related to A/THR logic modification and additionalECAM announcements. The package eases the normal procedure of A/THR disconnection andimproves the crew information on the current thrust setting.A/THR Disconnection Using the Instinctive Disconnect PushbuttonWhen the instinctive disconnect pushbutton is depressed:‐ Thrust is immediately set to the thrust corresponding to the thrust lever position. (Thrust lock no

longer effective),‐ A gong sounds and the master CAUTION light illuminates for 3 s,‐ AUTO FLT A/THR OFF is displayed on the ECAM for 9 s maximum.A/THR Disconnection due to a failure or an action on the A/THR FCU pb when illuminated green:

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‐ THRUST LOCK is active until the thrust levers are moved out of corresponding detent (or alphafloor activates),

‐ Annunciation is enhanced as follows:• Repetitive gong and master CAUTION light,• THR LK amber displayed on both PFDs,• AUTO FLT A/THR OFF displayed on ECAM,• Blue "THR LEVERS.....MOVE" displayed on ECAM,• With a 5 s delay, flashing "ENG THRUST LOCKED".

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Thrust Levers Set Below CL Detent:‐ Repetitive gong and master CAUTION light,‐ "AUTO FLT A/THR LIMITED" and "THR LEVER...MOVE" displayed on ECAM,‐ LVR CLB displayed on FMA.

IDLE Announcement on ECAMWhen thrust is set automatically or manually at IDLE thrust, IDLE legend flashes green for 10 sthen steady on ECAM EWD (adjacent to N1/EPR scale).

OPERATIONAL CONSIDERATIONSFCU MODIFICATION (CPIP 1 AND CPIP 2)

The introduction of FCU modifications does not significantly modify the published procedures:‐ V/S push to level off function

V/S = 0.0 selection may still apply; the "push to level off" function is a easier action. In bothcases, the crew must crosscheck with FMA;

‐ Different digits for V/S and FPAThe procedure which consists of crosschecking (and announcing) V/S or FPA value obtainedon PFD remains mandatory;

‐ Synchronisation of HDG/TRK targetThis allows the switching from HDG to TRK or vice versa with bank angle.Airbus still recommends the switching with wings level.

LOW ENERGY WARNINGThis feature provides an advanced warning to the crew before alpha floor is triggered.Standard procedures are unchanged and flight envelope remains the same.

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Alpha floor and alpha protection are identical.CPIP 3

The announciations of the FMA are self explanatory.The procedure remains the same:‐ Any mode change is to be checked and announced,‐ When a new target is selected and activated through the FCU, the resulting guidance has to be

checked on the PFD.ENERGY MANAGEMENT

The main feature of the ENERGY management is the suppression of the thrust lock when theA/THR instinctive disconnect pushbutton is used.The A/THR disconnection technique remains unchanged (Refer to PRO-SUP-70 Thrust Control),and may be summarized as follows:When A/THR is to be disconnected:‐ Move the thrust levers out of the applicable detent, to the current or desired thrust level,‐ Depress the instinctive disconnected pb.The new ECAM features facilitate the crew action but do not modify the procedures.


CHARACTERISTIC AND PROTECTIONSPEEDS

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FLIGHT CREW BULLETINSCHARACTERISTIC AND PROTECTION SPEEDS



Characteristic and Protection Speeds..................................................................................................................... A

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CHARACTERISTIC AND PROTECTION SPEEDSIdent.: FCB-FCB17-00013117.0001001 / 09 OCT 12Applicable to: ALL

INTRODUCTIONThe different speeds displayed to the crew on the main cockpit interfaces: PFD, MCDU, ND arecomputed by the FACs, the FMGCs and the ADIRS.

PFD MCDU PERF PAGEFAC COMPUTATION FMGC COMPUTATION

Computed on current aircraft status and configuration. Computed for take off, go around and landing.VLSFS"O" Green DotVαprotVαmaxVsw (stall warning speed)

VLS of the selected landing configuration.FS"O" Green Dot

Each FAC computes its own speeds which are displayed on the relevant PFD:FAC 1 on side 1,FAC 2 on side 2.

Each FMGC computes its own speeds displayed on the relevant MCDU:FMGC 1 on side 1,FMGC 2 on side 2.

The algorithms used to compute the characteristic speeds are the same in both FAC and FMGCbut as the inputs are different, the resulting values may differ.

CHARACTERISTICS SPEEDS COMPUTED BY THE FACThe FAC computes its characteristic speeds with 2 main inputs from ADIRS (Angle of Attack (α)and calibrated airspeed (Vc)). It also uses THS position, SFCC data and FADEC data.From these inputs, the FAC computes a stall speed Vs which is used to determine the aircraftweight.The following sketch gives the basic architecture for FAC speed computation.

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AOA DETERMINATIONThe angle of attack value used to compute the characteristic speeds is the mean value of the 3AOAs (Vote).Accuracy of the AOAs is a paramount factor in the weight calculation.0.3 ° of error in the AOA results in a 3 t error in weight.

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WEIGHT COMPUTATION

The weight is computed provided the following conditions are met:‐ Aircraft altitude below 14 600 ft and speed (Vc) below 240 kt,‐ Bank angle less than 5 °,‐ Speedbrakes retracted,‐ No dynamic maneuver (vertical load factor lower than 1.07 g),‐ No change of aircraft configuration and not in CONF full.When one of these conditions is not met, the last calculated weight value is considered andupdated for the fuel consumption based on actual engine N1.

CHARACTERISTIC SPEEDS COMPUTATIONA320

VLS is computed from Weight and Vc and corrected for the current CG.‐ If the current CG is forward of 15 %, 15 % CG is used to compute the speeds,‐ If the current CG is between 15 % and 25 %, the speeds are computed using an

interpolation between 15 % and 25 % CG,‐ If the current CG is aft of 25 %, 25 % CG is used for speed computation.

F, S, and Green dot are independent of CG.A319-321

VLS, F, S and Green Dot are computed for a forward CG. No CG correction is applied forA319/A320 VLS as it has a negligible effect.

PROTECTION SPEEDS CALCULATED BY THE FACVαprot and Vαmax are displayed in normal law.The FAC does not trigger alpha prot and alpha MAX protection.(The alpha prot and alpha max protection are activated by the ELAC).

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Vsw, the stall warning speed is computed by the FAC in ALTN or DIRECT law. At Vsw speed,an audio warning (crickets - STALL synthetic voice) is triggered.

TOLERANCE OF FAC COMPUTED SPEEDSDue to the data accuracy used to compute the characteristic speeds, and specifically the AOAaccuracy, the precision of the computation is specified to be within 2.5 %.During acceptance flight, the tolerances are as following:

Clean aircraftGreen Dot ±5 ktVLS ±4 ktVαprot ±5 ktVαmax ±5 kt

Conf fullVLS ±3 ktVαprot ±5 ktVαmax ±5 kt

CHARACTERISTICS SPEEDS COMPUTED BY THE FMGCCharacteristic speeds computed by the FMGC are based on a predicted GW, CG (and selectedconfiguration for landing) at a given time at landing for example.

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GW and CG values are computed from entered ZFW and ZFWCG corrected for the predicted FOBand CG variation.When the Approach phase is activated, the characteristic speeds are recomputed using the actualweight and CG.The performance model used to compute the characteristic speeds, is accurate enough to providespeed errors of less than ± 2 kt from the certified speeds.

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THE MOST FREQUENT QUESTIONS ON SPEED COMPUTATION‐ Why are the characteristic speeds computed by the FAC subject to inaccuracy greater

than FMGC computation?Answer:The precision of the AOA measurement is usually the cause of speed differences.An error of 0.3 ° in AOA measurement causes a weight inaccuracy close to 3 t.

‐ Is the FMGC computation more accurate than the FAC computation?Answer:Algorithms are the same but the initial data are different.The FAC computes current dynamic speeds.The FMGS computes characteristic speeds for given phases (and configuration for landing).Usually, the FMGC characteristic speeds for landing are more accurate due to the tolerance ofFAC inputs, if the ZFW was correct initially.Note: To determine the GW at landing, the FMGC uses the ZFW entered by the crew and

adds the fuel on board.A significant difference between PFD and MCDU characteristic speeds may alsoindicate an error in the ZFW as entered by the crew

‐ Why are there two characteristic speed calculations?Answer:The computation done by the FAC is independent of any manually entered data and providespermanent speed values displayed on the PFD.During approach, the comparison of characteristic speeds allows the crew to detect any speeddiscrepancy which may affect approach and final phases.

‐ When a difference exists between computed speeds from FAC and FMGC, what are thebest speeds to be relied on ?Answer:Whenever differences are observed, Airbus recommends to rely on QRH values.Refer to QRH/FPE-SPD Speeds.


GROUND SPEED MINI FUNCTION

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Ground Speed Mini Function...................................................................................................................................A

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GROUND SPEED MINI FUNCTIONIdent.: FCB-FCB18-00013118.0001001 / 09 OCT 12Applicable to: ALL

GENERALWhen an approach is flown in managed speed mode, the crew will notice that the target speed(magenta) displayed on the PFD, is variable during the approach.This approach target speed, also called IAS target, is computed in the FMGS using the "groundspeed mini function".The purpose of the Ground speed mini function is to take advantage of the aircraft inertia,when the wind conditions vary during the approach. The aircraft flies a target speed during theapproach and the energy of the aircraft is maintained above a minimum level ensuring standardaerodynamic margins over stall.If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring efficientthrust management during the approach.

PRINCIPLEThe minimum energy level is based upon the ground speed the aircraft should have at touchdown,when landing at VAPP with the expected wind. It is called "GROUND SPD MINI".During the approach, the FMGS continuously computes the IAS target to keep the ground speedat or above the "Ground Speed Mini", based upon the actual winds.This IAS target is limited to VAPP.The IAS target is displayed on the PFD speed scale in magenta, when approach phase andmanaged speed are active. It is independent of the AP/FD and/or the A/THR engagements.The following examples provide a comparison between the ground speed mini function versusthe conventional selected speed hold function, in terms of speed target, and thrust managementduring an approach where winds are varying.

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Ground speed mini function provides all the information necessary to manage the thrust smoothlyand efficiently during the approach, in the event of gusts or horizontal windshears.

BASIC COMPUTATIONWind is a key factor in the ground speed mini function.

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TOWER WINDIt is the MAG WIND entered in the PERF approach page. It is the average wind as provided bythe ATIS or the tower. Gusts are not inserted; they are taken into account during ground speedmini computation.

TOWER HEADWIND COMPONENTComponent of the MAG WIND relative to the FMS runway axis.The FMS Runway axis is the landing runway axis entered in the F-PLN and indicated on thePERF APPR page.

CURRENT WIND COMPONENTComponent of the actual wind measured by ADIRS, relative to the aircraft axis.The three following formulae explain how the approach speed target (IAS target) is computedusing the ground speed mini function. Note that this computation is different for the A320 andthe A319, A321 or A320 with the modification which reduces VAPP (mod 25225).

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VAPP ComputationVAPP COMPUTATION

A320 VAPP = VLS + 5 kt + 1/3 OF THE TOWER HEADWIND COMPONENTA320 with Mod 25225 A319/A321 VAPP = VLS + MAX (5, 1/3 OF THE TOWER HEADWIND

COMPONENT)

Wind correction limit: mini 0 kt, maxi 15 kt.VAPP may be changed manually by the crew if desired.The 5 kt increment to VLS is an Airworthiness requirement when autoland is used. (CAT 2 - CAT 3)Tower headwind component is counted positively.In case of a tower tailwind, the wind correction is zero and VAPP = VLS + 5.

Ground Speed Mini ComputationThe ground speed mini value is not displayed to the crew, but it is of interest to understand itsprinciple.GS mini = VAPP - TWR HEADWIND COMPONENT‐ The TWR HEADWIND COMPONENT is counted positively,‐ The TWR HEADWIND COMPONENT is counted positively,‐ If the TWR HEADWIND COMPONENT is below 10 kt or if there is a TWR TAILWIND

COMPONENT, GS mini = VAPP -10.Approach Speed Target Computation (IAS Target)

Approach speed target, also called IAS target is computed as the higher of:‐ VAPP,‐ GS mini plus current wind component.IAS target = MAX (VAPP, GS mini + CURRENT WIND COMPONENT)CURRENT HEADWIND COMPONENT is counted positively. CURRENT TAILWINDCOMPONENT is counted negatively.No max value limitation exists.

EXAMPLESNORMAL APPROACH

‐ Approach on Runway 09 - FMS Runway 09,‐ TWR wind on PERF APPR page: 090/30,‐ VLS = 130 kt.

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COMPUTATION A320 (basic configuration) A320 (with Mod 25225) A319 - A321VAPP

GS Mini GS Mini = 145 - 30 = 115 kt GS Mini = 140 - 30 = 110 kt

Current windin Approach IAS target (◃) A320 (basic configuration) IAS target (◃) A320 (with

Mod 25225) A319, A321(a) 090/50 MAX (VAPP, 115 + 50) = 165 kt MAX (VAPP, 110 + 50) = 160 kt(b) 090/10 MAX (VAPP, 115 + 10) = 145 kt MAX (VAPP, 110 + 10) = 140 kt(c) 270/10 MAX (VAPP, 115 - 10) = 145 kt MAX (VAPP, 110 - 10) = 140 kt(d) 090/30 MAX (VAPP, 115 + 30) = 145 kt MAX (VAPP, 110 + 30) = 140 kt

CIRCLING APPROACHThe crew will insert (primary F-PLN) the instrument approach to be flown to MDA. Thesecondary flight plan should contain final approach for the landing runway with the associatedwind information.During the circling maneuver, the crew must activate the secondary in order to provide validground speed mini information.Example:

Instrument Approach on RWY 27Circling Approach to RWY 09Windsa. 090/50 kt,b. 090/10 kt,

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c. 270/10 kt,d. 090/30 kt (TWR wind on PERF APPR).VLS = 130 ktThe 3 formulae give the following results:1. VAPP = 130 + 5 + Zero* = 135 kt for A320 basic configuration

130 + MAX (5 kt, Zero*) = 135 kt for A320 with Mod 25225, A319, A321,* wind is considered as tail wind because RWY 27 is selected in theF-PLN.

2. GS Mini = 135 - 10 = 125 kt (10 kt default wind value),3. IAS target = MAX (135, 125 + current headwind component).

The IAS target is function of the runway which is selected in the active flight plan.Let us consider that the aircraft is actually on Final Approach onto Runway 09, the approachtarget speed in final will vary as follows in case Runway 27 or Runway 09 are inserted in theFMS F-PLN:

A320 (basic configuration) A320 (Mod 25225) A319, A321Runway 27 selected in the F-PLN Runway 09 selected in the F-PLN Runway 09 selected in the F-PLNVAPP = 135 kt VAPP = 145 kt VAPP = 140 ktGS MINI = 125 kt GS MINI = 115 kt GS MINI = 110 kt

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SELECTEDRUNWAY IN F-PLN

VAPP VALUE(PERF APPR

PAGE)GS MINI ENCOUNTERED WINDS IAS TARGET IN FINAL

FOR RUNWAY 09

(a) 090/50 165 kt(b) 090/10 145 kt(c) 270/10 145 kt

(1) RUNWAY09 A320 145 kt 115 kt

(d) 090/30 145 kt(a) 090/50 160 kt(b) 090/10 140 kt(c) 270/10 140 kt

(1 ) RUNWAY27 A320 (Mod

25225) A319, A321140 kt 110 kt

(d) 090/30 140 kt(a) 090/50 175 kt(b) 090/10 135 kt(c) 270/10 135 kt(2) RUNWAY 27 135 kt 125 kt

(d) 090/30 155 kt

CONCLUSIONIf the landing runway inserted in the FMGS F-PLN is different from the actual landing runway,MANAGED APPROACH SPD shall not be used since the resulting targets may be significantlytoo high. (This rule applies wherever the FMS landing runway axis is different by 30 ° the actuallanding runway axis).In this case, select the approach speed directly on the FCU.

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PUBLICATION OF SOME ATTENDANTINFORMATION BULLETINS

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FLIGHT CREW BULLETINSPUBLICATION OF SOME ATTENDANT INFORMATION BULLETINS



Publication of some Attendant Information Bulletins...............................................................................................A

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PUBLICATION OF SOME ATTENDANT INFORMATION BULLETINSIdent.: FCB-FCB20-00013121.0001001 / 09 OCT 12Applicable to: ALL

EMERGENCY LIGHTING SYSTEMREASON FOR ISSUE

Some cases of exit signs not illuminating during takeoff, landing and on ground have beenreported.In normal operation with the "EMER EXIT LT sw" 4WL (25VU) in "ARM" position and the "NOSMOKING sw" 190RH (25VU) in auto position the exit signs extinguish only when the "NOSMOKING" signs extinguish at landing gear retraction and illuminate again at landing gearextention.Investigation revealed that the emergency power supply unit could remain frozen after powertransfer.

PROCEDUREDuring taxi and before landing check exit signs for proper illumination.If one or more exit signs are not illuminated, perform a reset of the emergency power supply by:1. From attendant panel:

‐ Press the "EMERGENCY pb" 120RH once on flight attendant panel,‐ Wait approximately 4 s,‐ Press the "EMERGENCY pb" 120RH again to recover normal configuration.or

2. From the cockpit:‐ Select the "EMER EXIT LT sw" on panel 25VU to "ON" position,‐ Select the "EMER EXIT LT sw" to "ARM" position.

If normal operation is not recovered, maintenance action is due before the next flight unless thedispatch is authorized by the MEL.

DELIBERATE INHIBITION OF AMBIENT LAVATORY SMOKE DETECTORS(A/C with MOD 22561)EXPLANATION

When the smoke detector grill is removed and foreing objects like tissue paper or plastic bagsare packed around the detector (see graphic below), the result will have a serious impact on thedetection system. The detector may not be able to "sample" the air.

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PROCEDUREThe cabin crew is recommended to inspect the lavatory smoke detectors for tampering beforeevery flight. If foreign bodies or sign of tampering are found, line maintenance should beinformed.

VACUUM TOILET RINSE VALVE LEAKAGE(A/C with MOD 26145)EXPLANATION

An increase in vacuum toilet rinse value leakage has been experienced. Leakage at the vacuumtoilet rinse valve in the forward lavatory may lead to water flooding in the cockpit with possiblewater spillage in the avionic bay.

ACTIONAirbus Industrie has initiated a modification consisting of the introduction of an improved rinsevalve.

PROCEDUREPending the introduction of the improved rinse valve, it is recommended that the cabin crewperform a toilet flush in each lavatory before the first flight of the day. This should minimize theeffect of possible overnight deposit inside the valve by draining the content.The cabin crew should advise the maintenance if abnormal water accumulation is found.

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This grill is a cover for the ambient smoke detector and the air extraction duct. The view shownis how the grill would appear when looked at from below.This grill can be removed. Foreign objects (tissues, plastic bags) have been found packedaround the ambient smoke detector.

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USE OF MANAGED GUIDANCE INAPPROACH AND NAV DATABASE

VALIDATION

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FLIGHT CREW BULLETINSUSE OF MANAGED GUIDANCE IN APPROACH

AND NAV DATABASE VALIDATIONPRELIMINARY PAGES - TABLE OF CONTENTS


Use of Managed Guidance in Approach and NAV Database Validation................................................................ A

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AND NAV DATABASE VALIDATIONPRELIMINARY PAGES - TABLE OF CONTENTS



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AND NAV DATABASE VALIDATION


USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATIONIdent.: FCB-FCB23-00013124.0001001 / 09 OCT 12Applicable to: ALL

1. BACKGROUNDThe purpose of this FCOM Bulletin is to highlight SOP recommendations on the use of managedguidance in approach.The current body of published Instrument Approach Procedures (lAP) includes "old style"procedures, based on conventional radio NAVAIDs which cannot always be coded in thenavigation database, in a suitable manner for satisfactory FMGS guidance in approach.Note: RNAV procedures are usually designed and coded for optimum FMGS guidance in

FINAL APP mode.For conventional NPA using FMS managed lateral and vertical guidance, if the navigationdatabase has been obtained from approved suppliers compliant with the requirements ofED76/DO200A, the validation of the approach coded in the database can be deferred to the flightcrew, checking the FM F-PLN (on MCDU and ND) against the published approach chart.Note: Conventional radio NAVAIDs must be available and monitored during the approach, and

must be considered as the primary means of navigation.For RNAV approaches using FMS managed lateral guidance only, based on the provisionsof AMC 20 XZ (draft), if the navigation database has been obtained from approved supplierscompliant with the requirements of ED76/DO0200A, the validation of the approach lateral flightpath coded in the navigation database can be deferred to the flight crew, checking the FM F-PLN(on MCDU and ND) against the published approach chart.Note: When flying an RNAV approach using NAV mode associated with selected vertical

guidance (FPA, V/S), the distance to the runway or the MAP versus altitude is theprimary means of vertical navigtation, the vertical deviation on the PFD may beunreliable.

For RNAV approaches using FMS managed lateral and vertical guidance, the vertical flight pathcoded in the navigation database must be validated by the operator.Validation of the navigation database should ensure that the lAP is of an eligible type, and iscorrectly coded so that the aircraft in FINAL APP mode will fly a constant flight path angle from theFAF to the runway with the required obstacle margins.Different methods or processes can be used to validate the lAP that is coded in the navigationdatabase.One method is to fly each approach in a simulator (or equivalent device), or with the aircraft whenweather conditions are good. An lAP that is regularly and correctly flown in FINAL APP mode canbe considered as validated.

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Another method is to use a dedicated software to read the navigation database diskette. Thelisting or display of the coded lAP is then assessed by comparing it with the approach chart. Theairline should keep an up-to-date record of the lAPs that are approved for the use of FINAL APPmode.

2. IAP AND CODING REQUIREMENTSA number of FMGC coding guidance requirements have been identified, and must be considered,when performing navigation database validation for the use of managed guidance in approach. Asan example, the following drawings show the coding of an VOR DME lAP (with the MAP before therunway), and the associated MCDU display. Refer to drawings below.

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The final approach consists of a sequence of at least two waypoints. However, it more oftenconsists of 3, or 4, waypoints.In the above example, the 3 waypoints are the FACF, the FAF, and the MAP. Sometimes, theMAP is located at, or after, the runway threshold. We will see that it is important for the crew toidentify the MAP position. Sometimes, a Step Down Fix (SDF) is added on the approach finaldescent, between the FAF and the MAP.The SDF is not necessarily identical to the waypoints published on the approach chart. Theidentification of the waypoints shown on the MCDU often differs from the identification shown onthe approach chart.THE LATERAL F-PLN CODING REQUIREMENTS

The FACF and the FAF must be aligned with the approach course.If the FACF and the FAF are collocated, the course change at the FAF should be small. A sharpturn would prevent the aircraft from overflying the FAF, and the final descent would start beforethe FAF, without the aircraft being established on the final approach course.For aircraft equipped with Honeywell FMS, approach procedures, including a Pl-CF Leg(PROC T displayed between 2 approach waypoints on the MCDU F-PLN page), are notpermitted with AP or FD managed guidance.These approaches must be flown in selected guidance, using published approach chart andNAVAID raw data.

THE VERTICAL F-PLN CODING REQUIREMENTSAn altitude constraint must be coded at each approach waypoint.Any waypoint of the approach should not be common to a STAR or a VIA waypoint with differentaltitude constraints. Combining altitude constraint may lead to erroneous vertical flight pathguidance.An AT or ABOVE constraint can be used for an SDF.When the MAP is located at, or before, the runway threshold, an FPA (≠ 0 °) must becoded at the MAP. or at the runway threshold (RW). This FPA will appear on the MCDU,between the MAP and the FAF, or any previous SDF in the final approach.When the MAP is located after the runway threshold, an FPA = 0 ° must be coded at theMAP.For these "old style lAP", with the MAP after the runway threshold, and depending on theposition of the approach axis relative to the runway, FMGC guidance may start the finalapproach descent slightly before the FAF. In most cases, the crossing altitude difference at theFAF is not significant (less than 50 ft). But, sometimes, this difference may be higher. Therefore,as it is not acceptable for the use of FINAL APP mode, we recommend validating the lAP with aMAP after the runway threshold, either in a simulator (or equivalent device), or with the aircraftin good weather conditions.

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An FPA (≠ 0 °) must be coded for each SDF that is on the final approach descent. TheMAP of an RNAV lAP must be located at the runway threshold.Additional vertical requirements for RNAV approaches (applicable to FMS Honeywell andnot applicable to FMS Honeywell R1A)The MAP of RNAV approaches must be located at the runway threshold.Whenever the FMGC identifies an lAP labelled RNAV, it constructs the vertical flight profileassuming that there is an altitude constraint at the MAP equals to the runway threshold plus50 ft. If the MAP is located significantly before the runway threshold, the FMGC computes anincorrect vertical flight path, and will display a wrong vertical deviation indication (VDEV) on thePFD.Consequently, the MAP crossing altitude on the F-PLN page will be incorrect compared to thepublished value.As a result, an RNAV lAP with a MAP located before the runway threshold must not bevalidated to be flown with the full FMS managed mode FINAL APP.Note: The approaches labelled "GPS" are not affected and can be flown in FINAL APP

mode.

3. FLIGHT CREW PROCEDURESThe SOP (Refer to PRO-NOR-SOP-19) for Non Precision and RNAV approaches are applicable.The following recommendations are provided to highlight specific vertical navigation aspects, whenFINAL APP mode is used.As applicable, the crew should first check that the Airline has approved the approach for FINALAPP mode use.

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3.1 APPROACH F-PLN VERIFICATIONBefore starting the approach, the crew must check the FMS F-PLN (on the MCDU, and on theND in PLAN mode with the CSTR displayed), starting from the beginning of the STAR down tothe runway and the missed approach procedure, and verify the profile against the published lAPchart.For the final approach procedure, the crew should check the:‐ Approach course,‐ Waypoints and associated altitude constraints,‐ lAP must not include a Procedure Turn (PROC T indicated on the MCDU),‐ Distance from the FAF to RW, or FAF to MAP,‐ Approach angle (shown on the MCDU line above the related waypoints):

• If MAP. after the runway threshold: FPA = 0 ° at MAP• If MAP before or at runway threshold: FPA ≠ 0 ° at MAP• For each Step Down Fix, an FPA ≠ 0 ° must be defined

‐ lAP does not include a PI-CF leg (PROC displayed on the MCDU)‐ MAP of an RNAV lAP must be located at the runway threshold.

Note: The MAP of a GPS lAP can be located before the runway threshold.‐ Altitude at the MAP, or at the runway threshold:

If the crossing altitude at MAP is not shown on the approach chart, crosscheck consistencywith the distance to the runway and the approach angle.

3.2 LIMITATIONS TO APPROACH F-PLN MODIFICATIONSWhen performing an lAP, using NAV and FINAL APP modes, the active F-PLN, extracted fromthe navigation database, can be modified, provided the following limitations are observed:1. F-PLN modifications:

‐ No lateral modification of the F-PLN from FACF (inclusive) to RW or to MAP.A modification is permitted before FACF, provided the resulting change in the flight pathcourse is not so large that it prevents the aircraft from being laterally-stabilized on the finalapproach course before reaching the FAF.

‐ No altitude constraint modification from FACF to MAP. Even in case of a very low OAT,no altitude correction can be entered in this way. This may require that a minimum OATbe defined, so that the vertical flight path will clear obstacles with the required margin.This minimum OAT should be given to the crew, when appropriate. In the future, for RNAVapproaches, the minimum OAT will be published on the approach chart itself.

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‐ When the FAF is the TO waypoint, the FROM waypoint must not be cleared in an attemptto perform a DIR TO/INTERCEPT.

‐ To benefit from managed speed, and have a correct location of the DECEL point, it isrecommended to enter VAPP as a SPD CSTR at FAF.

2. DIR TO...‐ DIR TO FACF is permitted, provided the resulting change in flight path course at FACF is

not so large that it prevents the aircraft from being laterally-stabilized on the final approachcourse before reaching the FAF.

‐ DIR TO FAF is permitted, provided the resulting change in flight path course at FAF issmall.

‐ For aircraft with FMS 2: DIR TO/INTERCEPT TO FAF is permitted, provided the RADIALIN corresponding to the final approach course (approach course + 180 °) is selected,and that the interception angle is not so large that it prevents the aircraft from beinglaterally-stabilized on the final approach course at the FAF.

3. Lateral F-PLN interception in HDG/TRK:‐ F-PLN must be intercepted before the FACF, and the interception angle should not be so

large that it prevents the aircraft from being laterally-stabilized on the final approach coursebefore reaching the FAF, or

‐ Before FAF, at the latest, provided the interception angle is small.CAUTION ‐ Before arming NAV, check that the correct "TO" waypoint is displayed

on the ND.‐ The intercept path in HDG/TRK must not cause premature sequencing

of the FAF. The FAF should be sequenced in NAV mode, whenestablished on the final approach course.

4. Vertical F-PLN interception:‐ The crew should manage the descent, so that the vertical F-PLN is intercepted before the

FAF, at the latest.3.3 APPROACH MONITORING

Except for RNAV lAP, approach NAVAIDs should be tuned and the associated raw data shouldbe displayed and actively-monitored. This active monitoring should include vertical navigation,using altimeter readings versus DME distances or the equivalent.For RNAV lAP, vertical navigation can be monitored by using the distance to the RW, or to theMAP displayed on the ND, and the altimeter reading.After passing the FAF, when stabilized on the final descent, the crew should check that theX-TRK and VDEV are correct, and that the FPV is consistent with the approach angle.When APPR is selected on the FCU, the crew must verify the:‐ Correct FMA display (APP NAV green, FINAL blue),‐ Correct TO waypoint on the ND,

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‐ Blue descent arrow at FAF and the correct F-PLN,‐ Correct Vertical Flight Path deviation indication.When passing the FAF, the crew must verify:‐ Correct altitude indication,‐ Correct FMA display (FINAL APP green),‐ Correct TO waypoint on the ND,‐ Correct blue track on the ND, armed for Missed Approach,‐ That the aircraft starts the descent and follows the correct lateral and vertical flight path.If HIGH ACCUR is lost during the approach, but active radio NAVAID monitoring confirmscorrect navigation, the approach can be continued in FINAL APP mode. Otherwise, the crewshould revert to TRK/FPA mode to fly the aircraft with NAVAIDs raw data.The lAP must be discontinued, when one of the following warnings occurs:‐ GPS PRIMARY LOST, if GPS accuracy is required,‐ NAV ACCUR DOWNGRAD, during an RNAV approach,‐ FM/GPS POS DISAGREE, if GPS is installed and is not deselected, and if no NAVAID raw

data is available to revert to selected modes‐ FM 1/FM 2 POS DIFF, unless NAVAID raw data is available to revert to selected modes.

3.4 CREW REPORTINGThe crew must report any lateral or vertical NAV guidance anomaly to their Flight Operations.The report must be fully-documented to enable further investigation and corrective actions:It should, therefore, include the following information:‐ Approach designation and airport,‐ Aircraft type, MSN, GW, wind/temperature,‐ Navigation database cycle,‐ Pilot selections, FMA, ND, MCDU displays,‐ Description of anomaly, flight path,‐ DFDR/QAR reading.

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AIRCRAFT HANDLING IN FINALAPPROACH

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FLIGHT CREW BULLETINSAIRCRAFT HANDLING IN FINAL APPROACH


CTV A320 FLEET FCB-FCB24-PLP-TOC P 1/2FCOM 30 MAY 13

Aircraft Handling in Final Approach........................................................................................................................ A

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AIRCRAFT HANDLING IN FINAL APPROACHIdent.: FCB-FCB24-00013125.0001001 / 29 MAY 13Applicable to: ALL

REASON FOR ISSUEDuring the approach, with the A/THR active, Airbus recommended to set the thrust levers abovethe CL detent (but below the MCT detent), in exceptional circumstances, if the speed significantlydropped below VAPP. However this procedure is not trained and proved to have more drawbacksthan advantages. Therefore, Airbus no longer recommends to use this procedure. The procedureis deleted from the operational documentation.If the A/THR performance is not satisfactory, the flight crew should take over, and control thethrust manually.

GENERALThe purpose of this FCOM Bulletin is to highlight certain aspects of aircraft handling during finalapproach, and to illustrate that the feedback received from in-service experience merits furtherattention.Although approach in turbulence is part of this discussion, windshear in approach is not addressedhere. For more details on the subjects of "Windshear in Approach" and "Operations in Windshearor Downburst Conditions", Refer to PRO-SUP-91-20.

APPROACH STABILIZATION CRITERIAThe prerequisite for a successful final approach and landing is to stabilize the aircraft on the finalapproach trajectory in pitch, thrust, airspeed, and bank angle.This signifies that the:‐ Aircraft is established on the:

• Final approach trajectory, and only minor heading corrections are necessary (except forindirect or curve approaches) to correct the effect of external conditions, acting on the roll axis

• Final approach vertical flight path, and only minor pitch corrections are necessary to correctthe effect of external conditions;

‐ The target speed is maintained on the desired descent path, with the appropriate thrust (notstabilized at idle).

Airbus policy requires that stabilized conditions be reached at 1 000 ft Height Above Threshold inIMC, and 500 ft feet in VMC, and that they be kept down to the flare height.In turbulent conditions, there may be heading, pitch, and thrust corrections of such a magnitudethat it could be difficult to determine when to consider the approach stabilization criteria as beinglost. Thrust corrections, in particular with the A/THR ON, could lead engines to temporarily reducethrust to idle, which may not be desirable close to the ground, if the aircraft level of energy is low.

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The PNF callout for excessive deviation is certainly an indication for the PF to decide/determine ifthe approach becomes destabilized. However, the answer to this question is generally a matter ofpilot judgement. The pilot must assess whether or not it is possible to return to nominal conditionsearly enough: That is, at the latest before flare initiation. If the pilot judges that it will not bepossible to start the flare at the correct height with the correct attitude, sink rate, and thrust, or ifthe pilot starts to feel "out of the loop", then it is time to perform a go-around.

PNF CALLOUTIn approach, the PNF is expected to monitor the PFD and to make a callout, when someparameters are exceeded.The Airbus FCOM Standard Operating Procedures (Refer to PRO-SUP-91-20 and Refer toPRO-NOR-SOP-18) state that a callout should be made, if:‐ Speed becomes lower than the speed target -5 kt, or greater than the speed target +10 kt‐ Pitch attitude becomes lower than 2.5 ° nose down, or greater than 10 ° nose up‐ Bank angle becomes greater than 7 °‐ Descent rate becomes greater than 1 000 ft/min‐ Excessive LOC or GLIDE deviation occurs (Refer to PRO-NOR-SOP-90 Flight Parameters in

Approach).The suitable PF response would be to immediately take appropriate actions to control theexceeded parameter and evaluate whether stabilized conditions will be recovered early enough.Otherwise, a go-around must be initiated. The PF should acknowledge the PNF callout so thatcrew coordination remains effective.

AIRCRAFT HANDLING ON THE LONGITUDINAL AXISThe pilot's objective, with respect to the longitudinal axis, is to control the airspeed and the verticalflight path. For thrust and speed control, it is recommended to use FMGS managed speed, inorder to benefit from the minimum GS function.The A/THR is, in particular, best suited to tracking a moving target speed, when flying in managedspeed mode. Statistically, the A/THR provides the best protection against airspeed excursions andits use is, therefore, recommended even in turbulent conditions, unless thrust variations becomeexcessive.A/THR response to airspeed variations is the result of a design compromise between performanceand comfort, and it is optimized when the AP is engaged. Therefore, in turbulent conditions andwhen flying manually, the pilot may sometimes find it to be too slow or lagging.If conditions are such that a large speed decrease with engines at idle is anticipated, then the PFmay take over thrust manually to recover the speed target and continue the approach in manualthrust.

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It is not recommended to use the speedbrakes in the final approach. In final approach, the dragwith the Landing Gear down is normally sufficient to cope with all kinds of situations, including atailwind landing.The pilot's objective, with respect to vertical navigation, is to maintain a constant flight pathangle down to the runway threshold, using the vertical deviation indication of an ILS, the FMGSVDEV indication, the indication of an external lighting system, or visual cues. However, whenapproaching flare height, the pilot's primary objective will progressively shift from vertical flight pathcontrol to safe pitch attitude and vertical speed, to start the flare in good conditions. The PF willprimarily control the attitude and the vertical speed to perform a safe flare.If the vertical speed is too high, prior to starting the flare, the vertical deceleration that can beachieved during flare may be insufficient to avoid a hard landing. The aircraft may touch down withan excessive residual vertical speed and pitch rate, which may lead to bouncing and exposure totailstrike.The pilot should also consider that the flare height might vary slightly from one aircraft typeto another, depending on aircraft inertia. In the event of turbulence and wind gradient, pitchmonitoring is of primary importance when close to the ground. The pilot should react promptlyto any uncommanded pitch down tendency, to avoid ducking under, with a risk of prematuretouchdown.If vertical speed and pitch attitude become the primary objectives, the touchdown point mightoccur slightly further ahead on the runway, thereby reducing the available stopping distance. In thelarge majority of landings, and based on the pilot's judgement, this effect should be acceptable.However, in case of doubt, it is always best to perform a go-around.

AIRCRAFT HANDLING ON THE LATERAL AXISGenerally speaking, lateral handling of fly-by-wire aircraft is conventional. But, in very gustyconditions, it is necessary to recall the principle of the flight control law in roll. With the sidestick,the pilot can order a roll rate up to a maximum of 15 °/s. However, the aerodynamic capacity of theroll surfaces, when fully deflected, is much higher: That is, up to about 40 °/s. This means that, ifthe aircraft is flying through turbulence that produces a roll rate of 25 °/s to the right, the aircraftstill has the capacity to roll to the left at a rate of 15 °/s, with full sidestick command. This is morethan what is necessary in the worst conditions.The sidestick's ergonomical design is such that the stop at full deflection is easily reached. Thismay give the pilot the impression that the aircraft is limited in roll authority, because there is a timedelay before the pilot feels the result of his/her action. On conventional aircraft, due to the controlwheel inertia, the pilot needs considerably more time to reach the flight control stop.The flight control system of Airbus fly-by-wire aircraft partially counteracts roll movements inducedby the effect of gust, even with the sidestick in the neutral position. The PF must ensure that theoverall corrective orders maintain the desired aircraft lateral axis. He/she will minimize lateralinputs and will resist applying sidestick order from one stop to the other.

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CTV A320 FLEET FCB-FCB24 P 4/4FCOM ← A 30 MAY 13

Every sidestick input is a roll rate demand, superimposed on the roll corrections already initiatedby the fly-by-wire system. The pilot should only apply "Ionger-term" corrections as needed.Before flare height, heading corrections should only be made with roll. As small bank angles arepossible and acceptable close to the ground, only small heading changes can be envisaged.Otherwise, a go-around should be initiated.Use of rudder, combined with roll inputs, should be avoided, since this may significantly increasethe pilot's lateral handling tasks. Rudder use should be limited to the "de-crab" maneuver in caseof crosswind, while maintaining the wings level, with the sidestick in the roll axis. (Refer to theFCOM's SOP, for Crosswind Landing Techniques).

SUMMARYIn summary, the following are the main points addressed by this Bulletin:‐ Strictly observe the approach stabilization criteria to decide whether to land, or to perform a

go-around‐ Promptly react to any pitch down at low height, to avoid ducking under‐ Reach the flare height with the correct pitch attitude and sink rate‐ In turbulent conditions, it is recommended to use the A/THR, unless the PF is not satisfied by

the A/THR response‐ Refrain from excessive sidestick roll activity. Order "Ionger-term" roll corrections‐ Restrict rudder use to "de-crabbing" in crosswind.


USE OF RUDDER ON TRANSPORTCATEGORY AIRPLANES

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FLIGHT CREW BULLETINSUSE OF RUDDER ON TRANSPORT CATEGORY AIRPLANES



Use of Rudder on Transport Category Airplanes....................................................................................................A

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CTV A320 FLEET FCB-FCB25 P 1/8FCOM A → 30 MAY 12

USE OF RUDDER ON TRANSPORT CATEGORY AIRPLANESIdent.: FCB-FCB25-00013126.0001001 / 22 MAY 12Applicable to: ALL

REASON FOR ISSUEOn February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with theFrench "Bureau Enquetes Accidents (BEA)", issued recommendations that aircraft manufacturersre-emphasize the structural certification requirements for the rudder and vertical stabilizer,showing how some maneuvers can result in exceeding design limits and even lead to structuralfailure.The purpose of this FCOM Bulletin is to re-emphasize proper operational use of the rudder,highlighting certification requirements and rudder control design characteristics.

YAW CONTROLGENERAL

In flight, yaw control is provided by the rudder, and directional stability is provided by the verticalstabilizer.The rudder and vertical stabilizer are sized to meet the two following objectives:‐ Provide sufficient lateral control of the aircraft during crosswind takeoffs and landings, within

the published crosswind limits (Refer to LIM-12 Airport Operations)‐ Provide positive aircraft control under conditions of engine failure and maximum asymmetric

thrust, at any speed above VMCG (minimum control speed on ground).The vertical stabilizer and the rudder must be capable of generating sufficient yawing momentsto maintain directional control of the aircraft.The rudder deflection, necessary to achieve these yawing moments, and the resulting sideslipangles can place significant aerodynamic loads on the rudder and on the vertical stabilizer.Both vertical stabilizer and rudder are designed to sustain loads as prescribed in the JAR/FAR25 certification requirements which define several lateral loading conditions (maneuver, gustloads and asymmetrical loads due to engine failure) leading to a required level of structuralstrength.

CERTIFICATION REQUIREMENTSFor certification in accordance with JAR/FAR 25.351, loads on the stabilizer and the rudderare defined, considering yawing maneuvers as shown below, for a range of speeds from VMC(minimum control speed) to VD/MD (maximum design speed), from sea level up to maximumaltitude, and over the full range of aircraft weights and Center of Gravity limits:1. With the aircraft in unaccelerated and stabilized straight flight, the rudder pedal is suddenly

displaced to the maximum available deflection at the current aircraft speed.

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2. With the rudder deflected as shown above, the aircraft yaws to the resulting overswingsideslip angle, and then stabilizes at a somewhat smaller steady-state slideslip angle.

3. With the airplane yawed to the steady-state (static) sideslip angle corresponding to the aboverudder deflection, the certification regulations assume that the rudder pedal is released toneutral.Note: Because the aircraft has natural yaw stability, returning the rudder to neutral will

also result in returning the sideslip angle to neutral.

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Certification yawing maneuver design

JAR/FAR 25 requires the above yawing maneuver to be analyzed over the full range ofspecified conditions. The most severe loads imposed on the vertical stabilizer and rudder areidentified.The same analysis is performed for lateral gusts, rolling maneuvers and asymmetrical enginefailure conditions. The most severe of all these cases and associated loads provides the designbasis for the vertical stabilizer and rudder.The above loads define the limit loads according to JAR/FAR 25 requirements. These loadscorrespond to the maximum loads that may be expected in service.According to JAR/FAR 25 requirements, the ultimate loads are defined as the limit loadsmultiplied by a prescribed safety factor of 1.5 unless otherwise specified.The aircraft structure must be able to sustain limit loads without detrimental permanentdeformation and ultimate loads without failure for at least 3 s.Higher loads could lead to structural failure.

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CAUTION Sudden commanded full, or nearly full, opposite rudder movement againsta sideslip can generate loads that exceed the limit loads and possibly theultimate loads and can result in structural failure.This is true even at speeds below the maximum design maneuvering speed,VA.

Certification regulations do not consider the loads imposed on the structurewhen there is a sudden full, or nearly full, rudder movement that is oppositeto the sideslip.

RUDDER CONTROLThe rudder surface is controlled by 3 actuators, commanded by a cable run from rudder pedals,to which the flight control input (yaw damping and turn coordination functions coming from theELACs and the FACs) are added.The rudder travel limiter, controlled by the FACs, is designed to progressively reduce theavailable total rudder travel depending on aircraft speed.This provides sufficient yaw control within the entire flight envelope, including engine failure andmaximum asymmetric thrust, limiting the lateral loads on the stabilizer and rudder so that theyremain within the certification limits.Rudder travel is limited as a function of the aircraft speed, as shown below:‐ At low speeds, the rudder deflection required to maneuver the aircraft in yaw is large, and so

are the resulting pedal displacement and forces‐ At high speeds, the rudder authority is limited but the gearing between the pedals and the

rudder does not change. Therefore, less force will be required to achieve maximum availablerudder deflection.

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As speed increases, the rudder deflection required by any yaw maneuver (eg, enginefailure and maximum asymmetric thrust) decreases, and consequently, so do rudder pedaldisplacement and associated forces.Rudder pedal displacement is almost linearly proportional to rudder deflection.

Thus, to explain the two preceding graphs:The rudder pedal displacement and the resulting pedal forces required to achieve a givenrudder deflection are independent from aircraft speed

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‐ To start moving the rudder pedals from the neutral position, a minimum force of ± 9 daN mustbe applied ("breakout force")

‐ At low speeds, i.e. up to approximately 150 kt, maximum available rudder deflection (25 ° forthe A320/A321 and 30 ° for the A318/A319) is obtained by moving the rudder pedals to theirmaximum travel which represents a 30 daN force applied on the pedals

‐ At higher speeds, for example at 350 kt, the maximum available rudder deflection is reducedto approximately 4 °. It is consequently obtained with less rudder pedal displacement whichrepresents approximately a 13 daN force applied on the pedals (approximately 40 % of themaximum force to reach full pedal travel).

OPERATIONAL RECOMMENDATIONSIn order to avoid exceeding structural loads on the rudder and vertical stabilizer, the followingrecommendations must be observed.1. The Rudder is Designed to Control the Aircraft, in the Following Circumstances

1.1 In Normal Operations, for Lateral Control:‐ During the takeoff roll, when on ground, especially in crosswind conditions‐ During landing flare with crosswind, for decrab purposes‐ During the landing roll, when on ground.In these circumstances, large and even rapid rudder inputs may be necessary to maintaincontrol of the aircraft.Rudder corrections should always be applied as necessary to obtain the appropriateaircraft response.On Airbus aircraft, the rudder control system includes a turn coordination function toachieve acceptable turn coordination.

1.2 To Counteract Thrust AsymmetryFull rudder authority can be used to compensate for the yawing moment of asymmetricthrust.Note: At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine

failure) has relatively small effect on yaw control of the aircraft.The amount of rudder required to counter an engine failure and center thesideslip is small.

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CTV A320 FLEET FCB-FCB25 P 7/8FCOM ← A 30 MAY 12

1.3 In Some Other Abnormal SituationsThe rudder may also be used in such abnormal situations as:‐ Loss of both yaw damper systems. The rudder may be used as deemed necessary, for

turn coordination to prevent excessive sideslip‐ Rudder trim runaway. The rudder may be used to return the rudder to neutral‐ Landing with abnormal landing gear position. The rudder can be used for directional

control on ground.In all of the above mentioned normal or abnormal circumstances, proper rudder maneuverswill not affect the aircraft's structural integrity.Note: In the event of a rudder travel limit system failure, refer to the relevant RUDDER

TRAVEL LIMIT FAULT procedure.2. The Rudder Should Not be Used

‐ To induce roll, or‐ To counter roll, induced by any type of turbulence.Whatever the airborne flight condition may be, aggressive, full or nearly full, oppositerudder pedal inputs must not be applied. Such inputs can lead to loads higher than thelimit, and can result in structural damage or failure.The rudder travel limiter system is not designed to prevent structural damage or failurein the event of such rudder system inputs.Note: Rudder pedal reversals must never be incorporated into airline policy, including

so-called" aircraft defensive maneuvers" to disable or incapacitate hijackers.As far as dutch roll is concerned, yaw damper action and natural aircraft damping aresufficient to adequately dampen dutch roll oscillations. The rudder should not be used tocomplement the yaw damper.Note: Even if both yaw damper systems are lost, the rudder should not be used to

dampen the dutch roll. Refer to the YAW DAMPER FAULT procedure.3. Special Cases

Recovery techniques from upset situationsProper use of the rudder, particularly during maneuvers intended to address upset recovery,are emphasized in the Airbus Training Program, supported by the industry-produced 1998"UPSET RECOVERY TRAINING AID".

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CTV A320 FLEET FCB-FCB25 P 8/8FCOM 30 MAY 12


AUTOMATIC LANDING PERFORMANCE

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FLIGHT CREW BULLETINSAUTOMATIC LANDING PERFORMANCE



Automatic Landing Performance............................................................................................................................. A

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AUTOMATIC LANDING PERFORMANCEIdent.: FCB-FCB27-00013128.0001001 / 02 MAR 11Applicable to: ALL

REASON FOR ISSUEAbnormal automatic landing behaviors are periodically reported on some airports/runways withspecific terrain profile before runway threshold, or specific runway profile.

AUTOMATIC LANDING FLARE MODEAll Airbus aircraft use similar FLARE modes for automatic landing. The FLARE mode is initiatedat a given radio altitude (RA), which can be either advanced or delayed in function of the Rate OfDescent (ROD) - measured as a rate of change of RA with time.Once the FLARE mode is engaged, the flare is commenced by an open-loop elevator input(pre-command), which is adapted to the aircraft GW, CG and GS. The flare is then continued witha closed-loop signal to satisfy ROD and RA targets function of the horizontal distance (or time).The pitch demand given by the flare pre-command is modified by pitch demands in order to reducethe differences between the actual and the desired RA and ROD. The intent is to reduce boththe ROD and the RA as a function of distance or time so that the aircraft touches down with areasonable ROD in a reasonable distance (or time - typically 7 to 9 s).This is effectively what a pilot does during manual flare. As the ground approaches, pitch-upinput is introduced to reduce the ROD; the importance of the input varies according to the pilot'sperception of the rate at which the ground is approaching.

AUTOMATIC LANDING CERTIFICATION REQUIREMENTSThe automatic landing certification regulations are complex and impose many requirements onthe system. Among performance requirements are limits on touch down vertical speed and touchdown distance from runway threshold.These limits are expressed in term of probability to exceed ultimate values; for touch down verticalspeed and distance these limits are:‐ The probability to exceed a touch down vertical speed of 10 ft/s must be less than one per

million (10-6),‐ The probability to touch down at a distance less than 60 m from the runway threshold or more

than 900 m must be less than one per million (10-6).There are similar requirements for the touch down lateral distance from the runway centerline, forthe bank angle at touch down and lateral deviation during rollout.To demonstrate statistically compliance with these requirements, the aircraft manufacturers use acombination of flight tests and simulation tools and must cover the full range of GW, CG and windsin a range of pressure altitude up to the maximum certified altitude for automatic landing (Refer tothe AFM).

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CTV A320 FLEET FCB-FCB27 P 2/6FCOM ← A → 19 JUL 11

The automatic landing system performance has been demonstrated during certification with CATII/III ILS beams with a G/S from 2.5 ° to 3.15 °.There is no certification requirement to prove that the automatic landing system will perform asexpected at all conceivable airports.Certification flight tests are performed on a limited number of airports equipped with a CAT II orCAT III ILS. However, the simulation tests must include specific unusual terrain profile beforerunway threshold and specific runway slope:‐ Runway slope of ±0.8 % .‐ 20 ft step before runway threshold‐ Rising terrain slope of 12.5 ° followed by 60 m horizontal surface just before runway threshold.Airbus aircraft meet all these certification requirements.In addition, Airbus has assessed in simulation the effect of terrain/runway profiles of specificairports known to be somehow problematic ("special terrain/runway profile").The appendix 8 of FAA AC 120-280 related to irregular terrain assessment as part of the CATIII operational evaluation gives the following background: "FAA type design approval of flightguidance systems provides for generic performance evaluation of autoland capability throughsimulation with reference terrain conditions, and flight testing at a few particular locations. This isto verify suitability of the design analysis. When an aircraft is type certificated for use of a flightguidance system, it is not the intent, nor is it practical that each model of aircraft be tested ateach conceivable locations that it could potentially be used in operations ... While type designcertification addresses generic system performance, specific operational review and approval ofparticular aircraft type/site autoland performance is necessary when minima are predicated onthe use of autoland. This is especially important at airports with irregular pre-threshold terrain(e.g., cliffs, valleys, sea walls) in the area of final approach within approximately 1 500 ft of runwaythreshold."

AUTOMATIC LANDING DISTANCEThe automatic landing distance calculation uses a realistic airborne distance obtained from flighttests demonstrations - statistically determined as the mean touch down distance from runwaythreshold plus 3 times the standard variation of this distance -, which is then added to a grounddistance calculated with maximum braking starting at the mean touchdown speed plus 3 times thestandard variation of this speed. The combined airborne and ground distances are then multipliedby 1.15 to give the automatic landing distance. Refer to QRH Autoland.The required landing distance cannot be less than the manual landing distance multiplied by 1.67(or 1.67 x 1.15 on wet runway) or the automatic landing distance, whichever is the highest.The airborne mean distance and its statistical variation is determined using data collected forthe certification process. A special runway profile (for example hill top double slope) may lead toincrease airborne distances.

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EFFECT OF TERRAIN/RUNWAY PROFILEA higher ROD in the last part of the approach (due to terrain profile before runway threshold) willcause the flare mode to engage earlier than usual.A rising slope before the runway can cause the flare to engage higher, and the aircraft maytemporarily float above the runway surface before the pitch is reduced to resume a gentle descentdown to the runway leading to a long flare. If, in addition, the runway has a negative slope, thedescent will be further prolonged. However, the system will always try to re-establish the aircrafton the flare profile.In general, runways sloping up are prone to produce firm landings whereas runways sloping downwill tend to produce long flares.Double runway slope with hill top located in the touch down zone may significantly affect thestatistical distribution of the touch down point, increasing sometimes the airborne distance.A flare is a dynamic maneuver, and flares are never exactly the same. To satisfy certificationrequirements, the RA signal is filtered to avoid irregular variations, and the aircraft reaction inpitch is limited in order to prevent over-reactions in the event of erroneous signal variations. Theconsequence of these requirements is a more sluggish response to variations in RA signal, whichrestricts the ability to cope with large variations in terrain/runway profile.

OPERATIONAL DEMONSTRATIONFor the purpose of CAT II/III operational demonstration, the airline has to perform a number ofautomatic landings in good weather conditions on different runways, usually at their home baseand main destinations.To determine if an airport/runway is eligible for CAT II/III operations, the Appendix 1 of JAR OPS1.440 (h) requires that:1. "Each aeroplane type/on-board equipment/runway combination must be verified by the

completion of at least one approach and landing in Category II or better weather conditions,prior to commencing Category III operations.

2. For runways with irregular pre-threshold terrain or other foreseeable or known deficiencies,each aeroplane type/on-board equipment/runway combination must be verified by operations inCategory I or better weather conditions, prior to commencing Category II or III operations".

The appendix 8 of FAA AC 120-280 says: "At typical airports runways that are not considered tobe "special terrain", the review and approval process usually consists of verifying the operator'sreport or performance for a small number of "Iine landings" using the flight guidance system inweather conditions better than those requiring use of CAT II or lower minima".Before deciding that an airport/runway is suitable for automatic landing, the operator must seekinformation on the local characteristics of the runway and verify that the airport is not listed as"special terrain" for CAT II/III operations (e.g., those listed for example in the CAT II/III Status onthe FAA web site).

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For airports/runways that exhibit special characteristics (pre-threshold terrain, runway profileor a combination of both), a specific operational evaluation is generally necessary. This initialevaluation should consist in 4 to 6 automatic landings in typical wind conditions and representativeLW to be performed by a CAT III qualified and experienced pilot (Airline technical pilot, seniortraining pilot, .... ).DFDR data need to be analyzed to verify that the automatic landing system performed adequately.Airbus may support the operator for this data analysis. This initial evaluation should be thencomplemented by the monitoring of typically 25 automatic landings in line operation.This evaluation program should be done with the agreement of the operational authorities using forexample the guidelines from FAA AC 120-280 Appendix 8.

AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONSAutomatic landings need sometimes to be performed in CAT I or better weather conditions forflight crew training purpose or for operational evaluation/demonstration.Although the automatic landing system performance has been demonstrated during certificationwith CAT II/III ILS beams, automatic landing is possible on a CAT I ILS, or on a CAT II/III ILS whenthe ILS protection is not activated (Low Visibility Procedure not enforced), provided:‐ The operator has checked that the ILS beam quality and the effect of the terrain profile before

the runway have no adverse effect on autopilot guidance. For that, the operator should seekinformation on terrain discontinuities before runway threshold and runway slope. Informationfrom other operators with the same aircraft type and airport authorities can also be used.

‐ The flight crew is aware that LOC or G/S beam fluctuations independent of the aircraftsystem may occur, and the PF is prepared to immediately disconnect the AP and to take theappropriate action, should unsatisfactory guidance occur.

AUTOMATIC ROLLOUT ON CAT II RUNWAYSFor CAT II operations there is no requirement on LOC beam quality for the rollout segment.Automatic rollout in CAT II operations on a runway that is not CAT III qualified remains under thecrew responsibility.‐ As LOC beam fluctuations independent of the aircraft system may occur, the PF should be

prepared to take over directional control if the AP disconnects during rollout, or to immediatelydisconnect the AP if unsatisfactory rollout guidance occurs.

AUTOMATIC LANDING ABOVE MLWFor some Airbus models, the FCOM OVERWEIGHT LANDING procedure may indicate thatautomatic landing is certified up to the MLW but that flight tests have been performed successfullyup to a higher LW. The FCOM states that in case of emergency, and under crew responsibility, anautomatic landing may be performed up to this higher LW, provided the runway is approved forautomatic landing.

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This means that Airbus has performed a number of automatic landings up to this higher LW foraverage conditions in term of CG, wind, and runway characteristics. The full range of conditionsrequired by the certification requirements have not been assessed for LW higher than the MLW.However, the tests performed are sufficient to indicate that the possibility of an automatic landingis an option that the flight crew can consider in its decision making resulting from an emergency inparticular operational situation.

AUTOMATIC LANDING WITH OUT-OF-DATE ADIRS MAG VAR TABLESome Airbus SA and LR aircraft continue to fly a number of years with ADIRS part numbers fittedwith out-of-date magnetic variation tables. If the ADIRS magnetic variation differs by more than 2 °or 3 ° (depending of aircraft type) compared to the airport current magnetic variation, the lateralperformance of the automatic landing and rollout is significantly affected, which prevents fromusing the automatic landing system on these airports. Airbus publishes in the FCOM for each year,the list of airports where automatic landing is no more authorized with these ADIRS part numbers.

AIRPORTS/RUNWAYS WITH "SPECIAL TERRAIN/RUNWAY PROFILE"The consequences of irregular terrain or runway profile on the automatic landing systemperformance can be quite variable.For example, the automatic landing RW 03 R in Johannesburg (JNB) had to be suspended for theAirbus SA until certification of a new standard of FMCG (refer to FCOM Limitation).Another example is RW 32 in Leeds (LBA) also with Airbus SA where the consequence of therunway profile is only a possibility of long flare. In this case an increase of the automatic landingdistance of 300 m is sufficient to address the runway specificity.

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CTV A320 FLEET FCB-FCB27 P 6/6FCOM 19 JUL 11

PERFORMANCE

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PERFORMANCEPRELIMINARY PAGES

TABLE OF CONTENTS

CTV A320 FLEET PER-PLP-TOC P 1/2FCOM 16 JUL 13

PER-LOD Loading

PER-OPD Operating Data

PER-THR Thrust Ratings

PER-TOF Takeoff

PER-FPL Flight Planning

PER-CLB Climb

PER-CRZ Cruise

PER-HLD Holding

PER-DES Descent

PER-GOA Go Around

PER-LDG Landing

PER-OEI One Engine Inoperative

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TABLE OF CONTENTS


CTV A320 FLEET PER-PLP-TOC P 2/2FCOM 16 JUL 13

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CTV A320 FLEET PER-PLP-LETDU P 1/2FCOM 28 AUG 13



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CTV A320 FLEET PER-PLP-LETDU P 2/2FCOM 28 AUG 13

PERFORMANCE

LOADING

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PERFORMANCELOADING


CTV A320 FLEET PER-LOD-PLP-TOC P 1/2FCOM 30 MAY 13

PER-LOD-GEN GENERALDEFINITIONS...........................................................................................................................................................A

PER-LOD-CGO CARGO LOADINGGENERAL................................................................................................................................................................ ADESCRIPTION.........................................................................................................................................................BRESTRAINT SYSTEM.............................................................................................................................................CCARGO LOADING SYSTEM (If installed).............................................................................................................. DCARGO CAPACITY.................................................................................................................................................ECARGO DOOR OPERATION..................................................................................................................................FLOCATION OF SERVICE PANELS........................................................................................................................G

PER-LOD-FUL FUELGENERAL INFORMATION......................................................................................................................................AREFUELING.............................................................................................................................................................BGROUND FUEL TRANSFER..................................................................................................................................CDEFUELING.............................................................................................................................................................DOVERWING GRAVITY REFUELING...................................................................................................................... EREFUELING WITH ONE ENGINE RUNNING........................................................................................................ FAPU START/SHUTDOWN DURING REFUELING/DEFUELING............................................................................GUSE OF MANUAL MAGNETIC INDICATORS (MMI)............................................................................................. H

PER-LOD-WBA WEIGHT AND BALANCEPER-LOD-WBA-LTS LOAD AND TRIM SHEET

GENERAL................................................................................................................................................................ ADATA........................................................................................................................................................................BDESCRIPTION.........................................................................................................................................................CLOAD AND TRIM SHEET.......................................................................................................................................D

PER-LOD-WBA-FIT FUEL INDEX TABLESPER-LOD-WBA-FIT-10 FUEL INDEX TABLE

GENERAL................................................................................................................................................................ AFUEL INDEX TABLE FOR INNER TANK...............................................................................................................BFUEL INDEX TABLE FOR OUTER TANK............................................................................................................. CFUEL INDEX TABLE FOR CENTER TANK........................................................................................................... D

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING



CTV A320 FLEET PER-LOD-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

GENERAL

CTV A320 FLEET PER-LOD-GEN P 1/2FCOM A 19 JUL 11

DEFINITIONSIdent.: PER-LOD-GEN-00001661.0001001 / 09 DEC 09Applicable to: ALL

MANUFACTURER’S EMPTY WEIGHT (MEW)The weight of the structure, power plant, furnishings, systems and other items of equipment thatare considered as integral part of the aircraft. It is essentially a “dry” weight, including only thosefluids contained in closed systems (e.g. hydraulic fluid).

OPERATIONAL EMPTY WEIGHT (OEW)The manufacturer’s weight empty plus the operator’s items i.e. the flight and cabin crew and theirbaggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galleystructure, catering equipment, seats, documents etc.

DRY OPERATING WEIGHT (DOW)The total weight of an aircraft ready for a specific type of operation excluding all usable fuel andtraffic load.Operational Empty Weight plus items specific to the type of flight i.e. catering, newspapers, pantryequipment etc.

TAKEOFF FUELThe weight of the fuel onboard at takeoff.

OPERATING WEIGHTThe weight obtained by addition of the operational empty weight and the takeoff fuel.

TOTAL TRAFFIC LOADThe weight of the payload including cargo loads, passengers and passengers bags.

ZERO FUEL WEIGHT (ZFW)The weight obtained by addition of the total traffic load and the dry operating weight.

TAKEOFF WEIGHT (TOW)The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel.

TRIP FUELThe weight of the fuel necessary to cover the normal leg without reserves.

LANDING WEIGHTThe weight at landing. It is equal to takeoff weight minus trip fuel.

A320FLIGHT CREW

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PERFORMANCELOADING

GENERAL


CTV A320 FLEET PER-LOD-GEN P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

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PERFORMANCELOADING

CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 1/8FCOM A to D 30 MAY 13

GENERALIdent.: PER-LOD-CGO-00001662.0002001 / 09 DEC 09Applicable to: ALL

The aircraft has two lower deck cargo compartments :‐ Forward cargo compartment, compartment 1.‐ Aft cargo compartment, subdivided into compartments 3, 4 and 5.The main access doors to forward and aft compartments are hydraulically operated.A bulk cargo door gives additional access to the aft cargo compartment. It is manually operated.

DESCRIPTIONIdent.: PER-LOD-CGO-00001663.0001001 / 09 DEC 09Applicable to: ALL

Each compartment is divided into sections, and is designed to be category D (for A320 and A319) orcategory C (A321, A319 and A320 ) as defined by FAR.A placard in each compartment indicates the maximum authorized gross weight.The compartments have separate lighting.

RESTRAINT SYSTEMIdent.: PER-LOD-CGO-00001664.0001001 / 09 DEC 09Applicable to: ALL

Divider nets subdivide the compartments to allow them to be partially loaded and to retain the bulk.Door nets which protect the doors from shifting cargo, must be used whenever the compartmentcontain cargo.

CARGO LOADING SYSTEM (IF INSTALLED)Ident.: PER-LOD-CGO-00001665.0020001 / 09 DEC 09Applicable to: ALL

A semi-automatic cargo loading system, which may be installed in forward and aft compartments,loads pallets and containers.

A320FLIGHT CREW

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CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 2/8FCOM E → 30 MAY 13

CARGO CAPACITYIdent.: PER-LOD-CGO-00001666.0003001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX,PK-GLY

FULL BULKThe maximum load capacity for each cargo compartment is as follows :‐ Forward

Compartment 1 : 3 402 kg (7 500 lb)‐ Aft

Compartment 3 : 2 426 kg (5 349 lb)Compartment 4 : 2 110 kg (4 652 lb)Compartment 5 : 1 497 kg (3 300 lb)

CARGO CAPACITYIdent.: PER-LOD-CGO-00001666.0025001 / 08 MAR 11Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI

OCCASIONAL BULKWhen the occasional bulk configuration is used, the maximum load capacity for each cargocompartment is as follows :‐ Forward


Compartment 3 : 1 556 kg (3 430 lb)Compartment 4 : 1 338 kg (2 950 lb)

CARGO LOADING SYSTEM (CLS)When the Cargo Loading System (CLS) is installed in the FWD and AFT cargo, the maximum loadof each compartment is as follows :‐ Forward


Compartment 3 : 2 268 kg (5 000 lb)Compartment 4 : 2 268 kg (5 000 lb)

The following table lists the loading possibilities (including the Maximum Gross Weight percontainer/pallet).

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CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 3/8FCOM ← E to F → 30 MAY 13

ULD ATA NAS 3610 IATA Allowable MGW Maximum numberkg lb fwd aft

Half size LD3-46 2K2 G 1 134 2 500 3 4Full size LD3-46W 2K2 H 1 134 2 500 3 460.4 × 61.5 in 2K3 K 1 134 2 500 3 460.4 × 61.5 in 2K3 X 1 134 2 500 3 4

Note: The bulk compartment is always used in bulk configuration with a maximum load of1 497 kg (3 300 lb).

CARGO DOOR OPERATIONApplicable to: ALL

Ident.: PER-LOD-CGO-A-00001667.0002001 / 17 MAR 11

NORMAL OPERATIONOPENING

On doorACCESS DOOR OPERATING HANDLE................................................................ RELEASEPush handle flap inward.DOOR........................................................................................................................ UNLOCKMove door operating handle downward (105 °) from LOCKED to UNLOCK position.

On door service panelSERVICE PANEL ACCESS DOOR...............................................................................OPENLEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPENThe yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized). Operationof the flight controls and PTU is inhibited.

When the door is fully open (green light on the service panel is on) :LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASEWhen released, the lever returns to the neutral position and shuts down the electric pump.

CLOSING On door service panel

LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSEAt first the lever locks in an intermediate position, maintaining a pre-set pressurization toprevent the door from dropping open. The operator can then move the lever to CLOSE andthe door closes. When it is fully closed, the lever returns to the neutral position and shutsdown the electric pump.Ensure that green indicator light goes off.

A320FLIGHT CREW

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PERFORMANCELOADING

CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 4/8FCOM ← F → 30 MAY 13

On doorDOOR............................................................................................................................. LOCKImmediately push the door operating handle upwards to the locked position. When the dooris locked, the cargo doors view ports appear green, the CARGO door indication on ECAMextinguishes, and the handle flap mechanism locks the operating handle.

On door service panelACCESS DOOR...........................................................................................................CLOSE

Ident.: PER-LOD-CGO-A-00001668.0002001 / 17 MAR 11

AUXILIARY OPERATIONIn case of an electrical failure or if the electric pump fails, the operator can open or close the doorsby working the hand pump.HAND PUMP OPENING

On doorDOOR........................................................................................................................ UNLOCKUnlock the operating handle as if for normal operation.

On door service panelSERVICE PANEL ACCESS DOOR...............................................................................OPENLEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN

On ground service panelHAND PUMP...........................................................................................................OPERATEThe door opens.

When the door is fully open (green light on the service panel is on) : On door service panel

LEVER OF MANUAL SELECTOR VALVE....................................................... RELEASEHAND PUMP CLOSING

On door service panelLEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE

On ground service panelHAND PUMP...........................................................................................................OPERATEThe door closes.

On door service panelLEVER OF MANUAL SELECTOR VALVE..............................................................RELEASERelease when door is fully closed.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 5/8FCOM ← F 30 MAY 13

On doorDOOR............................................................................................................................. LOCKLock the operating handle as for normal operation.

On door service panel and ground service panelACCESS DOORS.........................................................................................................CLOSE

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 6/8FCOM G → 30 MAY 13

LOCATION OF SERVICE PANELSIdent.: PER-LOD-CGO-00001669.0002001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

CARGO LOADING

CTV A320 FLEET PER-LOD-CGO P 7/8FCOM ← G 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

CARGO LOADING


CTV A320 FLEET PER-LOD-CGO P 8/8FCOM 30 MAY 13

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PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 1/42FCOM A → 30 MAY 13

GENERAL INFORMATIONIdent.: PER-LOD-FUL-A-00014822.0001001 / 19 DEC 12Applicable to: ALL

USABLE FUEL VOLUMERefer to DSC-28-10-20 Tanks.

Ident.: PER-LOD-FUL-A-00001672.0002001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI

REFUELING‐ During automatic refueling, fuel goes into the center tank and outer cell of wing tanks

simultaneously. When the outer cell the wing tank is full, fuel overflows into the inner cell.During manual refueling, fill the wing tanks first, then the center tank.

‐ With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a2 % thermal expansion of the fuel without its spilling through the vent system.

‐ Electrical transients (caused by switching among the APU, the external and the engine electricalsupply) during automatic refueling may stop the process. If the automatic refueling process isstopped, it is necessary to re-enter the Preselected Fuel Quantity.

Ident.: PER-LOD-FUL-A-00001672.0005001 / 17 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

REFUELING‐ During automatic refueling, fuel goes into the center tank and the outer cell of the wing tanks

simultaneously. When the outer cell of the wing tank is full, fuel overflows into the inner cell.When the center tank is full, fuel overflows into the ACTs .During manual refueling, fill the wing tanks first, then the center tank, then the ACTs .



A320FLIGHT CREW

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PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 2/42FCOM ← A → 30 MAY 13

Ident.: PER-LOD-FUL-A-00001672.0007001 / 09 DEC 09Applicable to: PK-GLJ

REFUELING‐ During automatic refueling, fuel goes into the center tank and the wing tanks simultaneously.

When the center tank is full, fuel overflows into the ACTs .During manual refueling, fill the wing tanks first, then the center tank, then the ACTs .



Ident.: PER-LOD-FUL-A-00001673.0002001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

REFUELING CONTROL PANEL

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FUEL

CTV A320 FLEET PER-LOD-FUL P 3/42FCOM ← A to B → 30 MAY 13

Ident.: PER-LOD-FUL-A-00001673.0006001 / 17 MAR 11Applicable to: PK-GLH, PK-GLI

REFUELING CONTROL PANEL

REFUELINGIdent.: PER-LOD-FUL-B-00001674.0001001 / 15 JAN 13Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

PREPARATIONACCESS PLATFORM...................................................................................................IN POSITIONSAFETY PRECAUTIONS........................................................................................................APPLYDuring refueling operations, ensure that:‐ HF transmission is not performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point(or to the tanker) before connecting it to the aircraft

‐ The external lighting is not operated.

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FUEL

CTV A320 FLEET PER-LOD-FUL P 4/42FCOM ← B → 30 MAY 13

In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficientpressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.Do not refuel, if a fire or engine overheat warning is displayed.Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU

START/SHUTDOWN DURING REFUELING/DEFUELING.MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar) On refueling control panel:

TEST...................................................................................................................................... LTSLights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displaysshow 8’s.TEST..................................................................................................................................HI.LVLHI LVL lights change state if the high level sensors and their circuits are serviceable.

Ident.: PER-LOD-FUL-B-00001674.0002001 / 15 JAN 13Applicable to: PK-GLE, PK-GLF

PREPARATIONACCESS PLATFORM...................................................................................................IN POSITIONSAFETY PRECAUTIONS........................................................................................................APPLYDuring refueling operations, ensure that:‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point(or to the tanker) before connecting it to the aircraft

‐ The external lighting is not operated.In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficientpressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.Do not refuel, if a fire or engine overheat warning is displayed.Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU

START/SHUTDOWN DURING REFUELING/DEFUELING.MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar) On refueling control panel:

TEST...................................................................................................................................... LTSLights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displaysshow 8’s.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 5/42FCOM ← B to C → 30 MAY 13

TEST..................................................................................................................................HI.LVLHI LVL lights change state if the high level sensors and their circuits are serviceable.

Ident.: PER-LOD-FUL-B-00001689.0001001 / 17 MAR 11Applicable to: ALL

AUTOMATIC REFUELINGREFUEL VALVES............................................................................CHECK NORM and GUARDEDPRESELECTOR...........................................................................................................................SETMODE SELECT.................................................................................................................... REFUELSTART REFUELINGWhen the refueling is finished the END light comes on.ACTUAL QUANTITY.............................................................................................................. CHECKThe actual quantity must be within 100 kg (220 lb) of the preselected quantity.MODE SELECT.................................................................................................OFF and GUARDED

Ident.: PER-LOD-FUL-B-00001675.0001001 / 17 MAR 11Applicable to: ALL

MANUAL REFUELINGREFUEL VALVES..................................................................................................................... SHUTMODE SELECT.................................................................................................................... REFUELREFUEL VALVES (tanks to be filled)...................................................................................... OPENSTART REFUELINGFUEL QTY..........................................................................................................................MONITOR When the contents of the tanks reach the required level :

Corresponding REFUEL VALVES......................................................................................SHUTMODE SELECT.......................................................................................... OFF and GUARDEDREFUEL VALVES................................................................................... NORM and GUARDED

GROUND FUEL TRANSFERIdent.: PER-LOD-FUL-00001690.0002001 / 17 MAR 11Applicable to: ALL

On cockpit overhead FUEL panelPUMPS (of the tanks not to be defueled)................................................................................ OFFMODE SEL...............................................................................................................................MANPUMPS (of the tank to be defueled)..........................................................................................ON

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 6/42FCOM ← C to D → 30 MAY 13

if left wing and/or center tanks is (are) to be defueled :X FEED....................................................................................................................................... ONOPEN light comes on.

On refueling control panel :REFUEL VALVES (of tanks not to be filled)..........................................................................SHUTREFUEL VALVES (of tanks to be filled)................................................................................OPENMODE SELECT......................................................................................................... DEFUEL/XFROPEN light comes on.FUEL QTY.......................................................................................................................MONITOR

When the tank contents reach the required level :Corresponding REFUEL VALVES..........................................................................................SHUTMODE SELECT.............................................................................................. OFF and GUARDEDOPEN light goes out.REFUEL VALVES.......................................................................................NORM and GUARDEDSet cockpit FUEL panel to normal configuration.

DEFUELINGIdent.: PER-LOD-FUL-00001691.0002001 / 08 FEB 13Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

Note: Defueling by suction is not possibleACCESS PLATFORM.......................................................................................................IN POSITIONSAFETY PRECAUTIONS............................................................................................................APPLYDuring defueling operations, ensure that:‐ HF transmission is not performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point (orto the tanker) before connecting it to the aircraft

‐ The external lighting is not operated.In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. Ifthe PARK BRK cannot be set to ON, check that the chocks are in place.Do not defuel, if a fire or engine overheat warning is displayed.Note: For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU

START/SHUTDOWN DURING REFUELING/DEFUELING.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 7/42FCOM ← D → 30 MAY 13

MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar) On cockpit overhead FUEL panel:

PUMPS......................................................................................................................................OFF On refueling control panel:

REFUEL VALVES................................................................................................................. NORMMODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR

On cockpit overhead FUEL panel :MODE SEL...............................................................................................................................MANPUMPS (of the tank(s) to be defueled)......................................................................................ONX FEED (OPEN light comes on)................................................................................................ ONFUEL QTY.......................................................................................................................MONITOR

When tank contents reach required levelCorresponding PUMPS............................................................................................................. OFF

On refueling control panel:MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDEDREFUEL VALVES.......................................................................................NORM and GUARDEDSet cockpit FUEL panel to normal configuration.

DEFUELINGIdent.: PER-LOD-FUL-00001691.0005001 / 08 FEB 13Applicable to: PK-GLE, PK-GLF

Note: Defueling by suction is not possibleACCESS PLATFORM.......................................................................................................IN POSITIONSAFETY PRECAUTIONS............................................................................................................APPLYDuring defueling operations, ensure that:‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point (orto the tanker) before connecting it to the aircraft

‐ The external lighting is not operated.In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. Ifthe PARK BRK cannot be set to ON, check that the chocks are in place.Do not defuel, if a fire or engine overheat warning is displayed.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 8/42FCOM ← D to E → 30 MAY 13

Note: For APU start/shutdown during defueling, Refer to PER-LOD-FUL APUSTART/SHUTDOWN DURING REFUELING/DEFUELING.

MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar) On cockpit overhead FUEL panel:

PUMPS......................................................................................................................................OFF On refueling control panel:

REFUEL VALVES................................................................................................................. NORMMODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR

On cockpit overhead FUEL panel :MODE SEL...............................................................................................................................MANPUMPS (of the tank(s) to be defueled)......................................................................................ONX FEED (OPEN light comes on)................................................................................................ ONFUEL QTY.......................................................................................................................MONITOR

When tank contents reach required levelCorresponding PUMPS............................................................................................................. OFF

On refueling control panel:MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDEDREFUEL VALVES.......................................................................................NORM and GUARDEDSet cockpit FUEL panel to normal configuration.

OVERWING GRAVITY REFUELINGIdent.: PER-LOD-FUL-00001676.0002001 / 17 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directlyinto the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill centertank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wingtank).SAFETY PRECAUTIONS............................................................................................................APPLYDisembark all passengers.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 9/42FCOM ← E → 30 MAY 13

During refueling operations, ensure that:‐ No HF transmission is performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point (orto the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12–11–28 PB 301 for detailed safety procedures.

Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APUSTART/SHUTDOWN DURING REFUELING/DEFUELING.

TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION If transfer valves closed:

MODE SELECT (on the refuel control panel)............................................................... Check OFFFUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on121VU).............................................................................. PULL for a minimum of 5 s then PUSHThe refuel control panel door must be closed when the C/B’s are being pulled.FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on121VU).............................................................................. PULL for a minimum of 5 s then PUSHIntercell transfer valves will stay open until the next refuel selection.

FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/Land R C/B’s (M22 and M23 on 121 VU).......................................................................................PULLThe refuel control panel door must be closed when the C/B’s are being pulled. Then it could beopened for subsequent procedures.RH WING REFUELING PROCEDURE

* OVERWING REFUEL CAP.............................................................................................REMOVE* REFUELING........................................................................................................................ START If the center tank is to be refueled:

GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY When the wing tank reaches the required level:

* REFUELING....................................................................................................................STOP* OVERWING REFUEL CAP....................................................................................... INSTALL

LH WING REFUELING PROCEDUREPerform the steps for RH wing refueling procedure marked * then:FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/Land R C/B’s (M22 and M23 on 121VU)................................................................................... PUSH

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING

FUEL

CTV A320 FLEET PER-LOD-FUL P 10/42FCOM ← E → 30 MAY 13

MODE SELECT................................................................................................... REFUEL then OFFCheck on FUEL page that the intercell transfer valves close.Note: The overwing refuel point is not at the highest point of the wing and therefore the wing

tanks cannot be filled to full.

OVERWING GRAVITY REFUELINGIdent.: PER-LOD-FUL-00001676.0005001 / 17 MAR 11Applicable to: PK-GLE, PK-GLF

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directlyinto the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill centertank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wingtank).SAFETY PRECAUTIONS............................................................................................................APPLYDisembark all passengers.During refueling operations, ensure that:‐ No HF transmission (including HF transmission via the HF DATA LINK pb) is performed‐ The aircraft is properly bonded to the tanker‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft

can be bonded to the tanker only. Always connect the ground cable to the parking ground point (orto the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12–11–28 PB 301 for detailed safety procedures

Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APUSTART/SHUTDOWN DURING REFUELING/DEFUELING.

TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION If transfer valves closed:

MODE SELECT (on the refuel control panel)............................................................... Check OFFFUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on121VU).............................................................................. PULL for a minimum of 5 s then PUSHThe refuel control panel door must be closed when the C/B’s are being pulled.FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on121VU).............................................................................. PULL for a minimum of 5 s then PUSHIntercell transfer valves will stay open until the next refuel selection.

FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/Land R C/B’s (M22 and M23 on 121 VU).......................................................................................PULLThe refuel control panel door must be closed when the C/B’s are being pulled. Then it could beopened for subsequent procedures.

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CTV A320 FLEET PER-LOD-FUL P 11/42FCOM ← E to F → 30 MAY 13

RH WING REFUELING PROCEDUREOVERWING REFUEL CAP.................................................................................................REMOVEREFUELING............................................................................................................................ START If the center tank is to be refueled:

GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY When the wing tank reaches the required level:

* REFUELING....................................................................................................................STOP* OVERWING REFUEL CAP....................................................................................... INSTALL

LH WING REFUELING PROCEDUREPerform the steps for RH wing refueling procedure marked * then:FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/Land R C/B’s (M22 and M23 on 121VU)................................................................................... PUSHMODE SELECT................................................................................................... REFUEL then OFFCheck on FUEL page that the intercell transfer valves close.Note: The overwing refuel point is not at the highest point of the wing and therefore the wing

tanks cannot be filled to full.

REFUELING WITH ONE ENGINE RUNNINGIdent.: PER-LOD-FUL-00001677.0003001 / 29 MAR 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

‐ Refuel with one engine running only at airports where no external ground pneumatic power isavailable and only when APU is unserviceable.

‐ Only the RH fuel couplings can be used.‐ Overwing gravity filling is not permitted.‐ Disembark all passengers.‐ Obtain airport authorization.

The Airport Fire Department should standby at the aircraft during the entire refueling procedure.‐ Point the aircraft into the wind at a location where the slope is negligible.

Set the parking brake and check its pressure.Run engine n° 1 at ground idle with its generator connected.

‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before allfueling operations have been completed.

‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.‐ Follow manual refueling procedure.

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CTV A320 FLEET PER-LOD-FUL P 12/42FCOM ← F → 30 MAY 13

OPERATION MONITORINGDURING THE ENTIRE REFUELING PROCEDURE :

‐ Monitor the fuel truck shut off valve.‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off

device.‐ Have a flight crew member in the cockpit monitoring all systems and the running engine.‐ Have a qualified ground crew member at the fueling station to operate the refuel valve

switches.‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed

the following fuel quantities :DENSITY (kg/l) 0.77 0.78 0.79 0.8 0.81 0.82 0.83L(R) WING (kg) 5 710 5 780 5 860 5 930 6 005 6 080 6 160CENTER (kg) 6 030 6 110 6 190 6 270 6 350 6 430 6 500

AFTER SECOND ENGINE START : Reset the 3DMCs in order to reinitialize the fuel used values :

DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULLDMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULLDMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULLDMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL After 5 s :

All C/B’s....................................................................................................................PUSHNote: The T.O MEMO does not appear automatically since one engine is kept

running.

REFUELING WITH ONE ENGINE RUNNINGIdent.: PER-LOD-FUL-00001677.0004001 / 29 MAR 12Applicable to: PK-GLH, PK-GLI

‐ Refuel with one engine running only at airports where no external ground pneumatic power isavailable and only when APU is unserviceable.

‐ Only the RH fuel couplings can be used.‐ Overwing gravity filling is not permitted.‐ Disembark all passengers.‐ Obtain airport authorization.

The Airport Fire Department should standby at the aircraft during the entire refueling procedure.‐ Point the aircraft into the wind at a location where the slope is negligible.

Set the parking brake and check its pressure.Run engine n° 1 at ground idle with its generator connected.

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CTV A320 FLEET PER-LOD-FUL P 13/42FCOM ← F 30 MAY 13

‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before allfueling operations have been completed.

‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.‐ Follow manual refueling procedure.OPERATION MONITORING

DURING THE ENTIRE REFUELING PROCEDURE:‐ Monitor the fuel truck shut off valve.‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off

device.‐ Have a flight crew member in the cockpit monitoring all systems and the running engine.‐ Have a qualified ground crew member at the fueling station to operate the refuel valve

switches.‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed

the following fuel quantities:DENSITY (lb\US GAL) 6.3 6.4 6.5 6.6 6.7 6.8 6.9

L(R) WING (lb) 12 330 12 530 12 730 12 920 13 120 13 310 13 510CENTER (lb) 13 040 13 250 13 460 13 670 13 880 14 080 14 280

AFTER SECOND ENGINE START: Reset the 3DMCs in order to reinitialize the fuel used values:

DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULLDMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULLDMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULLDMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL After 5 s:

All C/B’s....................................................................................................................PUSHNote: The T.O MEMO does not appear automatically since one engine is kept

running.

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CTV A320 FLEET PER-LOD-FUL P 14/42FCOM G to H → 30 MAY 13

APU START/SHUTDOWN DURING REFUELING/DEFUELINGIdent.: PER-LOD-FUL-00001678.0001001 / 09 DEC 09Applicable to: ALL

APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operatethe APU, the limits that follow apply :a. An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an

automatic shutdown has occuredb. A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel

procedure.

USE OF MANUAL MAGNETIC INDICATORS (MMI)Ident.: PER-LOD-FUL-C-00001679.0002001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD

GENERALIndicators are disposed as follows :• five in each wing tank, four in inner tank and one in outer tank• one in the center tank

A/C ATTITUDE..........................................................................................................................NOTENote the grid square letter and grid square number shown by the bubble on the attitude monitor.

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CTV A320 FLEET PER-LOD-FUL P 15/42FCOM ← H → 30 MAY 13

ACCESS PLATFORM...................................................................................................IN POSITION

Ident.: PER-LOD-FUL-C-00001679.0005001 / 16 NOV 11Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI

GENERALIndicators are disposed as follows:• five in each wing tank, four in inner tank and one in outer tank• one in the center tank

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TO DETERMINE AIRCRAFT ATTITUDESet ADIRS 1, 2, 3 to the NAV position.On the LH or RH MCDU, press MCDU MENU pushbutton.Select CFDSline key (LSK 4L).Select SYSTEM REPORT/TEST line key (LSK 5L).Select the line key adjacent to the FUEL indication.On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu secondpage.Select the line key adjacent to the INPUT PARAMETERS VALUES indication.Use the Table given on the next page to determine the equivalent number and letter fromPITCH and ROLL data.Select RETURN line key (LSK 6L) until CFDS main menu appears.Press MCDU MENU pushbutton.

PITCH REF ROLL REFMinus 1.5 1 Minus 1.5 AMinus 1.0 2 Minus 1.0 BMinus 0.5 3 Minus 0.5 C

0.0 4 0.0 DPlus 0.5 5 Plus 0.5 EPlus 1.0 6 Plus 1.0 FPlus 1.5 7 Plus 1.5 G

Note: 1. This procedure can only be used if:‐ The PITCH and ROLL data is taken from the ADIRS (identified by an “A” after the

PITCH and ROLL title).‐ The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than

0.1 of each other.‐ The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than

0.1 of each other.2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE

control on the MCDU to cycle the pages to update the screen.ACCESS PLATFORM............................................................................................... IN POSITION

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Ident.: PER-LOD-FUL-C-00001679.0007001 / 16 NOV 11Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GENERALIndicators are installed as follows:• Four in each wing tank: Three in the inner tank and one in the outer tank• One in the center tank

TO DETERMINE AIRCRAFT ATTITUDESet ADIRS 1, 2, 3 to the NAV position.On the LH or RH MCDU, press MCDU MENU pushbutton.Select CFDS line key (LSK 4L).Select SYSTEM REPORT/TEST line key (LSK 5L).Select the line key adjacent to the FUEL indication.On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu secondpage.Select the line key adjacent to the INPUT PARAMETERS VALUES indication.Use the Table given on the next page to determine the equivalent number and letter fromPITCH and ROLL data.Select RETURN line key (LSK 6L) until CFDS main menu appears.Press MCDU MENU pushbutton.

PITCH REF ROLL REFMinus 1.5 1 Minus 1.5 AMinus 1.0 2 Minus 1.0 BMinus 0.5 3 Minus 0.5 C


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Continued from the previous pagePITCH REF ROLL REF

0.0 4 0.0 DPlus 0.5 5 Plus 0.5 EPlus 1.0 6 Plus 1.0 FPlus 1.5 7 Plus 1.5 G

Note: 1. This procedure can only be used if:‐ The PITCH and ROLL data is taken from the ADIRS (identified by an “A” after the

PITCH and ROLL title).‐ The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than

0.1 of each other.‐ The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than

0.1 of each other.2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE

control on the MCDU to cycle the pages to update the screen.ACCESS PLATFORM............................................................................................... IN POSITION

Ident.: PER-LOD-FUL-C-00001692.0001001 / 09 DEC 09Applicable to: ALL

TO DETERMINE FUEL QUANTITY IN THE OUTER TANKMMI number 5......................................................................................... UNLOCK and WITHDRAWThe crewmember must withdraw the MMI slowly until he feels the magnetic attraction between therod and float magnets.Do not use force when withdrawing the MMI as this will disengage the float magnet from the rodmagnet and bring the rod down onto the mechanical stop.ROD GRADUATION (which aligns with bottom wing surface).................................................READMMI............................................................................................................. IN PLACE and LOCKEDUse the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),and the MMI stick number 5, to find the volume of fuel in the outer tank (See below).Multiply the result by the specific gravity to find the fuel weight.

Ident.: PER-LOD-FUL-C-00001680.0001001 / 29 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI

TO DETERMINE FUEL QUANTITY IN THE INNER TANKMMI (from number 4 to number 1)..........................................................UNLOCK and WITHDRAWThe crewmember must withdraw the MMI slowly until he feels the magnetic attraction between therod and float magnets.

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Do not use force when withdrawing the MMI as this will disengage the float magnet from the rodmagnet and bring the rod down onto the mechanical stop.ROD GRADUATION (which aligns with bottom wing surface).................................................READMMI............................................................................................................. IN PLACE and LOCKEDMMIs shall be withdrawn from number 4 to number 1 until one MMI measures fuel.Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM - PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS).Multiply the result by the specific gravity to find the fuel weight.

Ident.: PER-LOD-FUL-C-00001680.0003001 / 29 MAR 11Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

TO DETERMINE FUEL QUANTITY IN THE INNER TANKMMI (from number 4 to number 2)..........................................................UNLOCK and WITHDRAWThe crewmember must withdraw the MMI slowly until he feels the magnetic attraction between therod and float magnets.Do not use force when withdrawing the MMI as this will disengage the float magnet from the rodmagnet and bring the rod down onto the mechanical stop.ROD GRADUATION (which aligns with bottom wing surface).................................................READMMI............................................................................................................. IN PLACE and LOCKEDMMIs shall be withdrawn from number 4 to number 2 until one MMI measures fuel.Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM - PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS).Multiply the result by the specific gravity to find the fuel weight.

Ident.: PER-LOD-FUL-C-00009658.0001001 / 29 MAR 12Applicable to: ALL

TO DETERMINE FUEL QUANTITY IN THE CENTER TANKCENTER TANK MMI............................................................................... UNLOCK and WITHDRAWThe crewmember must withdraw the MMI slowly until he feels the magnetic attraction between therod and float magnets.Do not use force when withdrawing the MMI as this will disengage the float magnet from the rodmagnet and bring the rod down onto the mechanical stop.ROD GRADUATION (which aligns with bottom wing surface).................................................READMMI............................................................................................................. IN PLACE and LOCKEDUse the table for the center tank, and for the applicable aircraft attitude (grid square letter andnumber) to find the volume of fuel in the center tank (See below).

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Multiply the result by the specific gravity to find the fuel weight.

Ident.: PER-LOD-FUL-C-00001681.0001001 / 17 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF

WING TANKS (LITERS)

* GRID SQUARE LETTER** GRID SQUARE NUMBER

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A320FLIGHT CREW

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* GRID SQUARE LETTER

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** GRID SQUARE NUMBERIdent.: PER-LOD-FUL-C-00001681.0004001 / 17 MAR 11Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

WING TANKS (LITERS)


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* GRID SQUARE LETTER

A320FLIGHT CREW

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** GRID SQUARE NUMBER

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Ident.: PER-LOD-FUL-C-00006125.0001001 / 17 MAR 11Applicable to: PK-GLH, PK-GLI

WING TANKS (U.S. GAL.)

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Ident.: PER-LOD-FUL-C-00001682.0001001 / 16 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

CENTER TANK (LITERS)

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A320FLIGHT CREW

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Ident.: PER-LOD-FUL-C-00006126.0001001 / 17 MAR 11Applicable to: PK-GLH, PK-GLI

CENTER TANKS (U.S. GAL.)

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CTV A320 FLEET PER-LOD-FUL P 41/42FCOM ← H 30 MAY 13

A320FLIGHT CREW

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PERFORMANCELOADING

FUEL


CTV A320 FLEET PER-LOD-FUL P 42/42FCOM 30 MAY 13

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PERFORMANCELOADING

WEIGHT AND BALANCE - LOAD AND TRIM SHEET

CTV A320 FLEET PER-LOD-WBA-LTS P 1/8FCOM A to B → 30 MAY 13

GENERALIdent.: PER-LOD-WBA-LTS-00001685.0001001 / 09 DEC 09Applicable to: ALL

This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight,pantry adjustment, cargo loads, passengers and fuel on board.The operational limits shown on the load and trim sheet are more restrictive than the certified limitsbecause error margins have been taken into account.The load and trim sheet needs to be updated when :‐ a modification which changes the aircraft certified limits is included or‐ a modification (cabin layout, cargo arrangement ...) which influences the operational limits is

made.It is the airline responsibility to define a load and trim sheet and to keep it up to date. Refer toPER-LOD-WBA-LTS DESCRIPTION is a description of the Load and Trim Sheet utilization (Refer toPER-LOD-WBA-LTS LOAD AND TRIM SHEET), for a typical passenger arrangement.Refer to customized load and trim sheet for preparing a revenue flight.

DATAIdent.: PER-LOD-WBA-LTS-00001686.0002001 / 12 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

Dry Operating Weight = 42 500 kg and CG = 27 % (H-arm = 18.93 m)Deviation or adjustment = + 100 kg in zone FCargo = 5 500 kg with the following distribution:cargo 1 = 2 000 kg; cargo 3 = 1 500 kg; cargo 4 = 1 500 kg; cargo 5 = 500 kgPassengers = 145 PAX with the following distribution:cabin OA = 50; cabin OB = 55; cabin OC = 40Ramp Fuel = 13 200 kg; Taxi Fuel = 200 kg; Fuel Density = 0.785 kg/l

DATAIdent.: PER-LOD-WBA-LTS-00001686.0003001 / 12 FEB 11Applicable to: PK-GLH, PK-GLI

Dry Operating Weight = 94 000 lb and CG = 27 % (H-arm = 745 in)Deviation or adjustment = + 200 lb in zone FCargo = 12 000 lb with the following distribution:cargo 1 = 5 000 lb; cargo 3 = 3 000 lb; cargo 4 = 3 000 lb; cargo 5 = 1 000 lbPassengers = 145 PAX with the following distribution:cabin OA = 50; cabin OB = 55; cabin OC = 40

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CTV A320 FLEET PER-LOD-WBA-LTS P 2/8FCOM ← B to C → 30 MAY 13

Ramp Fuel = 28 400 lb; Taxi Fuel = 400 lb; Fuel Density = 6.550 lb/US Gal

DESCRIPTIONIdent.: PER-LOD-WBA-LTS-00001687.0002001 / 12 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

a. Enter Master data in (1).b. Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).c. Dry Operating Index = 53.4.d. Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.43.e. Calculate corrected index and report in (6): 54.83.f. Enter master data in table (7) and determine Zero Fuel Weight: 60 280 kg and Takeoff Weight:

73 280 kg.g. Enter cargo weight and passenger number per compartment in (8).h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10).i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line

(11).j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange

cargo loading.k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (13 200 kg) and

Fuel Density (0.785 kg/l).This example will be continued assuming the FUEL INDEX = –2 was found. Carry in fuel scale(14).

l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15).m. Check if the intersection point is within the Takeoff Weight operational limits.n. Read zero fuel weight and CG position: 32.7 % and fill in table (17).o. Read takeoff CG position: 30.5 % and fill in table (18).CAUTION If there is no customized trim sheet for your airline in this section, do not use the

information enclosed herein for day to day operation as margins and load CG varywith cabin and cargo layout.

Note: When referring to CG lower than 27 %, an operational margin is taken into account. It is thereason why performance at forward CG (lower than 25 %) must be used for operational CGlower than 27 %.

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CTV A320 FLEET PER-LOD-WBA-LTS P 3/8FCOM ← C 30 MAY 13

DESCRIPTIONIdent.: PER-LOD-WBA-LTS-00001687.0003001 / 12 FEB 11Applicable to: PK-GLH, PK-GLI

a. Enter Master data in (1).b. Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).c. Dry Operating Index = 53.1.d. Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.13.e. Calculate corrected index and report in (6): 54.23.f. Enter master data in table (7) and determine Zero Fuel Weight: 133 025 lb and Takeoff Weight:

161 025 lb.g. Enter cargo weight and passenger number per compartment in (8).h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10).i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line

(11).j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange

cargo loading.k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (28 400 lb) and

Fuel Density (6.550 lb/USG).This example will be continued assuming the FUEL INDEX = –2 was found.Carry in fuel scale (14).

l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15).m. Check if the intersection point is within the Takeoff Weight operational limits.n. Read zero fuel weight and CG position: 31 % and fill in table (17).o. Read takeoff CG position: 29.2 % and fill in table (18).CAUTION If there is no customized trim sheet for your airline in this section, do not use the

information enclosed herein for day to day operation as margins and load CG varywith cabin and cargo layout.

Note: When referring to CG lower than 27 %, an operational margin is taken into account. It is thereason why performance at forward CG (lower than 25 %) must be used for operational CGlower than 27 %.

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CTV A320 FLEET PER-LOD-WBA-LTS P 4/8FCOM D → 30 MAY 13

LOAD AND TRIM SHEETIdent.: PER-LOD-WBA-LTS-00001688.0002001 / 23 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

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CTV A320 FLEET PER-LOD-WBA-LTS P 5/8FCOM ← D → 30 MAY 13

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CTV A320 FLEET PER-LOD-WBA-LTS P 6/8FCOM ← D → 30 MAY 13

LOAD AND TRIM SHEETIdent.: PER-LOD-WBA-LTS-00001688.0003001 / 23 FEB 11Applicable to: PK-GLH, PK-GLI

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CTV A320 FLEET PER-LOD-WBA-LTS P 7/8FCOM ← D 30 MAY 13

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CTV A320 FLEET PER-LOD-WBA-LTS P 8/8FCOM 30 MAY 13

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WEIGHT AND BALANCE - FUEL INDEX TABLES

CTV A320 FLEET PER-LOD-WBA-FIT-10 P 1/6FCOM A → 30 MAY 13

FUEL INDEX TABLE

GENERALIdent.: PER-LOD-WBA-FIT-10-00012775.0002001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

The fuel index table has been established assuming a fuel distribution in accordance with refueldistribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of thisvolume.If after refueling the actual distribution deviates from the chart values, the actual and the trim sheetCG will show a discrepancy. The following tables allow to determine the fuel index taking intoaccount the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tableswith the actual fuel quantities in each tank, read the fuel index for each tank and use their sum toenter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside thelimits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.Note: These tables are valid only when used with the following formula for the index:

I = W × (H-arm – 18.85)/1 000 + K or I = [(CG – 25) × W × 0.000042] + K(Weight in kg, H-arm in m)

DATA: Fuel in left inner fuel tank = 4 500 kgFuel in right inner fuel tank = 4 500 kgFuel in left outer fuel tank = 200 kgFuel in right outer fuel tank = FULLFuel in center tank = 0 kg

Weight IndexLeft 4 500 - 3Inner tank Right 4 500 - 3Left 200 0Outer tank Right 691 + 2

Center tank 0 0TOTAL 9 891 - 4

Enter the trim sheet with a fuel index of –4

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING


CTV A320 FLEET PER-LOD-WBA-FIT-10 P 2/6FCOM ← A to B → 30 MAY 13

GENERALIdent.: PER-LOD-WBA-FIT-10-00012775.0003001 / 08 FEB 11Applicable to: PK-GLH, PK-GLI

The fuel index table has been established assuming a fuel distribution in accordance with refueldistribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of thisvolume.If after refueling the actual distribution deviates from the chart values, the actual and the trim sheetCG will show a discrepancy. The following tables allow to determine the fuel index taking intoaccount the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tableswith the actual fuel quantities in each tank, read the fuel index for each tank and use their sum toenter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside thelimits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.Note: These tables are valid only when used with the following formula for the index:

I = W × (H-arm – 742.12)/100 000 + K or I = [(CG – 25) × W × 0.0000165] + K(Weight in lb, H-arm in inch)

DATA: Fuel in left inner fuel tank = 9 000 lbFuel in right inner fuel tank = 9 000 lbFuel in left outer fuel tank = 400 lbFuel in right outer fuel tank = FULLFuel in center tank = 0 lb

Weight IndexLeft 9 000 - 3Inner tank Right 9 000 - 3Left 400 0Outer tank Right 1 523 + 1

Center tank 0 0TOTAL 19 923 - 5

Enter the trim sheet with a fuel index of –5

FUEL INDEX TABLE FOR INNER TANKIdent.: PER-LOD-WBA-FIT-10-00012776.0001001 / 25 JUL 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

Note: These tables are valid only when used with the following formulae for the index:I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING


CTV A320 FLEET PER-LOD-WBA-FIT-10 P 3/6FCOM ← B to C → 30 MAY 13

Weight Index500 -1

1 000 -11 500 -22 000 -22 500 -23 000 -33 500 -34 000 -34 500 -35 000 -3FULL -2

FUEL INDEX TABLE FOR INNER TANKIdent.: PER-LOD-WBA-FIT-10-00012776.0002001 / 25 JUL 12Applicable to: PK-GLH, PK-GLI

Note: These tables are valid only when used with the following formulae for the index:I=W×(H-arm–742.12)/1 00 000+K or I=[(CG–25)×W×0.0000165]+K (Weight in lb, H-arm ininch)

Weight Index1 000 02 000 -13 000 -14 000 -25 000 -26 000 -27 000 -38 000 -39 000 -310 000 -311 000 -3FULL -2

FUEL INDEX TABLE FOR OUTER TANKIdent.: PER-LOD-WBA-FIT-10-00012777.0001001 / 25 JUL 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING


CTV A320 FLEET PER-LOD-WBA-FIT-10 P 4/6FCOM ← C to D → 30 MAY 13

Weight Index250 1500 1

FULL 2

FUEL INDEX TABLE FOR OUTER TANKIdent.: PER-LOD-WBA-FIT-10-00012777.0002001 / 25 JUL 12Applicable to: PK-GLH, PK-GLI


Weight Index500 0

1 000 11 500 1FULL 1

FUEL INDEX TABLE FOR CENTER TANKIdent.: PER-LOD-WBA-FIT-10-00012778.0001001 / 25 JUL 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY


Weight Index500 -1

1 000 -11 500 -22 000 -32 500 -33 000 -43 500 -54 000 -64 500 -75 000 -75 500 -86 000 -9FULL -10

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING


CTV A320 FLEET PER-LOD-WBA-FIT-10 P 5/6FCOM ← D 30 MAY 13

FUEL INDEX TABLE FOR CENTER TANKIdent.: PER-LOD-WBA-FIT-10-00012778.0002001 / 25 JUL 12Applicable to: PK-GLH, PK-GLI


Weight Index1 000 02 000 -13 000 -14 000 -25 000 -36 000 -37 000 -48 000 -49 000 -510 000 -611 000 -612 000 -713 000 -814 000 -8FULL -8

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELOADING



CTV A320 FLEET PER-LOD-WBA-FIT-10 P 6/6FCOM 30 MAY 13

PERFORMANCE

OPERATING DATA

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEOPERATING DATA


CTV A320 FLEET PER-OPD-PLP-TOC P 1/2FCOM 19 JUL 11

PER-OPD-GEN GENERALCONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT..................................................................................AINTERNATIONAL STANDARD ATMOSPHERE (ISA)............................................................................................BCONVERSIONS - QNH - QFE - PRESSURE ALTITUDE......................................................................................CCONVERSIONS QFE HPA - IN. HG - FT..............................................................................................................DWIND COMPONENTS (FOR TAKEOFF AND LANDING)......................................................................................EALTITUDE TEMPERATURE CORRECTION.......................................................................................................... F

PER-OPD-CON GROUND DISTANCE/AIR DISTANCE CONVERSIONPER-OPD-CON-AEO ALL ENGINES OPERATIVE

GENERAL................................................................................................................................................................ AM.78......................................................................................................................................................................... BLONG RANGE SPEED UP TO FL270................................................................................................................... CLONG RANGE SPEED ABOVE FL270.................................................................................................................. D

PER-OPD-CON-OEI ONE ENGINE INOPERATIVEGENERAL................................................................................................................................................................ ALONG RANGE SPEED........................................................................................................................................... BFIXED SPEEDS.......................................................................................................................................................C

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OPD-PLP-TOC P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 1/10FCOM A 19 JUL 11

CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TATIdent.: PER-OPD-GEN-00001962.0001001 / 23 FEB 11Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 2/10FCOM B 19 JUL 11

INTERNATIONAL STANDARD ATMOSPHERE (ISA)Ident.: PER-OPD-GEN-00001963.0001001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 3/10FCOM C 19 JUL 11

CONVERSIONS - QNH - QFE - PRESSURE ALTITUDEIdent.: PER-OPD-GEN-00001964.0001001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 4/10FCOM D → 19 JUL 11

CONVERSIONS QFE HPA - IN. HG - FTIdent.: PER-OPD-GEN-00001965.0001001 / 08 FEB 11Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 5/10FCOM ← D 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 6/10FCOM E → 19 JUL 11

WIND COMPONENTS (FOR TAKEOFF AND LANDING)Ident.: PER-OPD-GEN-00001966.0001001 / 08 FEB 11Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 7/10FCOM ← E 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 8/10FCOM F → 19 JUL 11

ALTITUDE TEMPERATURE CORRECTIONIdent.: PER-OPD-GEN-00001967.0001001 / 12 FEB 11Applicable to: ALL

FOR HIGH ALTITUDE USE

FOR LOW ALTITUDE USEValues to be added by the pilot to minimum promulgated heights/altitude (ft)

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-OPD-GEN P 9/10FCOM ← F 19 JUL 11

Height above the elevation of the altimeter setting source (feet)Airport Temperature °C 200 300 400 500 1 000 2 000 3 000 4 000 5 0000 20 20 30 30 60 120 170 230 280

-10 20 30 40 50 100 200 290 390 490-20 30 50 60 70 140 280 420 570 710-30 40 60 80 100 190 380 570 760 950-40 50 80 100 120 240 480 720 970 1 210-50 60 90 120 150 300 590 890 1 190 1 500

A320FLIGHT CREW

OPERATING MANUAL


GENERAL


CTV A320 FLEET PER-OPD-GEN P 10/10FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GROUND DISTANCE/AIR DISTANCECONVERSION - ALL ENGINES OPERATIVE

CTV A320 FLEET PER-OPD-CON-AEO P 1/4FCOM A to B 19 JUL 11

GENERALIdent.: PER-OPD-CON-AEO-00001657.0001001 / 23 FEB 11Applicable to: ALL

The ground distance/air distance conversion tables show the air distance for a given ground distancedue to the influence of the wind.The Tables are given for :‐ M .78‐ Long range speed.

M.78Ident.: PER-OPD-CON-AEO-00001658.0001001 / 28 JAN 11Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OPD-CON-AEO P 2/4FCOM C 19 JUL 11

LONG RANGE SPEED UP TO FL270Ident.: PER-OPD-CON-AEO-00001659.0001001 / 28 FEB 11Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OPD-CON-AEO P 3/4FCOM D 19 JUL 11

LONG RANGE SPEED ABOVE FL270Ident.: PER-OPD-CON-AEO-00001660.0001001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OPD-CON-AEO P 4/4FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GROUND DISTANCE/AIR DISTANCECONVERSION - ONE ENGINE INOPERATIVE

CTV A320 FLEET PER-OPD-CON-OEI P 1/4FCOM A 19 JUL 11

GENERALIdent.: PER-OPD-CON-OEI-00004074.0001001 / 09 DEC 09Applicable to: ALL

The ground distance/air distance conversion tables are used to calculate the air distance for a givenground distance due to the influence of the wind.Tables are given for :‐ LONG RANGE SPEED‐ FIXED SPEEDS

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OPD-CON-OEI P 2/4FCOM B 19 JUL 11

LONG RANGE SPEEDIdent.: PER-OPD-CON-OEI-00001960.0001001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OPD-CON-OEI P 3/4FCOM C 19 JUL 11

FIXED SPEEDSIdent.: PER-OPD-CON-OEI-00001961.0001001 / 09 DEC 09Applicable to: ALL

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OPD-CON-OEI P 4/4FCOM 19 JUL 11

PERFORMANCE

THRUST RATINGS

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETHRUST RATINGS


CTV A320 FLEET PER-THR-PLP-TOC P 1/2FCOM 30 MAY 13

PER-THR-GEN GENERALGENERAL................................................................................................................................................................ A

PER-THR-MTO MAXIMUM TAKEOFFDEFINITION.............................................................................................................................................................AMAXIMUM TAKEOFF.............................................................................................................................................. B

PER-THR-MGA MAXIMUM GO AROUNDDEFINITION.............................................................................................................................................................AMAXIMUM GO AROUND........................................................................................................................................ B

PER-THR-FLX FLEXIBLE TAKEOFFDEFINITION.............................................................................................................................................................AFLEXIBLE TAKEOFF...............................................................................................................................................B

PER-THR-MCT MAXIMUM CONTINUOUSDEFINITION.............................................................................................................................................................AMAXIMUM CONTINUOUS...................................................................................................................................... B

PER-THR-MCL MAXIMUM CLIMBDEFINITION.............................................................................................................................................................AMAXIMUM CLIMB....................................................................................................................................................B

PER-THR-MCR MAXIMUM CRUISEDEFINITION.............................................................................................................................................................AMAXIMUM CRUISE................................................................................................................................................. B

PER-THR-N1 N1 MODE THRUST CONTROLN1 MODE THRUST CONTROL..............................................................................................................................AMAXIMUM TAKEOFF N1........................................................................................................................................ BMAXIMUM GO AROUND N1..................................................................................................................................CMAXIMUM CONTINUOUS N1................................................................................................................................ DMAXIMUM CLIMB N1..............................................................................................................................................EMAXIMUM CRUISE N1........................................................................................................................................... F

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-THR-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-THR-GEN P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-THR-GEN-00004079.0001001 / 28 FEB 11Applicable to: ALL

The thrust rating charts have been established for:‐ Maximum takeoff‐ Maximum go around‐ Flexible takeoff‐ Maximum continuous‐ Maximum climb‐ Maximum cruise

A320FLIGHT CREW

OPERATING MANUAL


GENERAL


CTV A320 FLEET PER-THR-GEN P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF

CTV A320 FLEET PER-THR-MTO P 1/6FCOM A 30 MAY 13

DEFINITIONIdent.: PER-THR-MTO-00001968.0001001 / 01 MAR 11Applicable to: ALL

It is the maximum thrust certified for takeoff and is normally limited to five minutes.This time is extended to ten minutes for engine out contingency, as authorized by the approved AFM.

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF

CTV A320 FLEET PER-THR-MTO P 2/6FCOM B → 30 MAY 13

MAXIMUM TAKEOFFIdent.: PER-THR-MTO-00001969.0017001 / 28 JAN 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF

CTV A320 FLEET PER-THR-MTO P 3/6FCOM ← B → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF

CTV A320 FLEET PER-THR-MTO P 4/6FCOM ← B → 30 MAY 13

MAXIMUM TAKEOFFIdent.: PER-THR-MTO-00001969.0008001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF

CTV A320 FLEET PER-THR-MTO P 5/6FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM TAKEOFF


CTV A320 FLEET PER-THR-MTO P 6/6FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM GO AROUND

CTV A320 FLEET PER-THR-MGA P 1/4FCOM A to B → 30 MAY 13

DEFINITIONIdent.: PER-THR-MGA-00001971.0001001 / 23 FEB 11Applicable to: ALL

It is the maximum permissible thrust during go-around.

MAXIMUM GO AROUNDIdent.: PER-THR-MGA-00001972.0024001 / 28 JAN 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM GO AROUND

CTV A320 FLEET PER-THR-MGA P 2/4FCOM ← B → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM GO AROUND

CTV A320 FLEET PER-THR-MGA P 3/4FCOM ← B → 30 MAY 13

MAXIMUM GO AROUNDIdent.: PER-THR-MGA-00001972.0005001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM GO AROUND

CTV A320 FLEET PER-THR-MGA P 4/4FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


FLEXIBLE TAKEOFF

CTV A320 FLEET PER-THR-FLX P 1/4FCOM A 30 MAY 13

DEFINITIONIdent.: PER-THR-FLX-00001973.0002001 / 23 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

It is a reduced takeoff thrust as compared to the maximum permissible. The related EPR iscalculated as a function of the flexible temperature entered in the FMGS MCDU. The flexibletemperature is a function of the aircraft weight and environmental conditions.It guarantees that the regular performance requirements are met.

DEFINITIONIdent.: PER-THR-FLX-00001973.0001001 / 23 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

It is a reduced takeoff thrust as compared to the maximum permissible. The related N1 is calculatedas a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is afunction of the aircraft weight and environmental conditions.It guarantees that the regular performance requirements are met.

A320FLIGHT CREW

OPERATING MANUAL


FLEXIBLE TAKEOFF

CTV A320 FLEET PER-THR-FLX P 2/4FCOM B → 30 MAY 13

FLEXIBLE TAKEOFFIdent.: PER-THR-FLX-00001974.0008001 / 23 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


FLEXIBLE TAKEOFF

CTV A320 FLEET PER-THR-FLX P 3/4FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


FLEXIBLE TAKEOFF


CTV A320 FLEET PER-THR-FLX P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CONTINUOUS

CTV A320 FLEET PER-THR-MCT P 1/4FCOM A 30 MAY 13

DEFINITIONIdent.: PER-THR-MCT-00001975.0001001 / 28 FEB 11Applicable to: ALL

It is the maximum thrust certified for continuous use. This rating should be used, at the pilot’sdiscretion, only when required to ensure safe flight (engine failure).

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CONTINUOUS

CTV A320 FLEET PER-THR-MCT P 2/4FCOM B → 30 MAY 13

MAXIMUM CONTINUOUSIdent.: PER-THR-MCT-00001976.0011001 / 28 JAN 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CONTINUOUS

CTV A320 FLEET PER-THR-MCT P 3/4FCOM ← B 30 MAY 13

MAXIMUM CONTINUOUSIdent.: PER-THR-MCT-00001976.0018001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

(*) One engine inoperative - 1 pack operative on remaining engine.

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CONTINUOUS


CTV A320 FLEET PER-THR-MCT P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CLIMB

CTV A320 FLEET PER-THR-MCL P 1/2FCOM A to B → 30 MAY 13

DEFINITIONIdent.: PER-THR-MCL-00001977.0001001 / 23 FEB 11Applicable to: ALL

It is the maximum thrust approved for normal climb.

MAXIMUM CLIMBIdent.: PER-THR-MCL-00001978.0011001 / 28 JAN 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CLIMB

CTV A320 FLEET PER-THR-MCL P 2/2FCOM ← B 30 MAY 13

MAXIMUM CLIMBIdent.: PER-THR-MCL-00001978.0005001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CRUISE

CTV A320 FLEET PER-THR-MCR P 1/4FCOM A 30 MAY 13

DEFINITIONIdent.: PER-THR-MCR-00001979.0002001 / 02 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

It is the maximum thrust approved for normal cruise.There is no thrust lever position corresponding to this thrust rating.It is not displayed to the pilot, and the EPR limit which is displayed in cruise is the maximum climbEPR.The FMGS uses the maximum cruise EPR to compute the aircraft maximum speed.In manual thrust setting, in cruise, the pilot should limit EPR to the maximum cruise EPR that is equalto the displayed maximum climb EPR minus 0.07.

DEFINITIONIdent.: PER-THR-MCR-00001979.0004001 / 02 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

It is the maximum thrust approved for normal cruise.There is no thrust lever position corresponding to this thrust rating.It is not displayed to the pilot, and the N1 limit which is displayed in cruise is the maximum climb N1.The FMGS uses the maximum cruise N1 to compute the aircraft maximum speed.In manual thrust setting, in cruise, the pilot should limit N1 to the maximum cruise N1 that is equal tothe displayed maximum climb N1 minus 1.9 %.

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CRUISE

CTV A320 FLEET PER-THR-MCR P 2/4FCOM B → 30 MAY 13

MAXIMUM CRUISEIdent.: PER-THR-MCR-00001980.0005001 / 05 APR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CRUISE

CTV A320 FLEET PER-THR-MCR P 3/4FCOM ← B 30 MAY 13

MAXIMUM CRUISEIdent.: PER-THR-MCR-00001980.0018001 / 28 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


MAXIMUM CRUISE


CTV A320 FLEET PER-THR-MCR P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


N1 MODE THRUST CONTROL

CTV A320 FLEET PER-THR-N1 P 1/8FCOM A 30 MAY 13

N1 MODE THRUST CONTROLIdent.: PER-THR-N1-00004648.0010001 / 03 APR 13Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

In case of no EPR available, the thrust control automatically reverts to N1 mode (rated or degraded).Refer to PRO-ABN-70 ENG 1(2) EPR MODE FAULT.If the rated N1 mode is lost on both engines, refer to the power management tables given on thefollowing pages.The herebelow table gives the N1 to be set in cruise to maintain M 0.78.

FLIGHT LEVELWEIGHT

(1000 KG) 290 310 330 350 370 390

50 75.4 75.5 75.7 76 76.8 7852 75.7 75.8 76 76.4 77.2 78.654 75.9 76.1 76.4 76.8 77.6 79.156 76.2 76.4 76.8 77.2 78.1 79.758 76.4 76.7 77.1 77.6 78.6 80.460 76.7 77.1 77.5 78 79.2 81.262 77.1 77.4 77.9 78.5 79.7 81.964 77.3 77.7 78.3 79 80.366 77.7 78.1 78.6 79.5 8168 78 78.5 79.1 80 81.770 78.3 78.8 79.5 80.5 82.572 78.6 79.2 80 81.174 79 79.5 80.4 81.776 79.3 80 80.9 82.4 N1 (%)

Drift Down ceilings and go around performance are affected as follows:Drift down ceiling:

Actual Weight(1 000 kg ) 40 50 60 70

Ceiling Penalty (ft) 4 000 4 700 5 300 6 000

Go around weight:Normal go aroundWeight (1 000 kg ) 40 45 50 55 60 65 70 75 80 85

Weight Penalty(1 000 kg) 5.2 5.9 6.5 7.2 7.8 8.5 9.1 9.8 10.4 11

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-THR-N1 P 2/8FCOM B → 30 MAY 13

MAXIMUM TAKEOFF N1Ident.: PER-THR-N1-00001970.0005001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-THR-N1 P 3/8FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-THR-N1 P 4/8FCOM C → 30 MAY 13

MAXIMUM GO AROUND N1Ident.: PER-THR-N1-00004650.0003001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-THR-N1 P 5/8FCOM ← C 30 MAY 13

Note: This table is valid for all aircraft speeds.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-THR-N1 P 6/8FCOM D 30 MAY 13

MAXIMUM CONTINUOUS N1Ident.: PER-THR-N1-00004651.0007001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

(*) One engine inoperative - 1 pack operative on remaining engine.


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CTV A320 FLEET PER-THR-N1 P 7/8FCOM E 30 MAY 13

MAXIMUM CLIMB N1Ident.: PER-THR-N1-00004652.0004001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


A320FLIGHT CREW

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CTV A320 FLEET PER-THR-N1 P 8/8FCOM F 30 MAY 13

MAXIMUM CRUISE N1Ident.: PER-THR-N1-00004653.0004001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


PERFORMANCE

TAKEOFF

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CTV A320 FLEET PER-TOF-PLP-TOC P 1/6FCOM 16 JUL 13

PER-TOF-THR THRUST OPTIONSPER-TOF-THR-FLX FLEXIBLE TAKEOFFPER-TOF-THR-FLX-10 DEFINITION OF FLEXIBLE TAKEOFF

DEFINITION OF FLEXIBLE TAKEOFF...................................................................................................................A

PER-TOF-THR-FLX-20 USE OF FLEXIBLE TAKEOFFUSE OF FLEXIBLE TAKEOFF................................................................................................................................A

PER-TOF-THR-FLX-30 REQUIREMENTSREQUIREMENTS.................................................................................................................................................... A

PER-TOF-THR-FLX-40 RECOMMENDATIONGENERAL................................................................................................................................................................ ATAKEOFF PROCEDURE........................................................................................................................................ B

PER-TOF-TOC TAKEOFF CHARTSPER-TOF-TOC-05 INTRODUCTION

TAKEOFF CHARTS.................................................................................................................................................A

PER-TOF-TOC-10 GENERAL (TEMPERATURE ENTRY)PER-TOF-TOC-10-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... A

PER-TOF-TOC-10-20 TAKEOFF CHART DESCRIPTIONGENERAL................................................................................................................................................................ ACorrections due to Different Takeoff Conditions..................................................................................................... BDESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ CMINIMUM SPEEDS................................................................................................................................................. DFLEX TEMPERATURE INDICATOR.......................................................................................................................E

PER-TOF-TOC-10-30 ADDITIONAL INFORMATIONONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. ATAKEOFF ON A WET RUNWAY............................................................................................................................BDESCRIPTION OF TAKEOFF CHART...................................................................................................................CEXAMPLE OF TAKEOFF CHART.......................................................................................................................... D


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Continued from the previous pagePER-TOF-TOC-12 MTOW CALCULATION (TEMPERATURE ENTRY)PER-TOF-TOC-12-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

DIRECT CHART READING.................................................................................................................................... ACORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................BCONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... CCORRECTIONS FOR WET OR CONTAMINATED RUNWAYS............................................................................ DCORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ ECOMBINING CORRECTIONS FROM FCOM AND CHART...................................................................................F

PER-TOF-TOC-12-30 EXTRAPOLATIONEXTRAPOLATION................................................................................................................................................... A

PER-TOF-TOC-12-40 MAXIMUM STRUCTURAL TAKEOFF WEIGHTMAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A

PER-TOF-TOC-12-50 SUMMARYSUMMARY...............................................................................................................................................................A

PER-TOF-TOC-14 FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)PER-TOF-TOC-14-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE ANDSPEEDS

GENERAL................................................................................................................................................................ ACORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................BCONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... CCORRECTIONS FOR WET RUNWAY................................................................................................................... DCORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ ECOMBINING CORRECTIONS FROM FCOM AND CHART...................................................................................F

PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLEFLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A


PER-TOF-TOC-16 GENERAL (WEIGHT ENTRY)PER-TOF-TOC-16-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... AContinued on the following page

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Continued from the previous pagePER-TOF-TOC-16-20 TAKEOFF CHART DESCRIPTION

GENERAL................................................................................................................................................................ ACORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................BDESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ CMINIMUM SPEED................................................................................................................................................... D

PER-TOF-TOC-16-30 ADDITIONAL INFORMATIONONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. ATAKEOFF ON A WET RUNWAY............................................................................................................................BRTOW CHARTS - COMPLEMENTARY INFORMATION....................................................................................... CRTOW EXAMPLE....................................................................................................................................................D

PER-TOF-TOC-18 MTOW CALCULATION (WEIGHT ENTRY)PER-TOF-TOC-18-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

GENERAL................................................................................................................................................................ AMTOW DETERMINATION.......................................................................................................................................BCORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................CCONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... DCORRECTIONS FOR WET OR CONTAMINATED RUNWAYS.............................................................................ECORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ FCOMBINING CORRECTIONS FROM FCOM AND CHART.................................................................................. G

PER-TOF-TOC-18-20 EXTRAPOLATIONEXTRAPOLATION................................................................................................................................................... A

PER-TOF-TOC-18-30 MAXIMUM STRUCTURAL TAKEOFF WEIGHTMAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A


PER-TOF-TOC-20 FLEXIBLE TAKEOFF (WEIGHT ENTRY)PER-TOF-TOC-20-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE ANDSPEEDS

GENERAL................................................................................................................................................................ ACORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................BCONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS ..............................................................................CCORRECTIONS FOR WET RUNWAY................................................................................................................... DCORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ ECOMBINING CORRECTIONS FROM FCOM AND CHART...................................................................................F


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Continued from the previous pagePER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE

FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A


PER-TOF-TOD TAKEOFF DATAPER-TOF-TOD-24 QNH/BLEEDS CORRECTION

EFFECT OF QNH AND BLEEDS (up to 9200 ft)................................................................................................... AEXAMPLES..............................................................................................................................................................BEFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (above 9200 ft).....................................CEXAMPLES FOR HIGH ALTITUDE OPERATIONS............................................................................................... D

PER-TOF-TOD-25 MINIMUM SPEEDSPER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC

SPEEDS LIMITED BY VMC....................................................................................................................................A

PER-TOF-TOD-25-20 V2 LIMITED BY VMU/VMCAMINIMUM V2 LIMITED BY VMU/VMCA (KT IAS).................................................................................................. A

PER-TOF-TOD-40 QUICK REFERENCE TABLESPER-TOF-TOD-40-10 INTRODUCTION

INTRODUCTION......................................................................................................................................................A

PER-TOF-TOD-40-20 USE OF TABLESUSE OF TABLES.................................................................................................................................................... A

PER-TOF-TOD-40-30 HOW TO PROCEEDGENERAL................................................................................................................................................................ ALIMITATION CODES ..............................................................................................................................................BCORRECTIONS FOR WIND AND RUNWAY SLOPE............................................................................................CEXAMPLE ...............................................................................................................................................................D


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Continued from the previous pagePER-TOF-TOD-40-40 QUICK REFERENCE TABLES

CONFIGURATION 1+F / 0 FT................................................................................................................................ ACONFIGURATION 1+F / 1000 FT.......................................................................................................................... BCONFIGURATION 1+F / 2000 FT.......................................................................................................................... CCONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT..........................................................................................DCONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT.................................................................................... ECONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT.................................................................................... FCONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT......................................................................................... GCONFIGURATION 3 / PRESSURE ALTITUDE = 1000 FT....................................................................................HCONFIGURATION 3 / PRESSURE ALTITUDE = 2000 FT..................................................................................... I

PER-TOF-TOD-50 NET TAKEOFF FLIGHT PATHINTRODUCTION......................................................................................................................................................AHOW TO PROCEED............................................................................................................................................... BCLOSE OBSTACLE CLEARANCE CONF 1 + F....................................................................................................CREMOTE OBSTACLE CLEARANCE CONF 1 + F.................................................................................................DCLOSE OBSTACLE CLEARANCE CONF 2...........................................................................................................EREMOTE OBSTACLE CLEARANCE CONF 2........................................................................................................FCLOSE OBSTACLE CLEARANCE CONF 3.......................................................................................................... GREMOTE OBSTACLE CLEARANCE CONF 3....................................................................................................... H

PER-TOF-CTA RUNWAY CONTAMINATIONPER-TOF-CTA-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-TOF-CTA-20 DEFINITIONSDEFINITIONS...........................................................................................................................................................AEQUIVALENCES..................................................................................................................................................... B

PER-TOF-CTA-30 OPERATIONAL CONDITIONSOPERATIONAL CONDITIONS................................................................................................................................A

PER-TOF-CTA-40 TAKEOFF PERFORMANCEPER-TOF-CTA-40-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... AContinued on the following page

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Continued from the previous pagePER-TOF-CTA-40-20 TAKEOFF FROM A WET RUNWAY

HOW TO PROCEED............................................................................................................................................... ANO THRUST REVERSERS OPERATIVE (NO CLEARWAY).................................................................................BALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)............................................................................... CNO THRUST REVERSERS OPERATIVE (WITH CLEARWAY).............................................................................DALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)............................................................................E

PER-TOF-CTA-40-30 TAKEOFF FROM A CONTAMINATED RUNWAYTAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY............................................................... ATAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAY.................................................................. BTAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY............................................................. CTAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAY................................................................ DTAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY................................................................ ETAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAY....................................................................FTAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY.............................................................. GTAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAY................................................................. HTAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY.......................................................................... ITAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAY............................................................JTAKEOFF FROM A 15 MM (3/5 INCH) WET SNOW COVERED RUNWAY......................................................... KTAKEOFF FROM A 30 MM (6/5 INCH) WET SNOW COVERED RUNWAY..........................................................LTAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAY......................................................... MTAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAY.............................................N

PER-TOF-CTA-40-40 EXAMPLETAKEOFF PERFORMANCE ON DRY RUNWAY...................................................................................................ATAKEOFF PERFORMANCE ON WET RUNWAY.................................................................................................. BTAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH..................................................C

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THRUST OPTIONS - FLEXIBLE TAKEOFF

CTV A320 FLEET PER-TOF-THR-FLX-10 P 1/2FCOM A 19 JUL 11

DEFINITION OF FLEXIBLE TAKEOFF

DEFINITION OF FLEXIBLE TAKEOFFIdent.: PER-TOF-THR-FLX-10-00001718.0001001 / 28 JAN 11Applicable to: ALL

In many cases the aircraft takes off with a weight lower than the maximum permissible takeoffweight. When this happens, it can meet the required performance (runway, second segment,obstacle,...) with a decreased thrust that is adapted to the weight : this is called FLEXIBLE TAKEOFFand the thrust is called FLEXIBLE TAKEOFF THRUST.The use of flexible takeoff thrust saves engine life.

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CTV A320 FLEET PER-TOF-THR-FLX-10 P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

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CTV A320 FLEET PER-TOF-THR-FLX-20 P 1/2FCOM A 19 JUL 11

USE OF FLEXIBLE TAKEOFF

USE OF FLEXIBLE TAKEOFFIdent.: PER-TOF-THR-FLX-20-00001719.0001001 / 09 DEC 09Applicable to: ALL

The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximumpermissible takeoff weight for the actual temperature. The maximum permissible takeoff weightdecreases when temperature increases, so it is possible to assume a temperature at whichthe actual takeoff weight would be the limiting one. This temperature is called FLEXIBLETEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TOpage in order to get the adapted thrust.

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CTV A320 FLEET PER-TOF-THR-FLX-20 P 2/2FCOM 19 JUL 11

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CTV A320 FLEET PER-TOF-THR-FLX-30 P 1/2FCOM A → 30 MAY 13

REQUIREMENTS

REQUIREMENTSIdent.: PER-TOF-THR-FLX-30-00001792.0017001 / 15 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.‐ The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions.

The FADEC takes the above two constraints into account to determine flexible N1.The above two constraints also limit the maximum flexible temperature at ISA+ 53 (68 °C at sealevel).

‐ The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoffflight path computation (at ISA +40).

‐ The flexible temperature cannot be lower than the flat rating temperature, TREF ( ISA +29 up to2 000 ft) (See Note), or the actual temperature (OAT).

Note: TREF being a function of pressure altitude, read it on the takeoff chart.‐ Flexible takeoff is not permitted on contaminated runways.‐ The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any

engine deterioration, or maintain an adequate engine performance monitoring program to follow upthe engine parameters.

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CTV A320 FLEET PER-TOF-THR-FLX-30 P 2/2FCOM ← A 30 MAY 13

REQUIREMENTSIdent.: PER-TOF-THR-FLX-30-00001792.0013001 / 15 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.‐ The flexible takeoff EPR cannot be lower than the Max climb EPR at the same flight conditions.

The FADEC takes the above two constraints into account to determine flexible EPR.The above two constraints also limit the maximum flexible temperature at ISA + 55 (70 °C at sealevel).

‐ The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoffflight path computation (at ISA +40).

‐ The flexible temperature cannot be lower than the flat rating temperature, TREF (See Note), or theactual temperature (OAT).

Note: TREF being a function of pressure altitude, read it on the takeoff chart.‐ Flexible takeoff is not permitted on contaminated runways.‐ The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any

engine deterioration, or maintain an adequate engine performance monitoring program to follow upthe engine parameters.

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CTV A320 FLEET PER-TOF-THR-FLX-40 P 1/2FCOM A to B → 20 OCT 11

RECOMMENDATION

GENERALIdent.: PER-TOF-THR-FLX-40-00001720.0002001 / 23 FEB 11Applicable to: ALL

• In order to extend engine life and save maintenance costs, it is recommended to use flexible thrustreduction.

• However, to improve the takeoff performance, the thrust can be increased by selecting a lowerflexible temperature.

Using the same takeoff chart, for a given weight it is possible to :‐ Select a temperature lower than the maximum determined one and keep the speeds defined at

maximum temperature or,‐ Move towards the left side (tailwind) of the takeoff chart while remaining within the same

configuration and looking for the same actual takeoff weight at lower temperature.This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2).

Using one of the two above possibilities, check that the selected temperature is greater than theactual temperature (OAT) and greater than the flat rating temperature (TREF).

TAKEOFF PROCEDUREIdent.: PER-TOF-THR-FLX-40-00001721.0001001 / 28 JAN 11Applicable to: ALL

Depending on environmental takeoff conditions, the following procedure is recommended.CONDITIONS PROCEDURE REASON

Dry or wet well paved runway ‐ Use the flap setting giving the highestflexible temperature.

‐ When flexible temperature differencebetween two flap settings is low, use thehighest flap setting.

Extend engine life and savemaintenance costs.

High altitude takeoff Use CONF2/CONF3 Improve comfortBadly paved runwayorAccelerate stop distance limitedrunway

Use CONF2/CONF3orMove towards left side of the takeoff chart

Improve comfortImprove stopping distance


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CTV A320 FLEET PER-TOF-THR-FLX-40 P 2/2FCOM ← B 20 OCT 11

Continued from the previous pageCONDITIONS PROCEDURE REASON

Windshear expected along takeoffpath

Use maximum thrust Maintain acceleration capability

Contaminated runway Use maximum thrust(flex forbidden)

Improve stopping distanceDecrease time on runway.Required by regulations.

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TAKEOFF CHARTS - INTRODUCTION

CTV A320 FLEET PER-TOF-TOC-05 P 1/2FCOM A 19 JUL 11

TAKEOFF CHARTSIdent.: PER-TOF-TOC-05-00001704.0001001 / 21 MAR 11Applicable to: ALL

Takeoff charts are required to provide performance at takeoff. It is possible to present the charts intwo different ways, one of which is selected by the airline. The different presentations are :‐ temperature entry (temperature provided in the left column)‐ weight entry (weight provided in the left column).Both presentations are described here after. Sections PER-TOF-TOC-10, 12 and 14 are relative totemperature entry while PER-TOF-TOC-16, 18 and 20 are relative to weight entry.

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TAKEOFF CHARTS - INTRODUCTION


CTV A320 FLEET PER-TOF-TOC-05 P 2/2FCOM 19 JUL 11

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TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)

CTV A320 FLEET PER-TOF-TOC-10-10 P 1/2FCOM A 19 JUL 11

TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCEIdent.: PER-TOF-TOC-10-10-00001705.0001001 / 23 FEB 11Applicable to: ALL

Takeoff optimization is calculated for a given runway and its obstacles and for given conditions offlap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoffweight (or a maximum takeoff temperature for an actual weight).The takeoff thrust produced by the engine varies as follows :

The optimization process calculates the speeds which will produce the maximum takeoff weight.To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, secondsegment..., as shown on the figure charts below.

On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engineout operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.

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CTV A320 FLEET PER-TOF-TOC-10-10 P 2/2FCOM 19 JUL 11

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CTV A320 FLEET PER-TOF-TOC-10-20 P 1/4FCOM A → 30 MAY 13

TAKEOFF CHART DESCRIPTION

GENERALIdent.: PER-TOF-TOC-10-20-00001706.0003001 / 03 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft versionand for a particular runway specified at the top of the chart. The top of the chart also gives someinformation about the runway and lists the calculation assumptions.The chart is given for 2 different configurations and 5 wind values per configuration. This allows thecrew to select the configuration that gives either :‐ the highest permissible takeoff weight, or, for a given weight,‐ the highest flexible temperature.If different configurations give equivalent performance, the crew should select the configurationassociated with the lowest takeoff speeds.For each temperature value (and for a given configuration and wind), the chart provides the followinginformation :

The available limitation codes are :‐ First segment : 1‐ Second segment : 2‐ Runway length : 3‐ Obstacles : 4‐ Tire speed : 5‐ Brake energy : 6‐ Maximum computation weight : 7‐ Final takeoff : 8‐ VMU : 9

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CTV A320 FLEET PER-TOF-TOC-10-20 P 2/4FCOM ← A 30 MAY 13

GENERALIdent.: PER-TOF-TOC-10-20-00001706.0004001 / 03 MAR 11Applicable to: PK-GLH, PK-GLI

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft versionand for a particular runway specified at the top of the chart. The top of the chart also gives someinformation about the runway and lists the calculation assumptions.The chart is given for 2 different configurations and 5 wind values per configuration. This allows thecrew to select the configuration that gives either :‐ the highest permissible takeoff weight, or, for a given weight,‐ the highest flexible temperature.If different configurations give equivalent performance, the crew should select the configurationassociated with the lowest takeoff speeds.For each temperature value (and for a given configuration and wind), the chart provides the followinginformation :

The available limitation codes are :‐ First segment : 1‐ Second segment : 2‐ Runway length : 3‐ Obstacles : 4‐ Tire speed : 5‐ Brake energy : 6‐ Maximum computation weight : 7‐ Final takeoff : 8‐ VMU : 9

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CTV A320 FLEET PER-TOF-TOC-10-20 P 3/4FCOM B to D → 30 MAY 13

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-10-20-00014608.0001001 / 18 JUL 12Applicable to: ALL

Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)specified at the top of the chart. If the actual takeoff conditions are different, the crew must applycorrections. Two types of correction are available :‐ Conservative corrections on Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS (to be

used when not provided on the chart).‐ Corrections (less restrictive) listed on the chart, to be applied as explained below.Note: ‐ If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff

performance at a more forward CG by decreasing the takeoff weight by 1 000 kg(2 200 lb) and increasing V1, VR and V2 by 1 kt.

‐ 25 % CG is the basic certified limit, on which all takeoff computations are based. Totake into account the operational margins, the above penalties must be applied whenoperational CG is forward 27 % CG.

DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHARTIdent.: PER-TOF-TOC-10-20-00005368.0001001 / 03 MAR 11Applicable to: ALL

The corrections are presented on 4 lines:

TVMC is a temperature value given per column. This is a fictitious value that indicates thetemperature above which the speeds are close to a VMC limitation or are VMC limited.Note: The lower two lines may be shaded on certain chart formats.

MINIMUM SPEEDSIdent.: PER-TOF-TOC-10-20-00005372.0001001 / 02 MAR 11Applicable to: ALL

Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.

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CTV A320 FLEET PER-TOF-TOC-10-20 P 4/4FCOM ← D to E 30 MAY 13

They are only applicable in case of speed corrections.These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoffchart.

FLEX TEMPERATURE INDICATORIdent.: PER-TOF-TOC-10-20-00005373.0001001 / 18 FEB 11Applicable to: ALL

On the temperature entry chart, the temperature column may display asterisks or have a gray bandto indicate temperature values above TMAX and which are flex temperature.

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CTV A320 FLEET PER-TOF-TOC-10-30 P 1/10FCOM A to B 30 MAY 13

ADDITIONAL INFORMATION

ONE ENGINE OUT CLIMB PROCEDUREIdent.: PER-TOF-TOC-10-30-00001708.0001001 / 23 FEB 11Applicable to: ALL

The performance given in the chart is consistent with the flight path specified for the aircraft with oneengine out and takes into account significant obstacles.When the procedure to be followed is not the standard instrument departure, the chart describes aspecific procedure (EOSID).When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turnshould be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until greendot.The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle byat least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the mostadverse conditions.

TAKEOFF ON A WET RUNWAYIdent.: PER-TOF-TOC-10-30-00001709.0002001 / 23 FEB 11Applicable to: ALL

Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust mayproduce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than thatobtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain thelower of the two weights (or flexible temperature) and the associated speeds determined for a wetrunway.Note: The crew need not compare the charts if the top of the wet runway chart specifies “DRY

CHECK”. (The comparison has already been inserted in the WET runway calculation).

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CTV A320 FLEET PER-TOF-TOC-10-30 P 2/10FCOM C → 30 MAY 13

DESCRIPTION OF TAKEOFF CHARTIdent.: PER-TOF-TOC-10-30-00001710.0003001 / 23 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

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CTV A320 FLEET PER-TOF-TOC-10-30 P 3/10FCOM ← C → 30 MAY 13

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DESCRIPTION OF TAKEOFF CHARTIdent.: PER-TOF-TOC-10-30-00001710.0004001 / 18 MAR 11Applicable to: PK-GLH, PK-GLI

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CTV A320 FLEET PER-TOF-TOC-10-30 P 7/10FCOM ← C 30 MAY 13

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CTV A320 FLEET PER-TOF-TOC-10-30 P 8/10FCOM D → 30 MAY 13

EXAMPLE OF TAKEOFF CHARTIdent.: PER-TOF-TOC-10-30-00001711.0013001 / 01 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-10-30 P 9/10FCOM ← D → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-10-30 P 10/10FCOM ← D 30 MAY 13

EXAMPLE OF TAKEOFF CHARTIdent.: PER-TOF-TOC-10-30-00001711.0014001 / 01 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)

CTV A320 FLEET PER-TOF-TOC-12-10 P 1/12FCOM A to C → 30 MAY 13

DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

DIRECT CHART READINGIdent.: PER-TOF-TOC-12-10-00001712.0002001 / 23 FEB 11Applicable to: ALL

The takeoff chart is computed for a given runway under a set of conditions, which are:‐ OAT‐ Wind‐ Configuration‐ QNH, air conditioning, anti ice...Two configurations are produced on the chart. This enables the crew to select that giving the highestpermissible takeoff weight. In case of equivalent performance, retain the configuration giving thelower takeoff speeds.For a given configuration, enter the chart with the OAT and wind value to determine the maximumpermissible weight. For an OAT or wind value not presented on the chart, interpolate between twoconsecutive temperature rows and/or two consecutive wind columns. Conservative OAT or windvalues can also be considered. No extrapolation is allowed.

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-12-10-00001713.0002001 / 28 JAN 11Applicable to: ALL

Retain the maximum takeoff weight, associated configuration and speeds from above.For conditions different from those of the chart, apply relevant corrections.

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDSIdent.: PER-TOF-TOC-12-10-00001714.0029001 / 28 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDSCorrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the

configuration giving the highest weight).2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to

determine the maximum permissible takeoff weight.3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart

with the retained configuration and wind value.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



EXAMPLE 1DATA: OAT = 25 °C

Head Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Retain CONF 2 as takeoff configuration as the speeds are lower.Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Air conditioning correction....................................................................................................... -1.8(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 80.3Determine takeoff speeds for 80.3 (1 000 kg) in the 10 kt head wind column (CONF 2)V1 = 152 kt, VR = 153 kt, V2 = 158 kt

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDSIdent.: PER-TOF-TOC-12-10-00001714.0030001 / 28 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY




with the retained configuration and wind value.EXAMPLE 1

DATA: OAT = 25 °CHead Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Retain CONF 2 as takeoff configuration.Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1Air conditioning correction....................................................................................................... -2.2(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 79.9Determine takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column (CONF 2)V1 = 152 kt, VR = 153 kt, V2 = 158 kt

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDSIdent.: PER-TOF-TOC-12-10-00001714.0045001 / 28 MAR 11Applicable to: PK-GLH, PK-GLI




with the retained configuration and wind value.EXAMPLE 1

DATA: OAT = 25 °CHead Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-10 P 4/12FCOM ← C to E → 30 MAY 13

Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.0Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.4Retain CONF 2 as takeoff configuration.Maximum TO weight (1 000 lb) air conditioning OFF..........................................................181.45Air conditioning correction....................................................................................................... -4.9(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)Maximum permissible TO weight (1 000 lb) air conditioning ON......................................= 176.55Determine takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column (CONF 2)V1 = 153 kt, VR = 154 kt, V2 = 158 kt

CORRECTIONS FOR WET OR CONTAMINATED RUNWAYSIdent.: PER-TOF-TOC-12-10-00001715.0001001 / 28 JAN 11Applicable to: ALL

(Refer to PER-TOF-CTA-10 GENERAL)

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-12-10-00005953.0004001 / 23 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHARTA description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THECORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum ofthree corrections can be produced on one chart.To apply the corrections, proceed as follows:1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before

correction.2. Apply the first correction:

If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2corrections from line 2.Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 correctionsfrom line 4.

3. To combine a second (and third, as applicable) correction:If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/VR/ΔV2corrections from line 2.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-10 P 5/12FCOM ← E → 30 MAY 13

Check that the resulting speeds are higher than the minimum speeds displayed on the RTOWchart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUMV2 LIMITED BY VMU/VMCA (KT IAS)).If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correctionfrom line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

Note: ‐ QNH correction is given for ±10 hPa . It is allowed to extrapolate linearly for greater QNHdeviation.

‐ When using a takeoff chart with failure cases, it is not allowed to combine two failurecases.

‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Referto PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.

‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservativecorrections provided in the FCOM.

‐ No speed check is required for the first correction. However, if the first influencecorrection follows a conversative FCOM correction, a speed check is required.

EXAMPLE 2DATA :: OAT = 25 °C

Head Wind = 10 ktQNH = 1 028 hPaWET runway

Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,

max TO weight (1 000 kg).......................................................................................................82.1• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,

max TO weight (1 000 kg).......................................................................................................82.1• Retain CONF 2 for takeoff as the speeds are lower.• Read associated speeds as V1 = 156 kt, VR = 157 kt, V2 = 162 kt• Apply WET correction

For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2Intermediate weight (1 000 kg).............................................................................................= 80.9Associated speeds,V1 = 156 kt - 10 = 146 ktVR = 157 kt - 1 = 156 ktV2 = 162 kt - 1 = 161 kt(No speed check required for first correction)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



• Apply QNH correctionFor OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =.....................................................................+ 0.3Maximum permissible takeoff weight (1 000 kg).................................................................. = 81.2Associated speeds,V1 = 146 kt + 1 × 15/10 = 147 ktVR = 156 kt + 1 × 15/10 = 158 ktV2 = 161 kt + 1 × 15/10 = 163 kt

• Check that the speeds are higher than minimum speeds from the chart and from VMU table.Takeoff Configuration : 2

TOW V1 VR V2TOW (RTOW) 82.1 156 157 162FCOM correction(s)Intermediate value 82.1 156 157 162WET Correction - 1.2 -10 -1 -1Intermediate value 80.9 146 156 161QNH Correction + 0.3 +1 +2 +2Final value 81.2 147 158 163

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-12-10-00005953.0008001 / 23 NOV 11Applicable to: PK-GLH, PK-GLI

For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHARTA description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THECORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum ofthree corrections can be produced on one chart.To apply the corrections, proceed as follows:1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before

correction.2. Apply the first correction:


3. To combine a second (and third, as applicable) correction:If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/VR/ΔV2corrections from line 2.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



Check that the resulting speeds are higher than the minimum speeds displayed on the RTOWchart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUMV2 LIMITED BY VMU/VMCA (KT IAS)).If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correctionfrom line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

Note: ‐ QNH correction is given for ±10 hPa . It is allowed to extrapolate linearly for greater QNHdeviation.


‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Referto PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.


‐ No speed check is required for the first correction. However, if the first influencecorrection follows a conversative FCOM correction, a speed check is required.

EXAMPLE 2DATA :: OAT = 25 °C

Head Wind = 10 ktQNH = 1 028 hPaWET runway

Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,

max TO weight (1 000 lb)......................................................................................................181.0• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,

max TO weight (1 000 lb)......................................................................................................181.4• Retain CONF 2 for takeoff.• Read associated speeds as V1 = 157 kt, VR = 157 kt, V2 = 162 kt• Apply WET correction

For OAT < TVMC (54 °C), ΔW =............................................................................................ - 2.8Intermediate weight (1 000 lb)............................................................................................= 178.6Associated speeds,V1 = 157 kt - 10 = 147 ktVR = 157 kt - 1 = 156 ktV2 = 162 kt - 1 = 161 kt(No speed check required for first correction)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-10 P 8/12FCOM ← E to F → 30 MAY 13

• Apply QNH correctionFor OAT < TVMC (54 °C), ΔW = 0.5 × 15/10 =.....................................................................+ 0.8Maximum permissible takeoff weight (1 000 lb)................................................................. = 179.4Associated speeds,V1 = 147 kt + 1 × 15/10 = 148 ktVR = 156 kt + 1 × 15/10 = 158 ktV2 = 161 kt + 1 × 15/10 = 163 kt

• Check that the speeds are higher than minimum speeds from the chart and from VMU table.Takeoff Configuration : 1 + F

TOW V1 VR V2TOW (RTOW) 181.4 157 157 162FCOM correction(s)Intermediate value 181.4 157 157 162WET Correction - 2.8 -10 -1 -1Intermediate value 178.6 147 156 161QNH Correction + 0.8 +1 +2 +2Final value 179.4 148 158 163

COMBINING CORRECTIONS FROM FCOM AND CHARTIdent.: PER-TOF-TOC-12-10-00005954.0026001 / 30 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Proceed as follows:1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoff weight.2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds

for intermediate weight in the same column (same wind and configuration).3. Apply corrections from RTOW chart as explained above.EXAMPLE 3

DATA :: OAT = 25 °CHead wind = 10 ktAir conditioning ONQNH = 1 028 hPaWET runway

1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART).Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-10 P 9/12FCOM ← F → 30 MAY 13

Retain CONF 2 for takeoff configuration.2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).

Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1Air conditioning correction....................................................................................................... - 2.2Intermediate weight.............................................................................................................. = 79.9Interpolate takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column,V1 = 152 kt , VR = 153 kt , V2 = 158 kt

3. Apply WET correctionFor OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2Intermediate weight.............................................................................................................. = 78.7Associated speeds,V1 = 152 kt - 10 = 142 ktVR = 153 kt - 1 = 152 ktV2 = 158 kt - 1 = 157 ktCheck that the speeds are higher than minimum speeds from the chart and from VMU tableApply QNH correctionFor OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =......................................................................+0.3Max permissible takeoff weight............................................................................................ = 79.0Associated speed,V1 = 142 kt + 1 × 15/10 = 143 ktVR = 152 kt + 1 × 15/10 = 154 ktV2 = 157 kt + 1 × 15/10 = 159 kt

Check that the speeds are higher than minimum speeds from the chart and from VMU table. (Itis reminded that if the speed checks are not fulfilled, the corrections must be recalculated usingthose provided on lines 3 and 4).Since the speed check is fulfilled:Max permissible takeoff weight = 79.0 (1 000 kg)V1 = 143 kt, VR = 154 kt, V2 = 159 kt.

Takeoff Configuration : 2TOW V1 VR V2

TOW (RTOW) 82.1FCOM correction(s) - 2.2Intermediate value 79.9 152 153 158WET Correction - 1.2 -10 -1 -1Intermediate value 78.7 142 152 157QNH Correction + 0.3 +1 +2 +2Final value 79.0 143 154 159

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



COMBINING CORRECTIONS FROM FCOM AND CHARTIdent.: PER-TOF-TOC-12-10-00005954.0028001 / 30 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ




1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART).Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1Retain CONF 2 for takeoff configuration as the speeds are lower.

2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1Air conditioning correction....................................................................................................... - 1.8Intermediate weight.............................................................................................................. = 80.3Interpolate takeoff speeds for 80.3 (1 000 kg) in the 10 kt head wind column,V1 = 152 kt , VR = 153 kt , V2 = 158 kt

3. Apply WET correctionFor OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2Intermediate weight.............................................................................................................. = 79.1Associated speeds,V1 = 152 kt - 10 = 142 ktVR = 153 kt - 1 = 152 ktV2 = 158 kt - 1 = 157 ktCheck that the speeds are higher than minimum speeds from the chart and from VMU tableApply QNH correctionFor OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =......................................................................+0.3Max permissible takeoff weight............................................................................................ = 79.4Associated speed,

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



V1 = 142 kt + 1 × 15/10 = 143 ktVR = 152 kt + 1 × 15/10 = 154 ktV2 = 157 kt + 1 × 15/10 = 159 kt

Check that the speeds are higher than minimum speeds from the chart and from VMU table. (Itis reminded that if the speed checks are not fulfilled, the corrections must be recalculated usingthose provided on lines 3 and 4).Since the speed check is fulfilled:Max permissible takeoff weight = 79.4 (1 000 kg)V1 = 143 kt, VR = 154 kt, V2 = 159 kt.

Takeoff Configuration : 2TOW V1 VR V2

TOW (RTOW) 82.1FCOM correction(s) - 1.8Intermediate value 80.3 152 153 158WET Correction - 1.2 -10 -1 -1Intermediate value 79.1 142 152 157QNH Correction + 0.3 +1 +2 +2Final value 79.4 143 154 159

COMBINING CORRECTIONS FROM FCOM AND CHARTIdent.: PER-TOF-TOC-12-10-00005954.0029001 / 30 MAR 11Applicable to: PK-GLH, PK-GLI




1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART).Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.05Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.45

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-10 P 12/12FCOM ← F 30 MAY 13

Retain CONF 2 for takeoff configuration.2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).

Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.45Air conditioning correction........................................................................................................ -4.9Intermediate weight.......................................................................................................... = 176.55Interpolate takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column,V1 = 153 kt , VR = 154 kt , V2 = 158 kt

3. Apply WET correctionFor OAT < TVMC (54 °C), ΔW =............................................................................................. -2.8Intermediate weight.......................................................................................................... = 173.75Associated speeds,V1 = 153 kt - 10 = 143 ktVR = 154 kt - 1 = 153 ktV2 = 158 kt - 1 = 157 ktCheck that the speeds are higher than minimum speeds from the chart and from VMU tableApply QNH correctionFor OAT < TVMC (54 °C), ΔW = 0.5 × 15/10 =......................................................................+0.7Max permissible takeoff weight........................................................................................ = 174.45Associated speed,V1 = 143 kt + 1 × 15/10 = 144 ktVR = 153 kt + 1 × 15/10 = 155 ktV2 = 157 kt + 1 × 15/10 = 159 kt

Check that the speeds are higher than minimum speeds from the chart and from VMU table. (Itis reminded that if the speed checks are not fulfilled, the corrections must be recalculated usingthose provided on lines 3 and 4).Since the speed check is fulfilled:Max permissible takeoff weight = 174.45 (1 000 lb)V1 = 144 kt, VR = 155 kt, V2 = 159 kt.

Takeoff Configuration: 2TOW V1 VR V2

TOW (RTOW) 181.45FCOM correction(s) -4.9Intermediate value 176.55 153 154 158WET Correction -2.8 -10 -1 -1Intermediate value 173.75 143 153 157QNH Correction +0.7 +1 +2 +2Final value 174.45 144 155 159

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-12-30 P 1/2FCOM A 20 OCT 11

EXTRAPOLATION

EXTRAPOLATIONIdent.: PER-TOF-TOC-12-30-00001716.0002001 / 01 MAR 11Applicable to: ALL

For a takeoff weight lower than those displayed on the chart, associated speeds are calculated asfollows :1. For given configuration and wind, note the speeds associated with the takeoff weight in the row

displaying the highest permissible temperature.2. Apply speed corrections provided at the bottom of the RTOW chart to V1, VR and V2 limited to the

minimum speeds.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CTV A320 FLEET PER-TOF-TOC-12-30 P 2/2FCOM 20 OCT 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



MAXIMUM STRUCTURAL TAKEOFF WEIGHT

MAXIMUM STRUCTURAL TAKEOFF WEIGHTIdent.: PER-TOF-TOC-12-40-00001717.0001001 / 18 MAR 11Applicable to: ALL

The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitationis provided in the Flight Manual and in Refer to LIM-11 Weight Limitations. Compare the maximumstructural takeoff weight to the maximum permissible takeoff weight computed for given conditionsand retain the lower of the two values.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



SUMMARY

SUMMARYIdent.: PER-TOF-TOC-12-50-00006313.0001001 / 11 MAR 11Applicable to: ALL

The following flow diagram gives the different steps to follow.

A320FLIGHT CREW

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PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)


DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERALIdent.: PER-TOF-TOC-14-10-00001722.0002001 / 17 MAR 11Applicable to: ALL

Before determining the flexible temperature, calculate the maximum permissible takeoff weight (seeprevious section) and ensure that the actual takeoff weight is lower than the determined maximumtakeoff weight.• Enter the RTOW chart with the wind condition to interpolate for the actual takeoff weight. Read the

flexible temperature in the temperature column corresponding to the actual weight.• Repeat this process for the other configuration available. Select the configuration giving the

highest flexible temperature.

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-14-10-00001723.0001001 / 28 JAN 11Applicable to: ALL

When the takeoff conditions are different from those provided on the chart, apply the associatedcorrections.Note: If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible

temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1, VRand V2 must be increased by 1 kt.


CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDSRefer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDSCorrections are given for QNH ≠ 1 013 hPa , air conditioning ON, anti ice ON.1. For a given takeoff weight, wind condition and selected configuration, determine the flexible

temperature. Retain the takeoff speeds associated with the actual weight.2. Apply the published temperature correction. To combine two or more corrections, add the

different corrections and apply to temperature value.(No speed corrections required).

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EXAMPLE 4DATA : Actual takeoff weight = 76 000 kg

Head wind = 10 ktAir conditioning ONQNH = 1 013 hPa

Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lowerthan the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,Flexible temperature.............................................................................................................. 52 °CEnter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,Flexible temperature.............................................................................................................. 52 °CRetain CONF 2 for takeoff configuration.Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 ktFlexible temperature with air conditioning OFF.....................................................................52 °CAir conditioning correction .....................................................................................................-7 °CRefer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDSMaximum flexible temperature........................................................................................... = 45 °C





EXAMPLE 4DATA : Actual takeoff weight = 76 000 kg


Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

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Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lowerthan the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,Flexible temperature.............................................................................................................. 52 °CEnter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,Flexible temperature.............................................................................................................. 52 °CRetain CONF 2 for takeoff configuration as the speeds are lower.Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 ktFlexible temperature with air conditioning OFF.....................................................................52 °CAir conditioning correction .....................................................................................................-3 °CRefer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDSMaximum flexible temperature........................................................................................... = 49 °C





EXAMPLE 4DATA : Actual takeoff weight = 180 000 lb


Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lowerthan the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F,Flexible temperature.............................................................................................................. 33 °CEnter the 10 kt head wind column and interpolate for 180 000 lb, CONF 2,Flexible temperature.............................................................................................................. 36 °C

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PERFORMANCETAKEOFF



Retain CONF 2 for takeoff configuration.Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 ktFlexible temperature with air conditioning OFF.....................................................................36 °CAir conditioning correction .....................................................................................................-3 °CRefer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDSMaximum flexible temperature........................................................................................... = 33 °C

CORRECTIONS FOR WET RUNWAYIdent.: PER-TOF-TOC-14-10-00001725.0001001 / 28 JAN 11Applicable to: ALL

CORRECTIONS FOR WET RUNWAY(Refer to PER-TOF-CTA-10 GENERAL)

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-14-10-00012739.0007001 / 06 APR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THECORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum ofthree corrections can be produced on one chart.To apply the correction, proceed as follows:1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read

flexible temperature associated with this weight.2. Apply the first correction:

If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2corrections from line 4.Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. SetTOGA thrust and retain the speeds associated with maximum permissible takeoff weight or thespeeds read in the chart of the actual weight if they are all lower.No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoffweight determination).

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3. To combine a second and/or a third correction, proceed as per point 2.4. Check that the final flexible temperature is:

‐ higher than OAT and TREF‐ limited to TMAXFLEX

If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU.If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexibletakeoff is possible.Use TOGA thrust and retain speeds that have been calculated for the maximum permissibletakeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE)

Note: ‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNHdeviation.

‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Referto PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.

Note: ‐ When the flexible temperature is higher than TVMC, it is allowed to limit the flexibletemperature to TVMC and apply only corrections from lines 1 and 2.


EXAMPLE 5DATA : Actual

takeoffweight

= 76 000 kg

Headwind

= 10 kt

QNH = 1 028 hPaWET runwayAir conditioning OFF

Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determinethe maximum permissible takeoff weight (see example 2). The actual weight being lower than themaximum one, flexible takeoff is possible.Enter the10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,Flexible temperature.................................................................................................................. 52 °CEnter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,Flexible temperature.................................................................................................................. 52 °CEquivalent performance is obtained from the two different configurations.Retain CONF 2 as the speeds are lower.Takeoff speeds are V1 = 149 kt, VR = 150 kt, V2 = 155 ktApply WET correctionFor flexible temperature < TVMC (54 °C), ΔTflex =...................................................................-2 °C

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Intermediate flex temperature................................................................................................ = 50 °CAssociated speeds,V1 = 149 kt – 10 = 139 ktVR = 150 kt – 1= 149 ktV2 = 150 kt – 1 = 154 ktCheck V2 against VMU limitation Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)Apply QNH correctionFor flex temperature < TVMC (54 °C), ΔTflex =......................................................................... 0 °CMaximum flexible temperature............................................................................................... = 50 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 139 kt, VR = 149 kt, V2 = 154 kt

Takeoff Configuration: 1 + FTflex V1 VR V2

Chart temperature 52 149 150 155FCOM correction(s)Intermediate value 52 149 150 155WET Correction -2 -10 -1 -1Intermediate value 50 139 149 154QNH Correction 0 0 0 0Final value 50 139 149 154

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-14-10-00012739.0008001 / 06 APR 11Applicable to: PK-GLH, PK-GLI

A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THECORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum ofthree corrections can be produced on one chart.To apply the correction, proceed as follows:1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read

flexible temperature associated with this weight.2. Apply the first correction:

If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2corrections from line 4.

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Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. SetTOGA thrust and retain the speeds associated with maximum permissible takeoff weight or thespeeds read in the chart of the actual weight if they are all lower.No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoffweight determination).


‐ higher than OAT and TREF‐ limited to TMAXFLEX

If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU.If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexibletakeoff is possible.Use TOGA thrust and retain speeds that have been calculated for the maximum permissibletakeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE)


‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Referto PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.



EXAMPLE 5DATA : Actual

takeoffweight

= 180 000 lb

Headwind

= 10 kt

QNH = 1 028 hPaWET runwayAir conditioning OFF

Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determinethe maximum permissible takeoff weight (see example 2). The actual weight being lower than themaximum one, flexible takeoff is possible.Enter the10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F,Flexible temperature.................................................................................................................. 32 °CEnter the10 kt head wind column and interpolate for 180 000 lb, CONF 2,

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Flexible temperature.................................................................................................................. 36 °CEquivalent performance is obtained from the two different configurations.Retain CONF 2 as the speeds are lower.Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 ktApply WET correctionFor flexible temperature < TVMC (54 °C), ΔTflex =...................................................................-2 °CIntermediate flex temperature................................................................................................ = 34 °CAssociated speeds,V1 = 155 kt – 10 = 145 ktVR = 155 kt – 1 = 154 ktV2 = 160 kt – 1 = 159 ktCheck V2 against VMU limitation on FCOM Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITEDBY VMU/VMCA (KT IAS).Apply QNH correctionFor flex temperature < TVMC (54 °C), ΔTflex =......................................................................... 0 °CMaximum flexible temperature............................................................................................... = 34 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 154 kt, V2 = 159 kt

Takeoff Configuration: 1 + FTflex V1 VR V2

Chart temperature 36 155 155 160FCOM correction(s)Intermediate value 36 155 155 160WET Correction -2 -10 -1 -1Intermediate value 34 145 154 159QNH Correction 0 0 0 0Final value 34 145 154 159


1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).2. Apply corrections from the RTOW chart.

Apply speed corrections except for QNH and bleed influences.

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EXAMPLE 6DATA: Actual takeoff weight = 76 000 kg

Head wind = 10 ktAir conditioning ONQNH = 1 028 hPaWET runway

Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONSON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer toPER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3).The actual weight being lower than the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,Flexible temperature.................................................................................................................. 52 °CEnter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,Flexible temperature.................................................................................................................. 52 °CRetain CONF 2 for takeoff configuration as the speeds are lower.Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 ktFirst, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).Flexible temperature with air conditioning OFF.........................................................................52 °CAir conditioning correction.......................................................................................................... -3 °CIntermediate flexible temperature...........................................................................................= 49 °CNo speed correction.Apply WET correctionFor flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-1 °CIntermediate flex temperature................................................................................................ = 48 °CAssociated speeds,V1 = 150 kt - 5 = 145 ktVR = 150 kt - 1 = 149 ktV2 = 155 kt - 1 = 154 ktCheck V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS).Apply QNH correctionFor flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °CMaximum flexible temperature............................................................................................... = 48 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 149 kt, V2 = 154 kt

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Takeoff Configuration : 1 + FTflex V1 VR V2

Chart temperature 52 150 150 155FCOM correction(s) -3 0 0 0Intermediate value 49 150 150 155WET Correction 0 -5 -1 -1Intermediate value 49 145 149 154QNH Correction 0 0 0 0Final value 49 145 149 154



Apply speed corrections except for QNH and bleed influences.EXAMPLE 6

DATA: Actual takeoff weight = 76 000 kgHead wind = 10 ktAir conditioning ONQNH = 1 028 hPaWET runway

Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONSON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer toPER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3).The actual weight being lower than the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,Flexible temperature.................................................................................................................. 52 °CEnter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,Flexible temperature.................................................................................................................. 52 °CRetain CONF 2 for takeoff configuration.Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 ktFirst, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).Flexible temperature with air conditioning OFF.........................................................................52 °CAir conditioning correction.......................................................................................................... -7 °CIntermediate flexible temperature...........................................................................................= 45 °CNo speed correction.Apply WET correction

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For flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-1 °CIntermediate flex temperature................................................................................................ = 44 °CAssociated speeds,V1 = 150 kt - 5 = 145 ktVR = 150 kt - 1 = 149 ktV2 = 155 kt - 1 = 154 ktCheck V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS).Apply QNH correctionFor flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °CMaximum flexible temperature............................................................................................... = 44 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 149 kt, V2 = 154 kt


Chart temperature 52 150 150 155FCOM correction(s) -7 0 0 0Intermediate value 45 150 150 155WET Correction -1 -5 -1 -1Intermediate value 44 145 149 154QNH Correction 0 0 0 0Final value 44 145 149 154



Apply speed corrections except for QNH and bleed influences.EXAMPLE 6

DATA: Actual takeoff weight = 180 000 lbHead wind = 10 ktAir conditioning ONQNH = 1 028 hPaWET runway

Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONSON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to

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PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3).The actual weight being lower than the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 180 000 lb , CONF 1 + F,Flexible temperature.................................................................................................................. 33 °CEnter the 10 kt head wind column and interpolate for 180 000 lb, CONF 2,Flexible temperature.................................................................................................................. 36 °CRetain CONF 2 for takeoff configuration.Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 ktFirst, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).Flexible temperature with air conditioning OFF.........................................................................36 °CAir conditioning correction.......................................................................................................... -7 °CIntermediate flexible temperature...........................................................................................= 29 °CNo speed correction.Apply WET correctionFor flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-2 °CIntermediate flex temperature................................................................................................ = 27 °CAssociated speeds,V1 = 155 kt - 10 = 145 ktVR = 155 kt - 1 = 154 ktV2 = 160 kt - 1= 159 ktSince speed correction on V2 is 0, no V2 check against VMU limitation is necessary.Apply QNH correctionFor flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °CMaximum flexible temperature............................................................................................... = 27 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 154 kt, V2 = 159 kt

Takeoff Configuration : 2Tflex V1 VR V2

Chart temperature 36 155 155 160FCOM correction(s) -7 0 0 0Intermediate value 29 155 155 160WET Correction -2 -10 -1 -1Intermediate value 27 145 154 159QNH Correction 0 0 0 0Final value 27 145 154 159

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PERFORMANCETAKEOFF



FLEXIBLE TAKEOFF NOT POSSIBLE

FLEXIBLE TAKEOFF NOT POSSIBLEIdent.: PER-TOF-TOC-14-20-00001726.0001001 / 16 MAR 11Applicable to: ALL

In some cases when the actual takeoff weight is lower than the maximum permissible one but noflexible takeoff possible (that is flexible temperature lower than TREF or OAT) :‐ It is mandatory to use TOGA thrust‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight;

OR‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower

than the speeds calculated for the maximum permissible takeoff weight.

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OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

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CTV A320 FLEET PER-TOF-TOC-14-30 P 1/2FCOM A → 20 OCT 11

SUMMARY


The flow diagram gives the different steps to follow.

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CTV A320 FLEET PER-TOF-TOC-14-30 P 2/2FCOM ← A 20 OCT 11

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OPERATING MANUAL

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TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)


TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCEIdent.: PER-TOF-TOC-16-10-00001727.0001001 / 01 MAR 11Applicable to: ALL

Takeoff optimization is calculated for a given runway and its obstacles and for given conditions offlap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoffweight (or a maximum takeoff temperature for an actual weight).The takeoff thrust produced by the engine varies as follows :

The optimization process calculates the speeds which will produce the maximum takeoff weight.To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, secondsegment..., as shown on the charts below.

On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engineout operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.

A320FLIGHT CREW

OPERATING MANUAL

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A320FLIGHT CREW

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CTV A320 FLEET PER-TOF-TOC-16-20 P 1/4FCOM A → 30 MAY 13

TAKEOFF CHART DESCRIPTION

GENERALIdent.: PER-TOF-TOC-16-20-00001728.0003001 / 28 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft versionand for a particular runway specified at the top of the chart. The top of the chart also gives someinformation about the runway and lists the calculation assumptions.The chart is given for 2 different configurations and 4 wind values per configuration. This allows thecrew to select the configuration that gives either :‐ the highest permissible takeoff weight, or, for a given weight,‐ the highest flexible temperature.If different configurations give equivalent performance, the crew should select the configurationassociated with the lowest takeoff speeds.The left column of the chart contains weight entry. For each weight entry (and for a givenconfiguration and wind), the chart provides the following information :

Note: The takeoff weight is the sum of the weight entry and the delta weight.The available limitation codes are :‐ First segment : 1‐ Second segment : 2‐ Runway length : 3‐ Obstacles : 4‐ Tire speed : 5‐ Brake energy : 6‐ Maximum computation weight : 7‐ Final takeoff : 8‐ VMU : 9

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CTV A320 FLEET PER-TOF-TOC-16-20 P 2/4FCOM ← A 30 MAY 13

GENERALIdent.: PER-TOF-TOC-16-20-00001728.0004001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft versionand for a particular runway specified at the top of the chart. The top of the chart also gives someinformation about the runway and lists the calculation assumptions.The chart is given for 2 different configurations and 4 wind values per configuration. This allows thecrew to select the configuration that gives either :‐ the highest permissible takeoff weight, or, for a given weight,‐ the highest flexible temperature.If different configurations give equivalent performance, the crew should select the configurationassociated with the lowest takeoff speeds.The left column of the chart contains weight entry. For each weight entry (and for a givenconfiguration and wind), the chart provides the following information :

Note: The takeoff weight is the sum of the weight entry and the delta weight.The available limitation codes are :‐ First segment : 1‐ Second segment : 2‐ Runway length : 3‐ Obstacles : 4‐ Tire speed : 5‐ Brake energy : 6‐ Maximum computation weight : 7‐ Final takeoff : 8‐ VMU : 9

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OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOC-16-20 P 3/4FCOM B to D → 30 MAY 13

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-16-20-00001729.0105001 / 04 MAR 11Applicable to: ALL

Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)specified at the top of the chart. If the actual takeoff conditions are different, the crew must applycorrections.Two types of corrections are available :‐ Conservative corrections (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) (to be

used when not provided on the chart).‐ Corrections (less restrictive) listed on the chart, to be applied as explained below.Note: If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff

performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb)and increasing V1, VR and V2 by 1 kt.

DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHARTIdent.: PER-TOF-TOC-16-20-00006633.0001001 / 08 MAR 11Applicable to: ALL

The corrections are presented on 4 lines :

TVMC is a temperature value given per column. This is a fictitious value that indicates thetemperature above which the speeds are close to a VMC limitation or are VMC limited.Note: The lower two lines may be shaded on certain chart formats.

MINIMUM SPEEDIdent.: PER-TOF-TOC-16-20-00006634.0001001 / 04 MAR 11Applicable to: ALL

Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.They are only applicable in case of speed corrections.

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These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoffchart.

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OPERATING MANUAL

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CTV A320 FLEET PER-TOF-TOC-16-30 P 1/10FCOM A to B 30 MAY 13

ADDITIONAL INFORMATION

ONE ENGINE OUT CLIMB PROCEDUREIdent.: PER-TOF-TOC-16-30-00001730.0001001 / 10 DEC 09Applicable to: ALL

The performance given in the chart is consistent with the flight path specified for the aircraft with oneengine out and takes into account significant obstacles.When the procedure to be followed is not the standard instrument departure, the chart describes aspecific procedure (EOSID).When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turnshould be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until greendot.The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle byat least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the mostadverse conditions.

TAKEOFF ON A WET RUNWAYIdent.: PER-TOF-TOC-16-30-00001731.0002001 / 10 DEC 09Applicable to: ALL

Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust mayproduce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than thatobtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain thelower of the two weights (or flexible temperature) and the associated speeds determined for a wetrunway.Note: The crew need not compare the charts if the top of the wet runway chart specifies “DRY

CHECK”. (The comparison has already been inserted in the WET runway calculation).

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CTV A320 FLEET PER-TOF-TOC-16-30 P 2/10FCOM C → 30 MAY 13

RTOW CHARTS - COMPLEMENTARY INFORMATIONIdent.: PER-TOF-TOC-16-30-00001732.0003001 / 28 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

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RTOW CHARTS - COMPLEMENTARY INFORMATIONIdent.: PER-TOF-TOC-16-30-00001732.0002001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

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A320FLIGHT CREW

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CTV A320 FLEET PER-TOF-TOC-16-30 P 7/10FCOM ← C 30 MAY 13

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CTV A320 FLEET PER-TOF-TOC-16-30 P 8/10FCOM D → 30 MAY 13

RTOW EXAMPLEIdent.: PER-TOF-TOC-16-30-00001733.0013001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

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RTOW EXAMPLEIdent.: PER-TOF-TOC-16-30-00001733.0014001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

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CTV A320 FLEET PER-TOF-TOC-16-30 P 10/10FCOM 30 MAY 13

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OPERATING MANUAL

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TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)

CTV A320 FLEET PER-TOF-TOC-18-10 P 1/14FCOM A to B → 30 MAY 13

DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

GENERALIdent.: PER-TOF-TOC-18-10-00001734.0002001 / 10 DEC 09Applicable to: ALL

The takeoff chart is computed for a given runway under a set of conditions, which are :‐ OAT‐ Wind‐ Configuration‐ QNH, air conditioning, anti ice...Two configurations are produced on the chart. This enables the crew to select that giving the highestpermissible takeoff weight.In case of equivalent performance, retain the configuration giving the lower takeoff speeds.

MTOW DETERMINATIONIdent.: PER-TOF-TOC-18-10-00013648.0002001 / 01 MAR 11Applicable to: ALL

Enter the chart with the given configuration and actual wind column reading the temperature value.This temperature value stands for the OAT. Read the maximum takeoff weight corresponding tothe actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain themaximum takeoff weight.It is reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarlydetermine the takeoff speeds associated with the maximum takeoff weight.In some cases, it may happen that the first temperature value (displayed for the highest weight entry)is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessarypenalty. Use the Grad 1/Grad 2 gradients provided at the bottom of the corresponding column.CORRECTION TO WEIGHT

Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF).Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF.Read the lowest temperature of the column (corresponding to the highest weight entry).

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CTV A320 FLEET PER-TOF-TOC-18-10 P 2/14FCOM ← B to D → 30 MAY 13

If the lowest temperature and OAT are above TREF.Obtain weight increment by multiplying Grad 2 by the difference in temperature between OATand lowest temperature. Add this weight increment to the maximum takeoff weight calculatedfor the lowest temperature.

If the lowest temperature and OAT are below TREF.Obtain weight increment by multiplying Grad 1 by the difference in temperature between OATand lowest temperature. Add this weight increment to the maximum takeoff weight calculatedfor the lowest temperature.

If OAT is below TREF and lowest temperature is above TREF.The weight increment is calculated in two steps. Step one is multiplying Grad 2 by temperaturedifference between lowest temperature and TREF. Step two is multiplying Grad 1 bytemperature difference between TREF and OAT. Add results from step one and two tomaximum takeoff weight calculated for lowest temperature.

Note: Use the weight gradients only to extrapolate above the maximum weight shown in theRTOW chart. They are not valid for interpolation between two boxes, between filledboxes or between one filled and one blank box.

Repeat the above process for the other available configuration and retain the configuration givingthe highest takeoff weight.

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-18-10-00001736.0002001 / 11 FEB 11Applicable to: ALL

Retain the maximum takeoff weight, associated configuration and speeds from above.For conditions different from those of the chart, apply relevant corrections.


Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose

the configuration giving the highest weight).2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to


with the retained configuration and weight value.

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EXAMPLE ADATA : OAT = 25 °C

Head Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).Enter the 10 kt head wind column CONF 1 + F, to read for 25 °CThe lowest temperature of the column is 45 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2Enter the 10 kt head wind column CONF 2, to read for 25 °CThe lowest temperature of the column is 46 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2Retain CONF 1 + F as takeoff configuration.Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-2.2Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.0Determine takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =155 kt, VR = 156 kt, V2 = 158 kt





with the retained configuration and weight value.EXAMPLE A

DATA : OAT = 25 °CHead Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C

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The lowest temperature of the column is 32 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 lb) air conditioning OFF = 180.1 + 0.14 × 7 = 181.0Enter the 10 kt head wind column CONF 2, to read for 25 °CThe lowest temperature of the column is 35 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 lb) air conditioning OFF = 180.2 + 0.01 × 19 = 180.4Retain CONF 2 as takeoff configuration.Maximum TO weight (1 000 lb) air conditioning OFF................................................................180.4Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-4.9Maximum permissible TO weight (1 000 lb) air conditioning ON........................................... = 175.5Determine takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column (CONF 2) V1 =154 kt, VR = 155 kt, V2 = 160 kt





with the retained configuration and weight value.EXAMPLE A

DATA : OAT = 25 °CHead Wind = 10 ktAir conditioning ONQNH = 1 013 hPa

Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).Enter the 10 kt head wind column CONF 1 + F, to read for 25 °CThe lowest temperature of the column is 45 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2Enter the 10 kt head wind column CONF 2, to read for 25 °CThe lowest temperature of the column is 46 °C, use Grad 1/Grad 2 to extrapolate the maximumtakeoff weight.MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2

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CTV A320 FLEET PER-TOF-TOC-18-10 P 5/14FCOM ← D to F → 30 MAY 13

Retain CONF 1 + F as takeoff configuration.Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-1.8Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.4Determine takeoff speeds for 80.4 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =155 kt, VR = 156 kt, V2 = 158 ktV1 = 155 kt, VR = 156 kt, V2 = 158 kt

CORRECTIONS FOR WET OR CONTAMINATED RUNWAYSIdent.: PER-TOF-TOC-18-10-00004071.0001001 / 10 DEC 09Applicable to: ALL

(Refer to PER-TOF-CTA-10 GENERAL)

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-18-10-00006112.0017001 / 14 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is notexhaustive, however the most commonly used corrections are wet runway, QNH, air conditioningand/or anti ice. A maximum of three corrections can be produced on one chart.To apply the corrections, proceed as follows:1. Determine the maximum takeoff weight before correction for the given OAT and wind condition.2. Apply the first correction:


3. To combine a second (and third, as applicable) correction:If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2corrections from line 2.Check that the resulting speeds are higher than the minimum speeds displayed on the RTOWchart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUMV2 LIMITED BY VMU/VMCA (KT IAS)).If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correctionfrom line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

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‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer toPER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.


‐ No speed check is required for the first correction. However, if the first influencecorrection follows a conservative FCOM correction, a speed check is required.

EXAMPLE BDATA : OAT = 45 °C

Head wind = 10 ktQNH = 998 hPaWET runway

Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.• Enter the 10 kt head wind column CONF 1+F, to read for 45 °C

max TO weight (1 000 kg).......................................................................................................80.6• Enter the 10 kt head wind column CONF 2, to read for 45 °C

max TO weight (1 000 kg).......................................................................................................80.3• Retain CONF 1+F for takeoff• Read associated speeds as V1 = 155 kt, VR = 156 kt, V2 = 158 kt• Apply WET correction

For OAT < TVMC (69 °C), ΔW =........................................................................................... – 0.7Intermediate weight (1 000 kg).............................................................................................= 79.9Associated speeds,V1 = 155 kt – 8 = 147 ktVR = 156 kt – 2 = 154 ktV2 = 158 kt – 2 = 156 kt(No speed check required for first correction)

• Apply QNH correctionFor OAT < TVMC (61 °C), ΔW = – 0.7 × 15/10 =.....................................................................– 1Maximum permissible takeoff weight (1 000 kg).................................................................. = 78.9Associated speeds,V1 = 147 kt – 1 × 15/10 = 145 ktVR = 154 kt – 1 × 15/10 = 153 ktV2 = 156 kt – 1 × 15/10 = 155 kt

• Check that the speeds are higher than minimum speeds from the chart and from VMU table.

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Takeoff Configuration: 1 + FTOW V1 VR V2

TOW (RTOW) 80.6 155 156 158FCOM correction(s)Intermediate value 80.6 155 156 158WET Correction - 0.7 -8 -2 -2Intermediate value 79.9 147 154 156QNH Correction - 1 -2 -1 -1Final value 78.9 145 153 155

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-18-10-00006112.0018001 / 14 NOV 11Applicable to: PK-GLH, PK-GLI

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is notexhaustive, however the most commonly used corrections are wet runway, QNH, air conditioningand/or anti ice. A maximum of three corrections can be produced on one chart.To apply the corrections, proceed as follows:1. Determine the maximum takeoff weight before correction for the given OAT and wind condition.2. Apply the first correction:


3. To combine a second (and third, as applicable) correction:If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2corrections from line 2.Check that the resulting speeds are higher than the minimum speeds displayed on the RTOWchart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUMV2 LIMITED BY VMU/VMCA (KT IAS)).If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correctionfrom line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

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‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer toPER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.


‐ No speed check is required for the first correction. However, if the first influencecorrection follows a conservative FCOM correction, a speed check is required.

EXAMPLE BDATA : OAT = 40 °C

Head wind = 10 ktQNH = 998 hPaWET runway

Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.• Enter the 10 kt head wind column CONF 1+F, to read for 40 °C

max TO weight (1 000 lb)......................................................................................................175.9• Enter the 10 kt head wind column CONF 2, to read for 40 °C

max TO weight (1 000 lb)......................................................................................................177.1• Retain CONF 2 for takeoff• Read associated speeds as V1 = 154 kt, VR = 155 kt, V2 = 160 kt• Apply WET correction

For OAT < TVMC (69 °C), ΔW =........................................................................................... – 1.9Intermediate weight (1 000 lb)............................................................................................= 175.2Associated speeds,V1 = 154 kt – 9 = 145 ktVR = 155 kt – 2 = 153 ktV2 = 160 kt – 2 = 158 kt(No speed check required for first correction)

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CTV A320 FLEET PER-TOF-TOC-18-10 P 9/14FCOM ← F to G → 30 MAY 13

• Apply QNH correctionFor OAT < TVMC (61 °C), ΔW = – 1.7 × 15/10 =..................................................................– 2.6Maximum permissible takeoff weight (1 000 lb)................................................................. = 172.6Associated speeds,V1 = 145 kt – 1 × 15/10 = 143 ktVR = 153 kt – 1 × 15/10 = 152 ktV2 = 158 kt – 1 × 15/10 = 157 kt

• Check that the speeds are higher than minimum speeds from the chart and from VMU table.Takeoff Configuration: 1 + F

TOW V1 VR V2TOW (RTOW) 177.1 154 155 160FCOM correction(s)Intermediate value 177.1 154 155 160WET Correction - 1.9 -9 -2 -2Intermediate value 175.2 145 153 158QNH Correction - 2.6 -2 -1 -1Final value 172.6 143 152 157


Proceed as follows:1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and

wind.2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds

for intermediate weight in the same column (same wind and configuration).3. Apply corrections from RTOW chart as explained above.EXAMPLE C

DATA : OAT = 25 °CHead wind = 10 ktAir conditioning ONQNH = 998 hPaWET runway

1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.Enter the 10 kt head wind column CONF 1 + F, to read for 25 °CMAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2Enter the 10 kt head wind column CONF 2, to read for 25 °CMAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2

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CTV A320 FLEET PER-TOF-TOC-18-10 P 10/14FCOM ← G → 30 MAY 13

Retain CONF 1 + F for takeoff configuration.2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS.

Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.2Air conditioning correction........................................................................................................ -2.2Intermediate weight.............................................................................................................. = 80.0Interpolate takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column,V1 = 155 kt, VR = 156 kt, V2 = 158 kt

3. Apply WET correctionFor OAT < TVMC (69 °C), ΔW =............................................................................................. -0.7Intermediate weight.............................................................................................................. = 79.3Associated speeds,V1 = 155 kt - 8 = 147 ktVR = 156 kt - 2 = 154 ktV2 = 158 kt - 2 = 156 ktApply QNH correctionFor OAT < TVMC (61 °C), ΔW = -0.7 × 15/10 =........................................................................ -1Maximum permissible takeoff weight....................................................................................= 78.3Associated speed,V1 = 147 kt - 1 × 15/10 = 145 ktVR = 154 kt - 1 × 15/10 = 153 ktV2 = 156 kt - 1 × 15/10 = 155 kt

Check that the speeds are higher than minimum speeds from the chart and from VMU table. (Itis reminded that if the speed checks are not fulfilled, the corrections must be recalculated usingthose provided on lines 3 and 4).Since the speed check is fulfilled:

MAX permissible takeoff weight = 78.3 (1 000 kg)V1 = 145 kt, VR = 153 kt, V2 = 155 kt.


TOW (RTOW) 82.2FCOM correction(s) -2.2Intermediate value 80.0 155 156 158WET Correction -0.7 -8 -2 -2Intermediate value 79.3 147 154 156QNH Correction -1 -2 -1 -1Final value 78.3 145 153 155

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1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.Enter the 10 kt head wind column CONF 1 + F, to read for 25 °CMAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2Enter the 10 kt head wind column CONF 2, to read for 25 °CMAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2Retain CONF 1 + F for takeoff configuration.

2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS.Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.2Air conditioning correction........................................................................................................ -1.8Intermediate weight.............................................................................................................. = 80.4Interpolate takeoff speeds for 80.4 (1 000 kg) in the 10 kt head wind column,V1 = 155 kt, VR = 156 kt, V2 = 158 kt

3. Apply WET correctionFor OAT < TVMC (69 °C), ΔW =............................................................................................. -0.7Intermediate weight.............................................................................................................. = 79.7Associated speeds,V1 = 155 kt - 8 = 147 ktVR = 156 kt - 2 = 154 ktV2 = 158 kt - 2 = 156 ktApply QNH correctionFor OAT < TVMC (61 °C), ΔW = -0.7 × 15/10 =........................................................................ -1Maximum permissible takeoff weight....................................................................................= 78.7Associated speed,

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V1 = 147 kt - 1 × 15/10 = 145 ktVR = 154 kt - 1 × 15/10 = 153 ktV2 = 156 kt - 1 × 15/10 = 155 kt


MAX permissible takeoff weight = 78.7 (1 000 kg)V1 = 145 kt, VR = 153 kt, V2 = 155 kt.


TOW (RTOW) 82.2FCOM correction(s) -1.8Intermediate value 80.4 155 156 158WET Correction -0.7 -9 -2 -2Intermediate value 79.7 147 154 156QNH Correction -1 -2 -1 -1Final value 78.7 145 153 155






1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C

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MAX TO weight (1 000 lb) air conditioning OFF = 180.1 + 0.01 × 19 = 180.3Enter the 10 kt head wind column CONF 2, to read for 25 °CMAX TO weight (1 000 lb) air conditioning OFF = 180.2 + 0.01 × 19 = 180.4Retain CONF 2 for takeoff configuration.

2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS.Max TO weight (1 000 lb) air conditioning OFF.................................................................... 180.4Air conditioning correction........................................................................................................ -4.9Intermediate weight............................................................................................................ = 175.5Interpolate takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column,V1 = 154 kt, VR = 155 kt, V2 = 160 kt

3. Apply WET correctionFor OAT < TVMC (69 °C), ΔW =............................................................................................. -1.9Intermediate weight............................................................................................................ = 173.6Associated speeds,V1 = 154 kt - 9 = 145 ktVR = 155 kt - 2 = 153 ktV2 = 160 kt - 2 = 158 ktApply QNH correctionFor OAT < TVMC (61 °C), ΔW = -1.7 × 15/10 =......................................................................-2.6Maximum permissible takeoff weight..................................................................................= 171.0Associated speed,V1 = 145 kt - 1 × 15/10 = 143 ktVR = 153 kt - 1 × 15/10 = 152 ktV2 = 158 kt - 1 × 15/10 = 157 kt


MAX permissible takeoff weight = 171.0 (1 000 lb)V1 = 143 kt, VR = 152 kt, V2 = 157 kt.


TOW (RTOW) 180.4FCOM correction(s) -4.9Intermediate value 175.5 154 155 160WET Correction -1.9 -9 -2 -2Intermediate value 173.6 145 153 158


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CTV A320 FLEET PER-TOF-TOC-18-10 P 14/14FCOM ← G 30 MAY 13

Continued from the previous pageTakeoff Configuration: 1 + F

TOW V1 VR V2QNH Correction -2.6 -2 -1 -1Final value 171.0 143 152 157

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EXTRAPOLATION

EXTRAPOLATIONIdent.: PER-TOF-TOC-18-20-00001740.0002001 / 08 MAR 11Applicable to: ALL

For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a highermaximum permissible takeoff weight by using Grad 1/Grad 2 values. Refer to PER-TOF-TOC-18-10MTOW DETERMINATIONfor more details.

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MAXIMUM STRUCTURAL TAKEOFF WEIGHT

MAXIMUM STRUCTURAL TAKEOFF WEIGHTIdent.: PER-TOF-TOC-18-30-00001741.0001001 / 01 MAR 11Applicable to: ALL

The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitationis provided in the Flight Manual and in the limitation chapter (Refer to LIM-11 Weight Limitations).Compare the maximum structural takeoff weight to the maximum permissible takeoff weightcomputed for given conditions and retain the lower of the two values.

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SUMMARY


The following flow diagram gives the different steps to follow.

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TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)


DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERALIdent.: PER-TOF-TOC-20-10-00013509.0002001 / 23 FEB 11Applicable to: ALL

Before determining the flexible temperature, calculate the maximum permissible takeoff weight (seeprevious section) and ensure that the actual takeoff weight is lower than the determined maximumtakeoff weight.‐ For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight

to read the flexible temperature and associated speeds. It is reminded that the takeoff weight isthe sum of the weight entry and the delta weight displayed in each box. It is allowed to interpolatebetween two consecutive rows and/or columns for weight and for wind values not displayed on thechart.

‐ Repeat this process for the other configuration available. Select that configuration giving thehighest flexible temperature.

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONSIdent.: PER-TOF-TOC-20-10-00013506.0001001 / 23 FEB 11Applicable to: ALL

When the takeoff conditions are different from those provided on the chart, apply the associatedcorrections.Note: If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible

temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1, VRand V2 must be increased by 1 kt.


Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.1. For a given takeoff weight, wind condition and selected configuration, read the flexible

temperature. Retain the takeoff speeds associated with the actual weight.2. Apply the published temperature correction. To combine two or more corrections, add the different

corrections and apply to temperature value.(No speed corrections required).

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EXAMPLE DDATA : Actual takeoff weight = 68 000 kg


Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONSFOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoffis possible.Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1 + F,Flexible temperature.................................................................................................................. 67 °CEnter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,Flexible temperature.................................................................................................................. 66 °CRetain CONF 1 + F for takeoff configuration.Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 ktFlexible temperature with air conditioning OFF.........................................................................67 °CAir conditioning correction.......................................................................................................... -3 °C(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)Maximum flexible temperature............................................................................................... = 64 °C





EXAMPLE DDATA : Actual takeoff weight = 68 000 kg


Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONSFOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoffis possible.

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Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1 + F,Flexible temperature.................................................................................................................. 67 °CEnter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,Flexible temperature.................................................................................................................. 66 °CRetain CONF 1 + F for takeoff configuration.Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 ktFlexible temperature with air conditioning OFF.........................................................................67 °CAir conditioning correction.......................................................................................................... -7 °C(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)Maximum flexible temperature............................................................................................... = 60 °C





EXAMPLE DDATA : Actual takeoff weight = 150 000 lb


Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONSFOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoffis possible.Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1 + F,Flexible temperature.................................................................................................................. 67 °CEnter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2,Flexible temperature.................................................................................................................. 66 °CRetain CONF 1 + F for takeoff configuration.Takeoff speeds are V1 = 154 kt, VR = 154 kt, V2 = 155 ktFlexible temperature with air conditioning OFF.........................................................................67 °CAir conditioning correction.......................................................................................................... -7 °C(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)

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Maximum flexible temperature............................................................................................... = 60 °C

CORRECTIONS FOR WET RUNWAYIdent.: PER-TOF-TOC-20-10-00013280.0001001 / 18 FEB 11Applicable to: ALL

Refer to PER-TOF-CTA-10 GENERAL

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-20-10-00013507.0010001 / 06 APR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TODIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum ofthree corrections can be produced on one chart.To apply the correction, proceed as follows:1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible

temperature associated with this weight.2. Apply the first correction:

If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2corrections from line 4.Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. SetTOGA thrust and retain the speeds associated with maximum permissible takeoff weight or thespeeds read in the chart for the actual weight if they are all lower.No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoffweight determination).


‐ Higher than OAT and TREF‐ Limited toTMAXFLEX

If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDUIf the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexibletakeoff is possible.Use TOGA thrust and retain speeds that have been calculated for the maximum permissibletakeoff weight. (Refer to PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE)

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Note: ‐ QNH correction is given for ± 10 hPa . It is allowed to extrapolate linearly for greaterQNH deviation.

‐ Corrections from the chart must be applied from the top to bottom, i.e in the RTOW onRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first



EXAMPLE EDATA : Actual takeoff weight = 68 000 kg

Head wind = 10 ktQNH = 998 hPaWET runwayAir conditioning OFF

Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10CORRECTIONS PRODUCED ON THE RTOW CHART)The actual weight being lower than the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,Flexible temperature.................................................................................................................. 67 °CEnter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,Flexible temperature.................................................................................................................. 66 °CRetain CONF 1+F as the flexible temperature is higher.Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 ktApply WET correctionFor flexible temperature < TVMC (69 °C), ΔTflex =...................................................................-2 °CIntermediate flex temperature................................................................................................ = 65 °CAssociated speeds,

V1 = 153 kt – 8 = 145 ktVR = 153 kt –2 = 151 ktV2 = 154 kt – 2 = 152 kt

check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS) ).Apply QNH correctionFor flex temperature ≥ TVMC (61 °C), ΔTflex =....................................................................... –3 °CMaximum flexible temperature............................................................................................... = 62 °CCheck that OAT/TREF > flex temperature ≤ TMAXFLEX

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No speed correction.Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt


Chart temperature 67 153 153 154FCOM correction(s)Intermediate value 67 153 153 154WET Correction –2 –8 −2 −2Intermediate value 65 145 151 152QNH Correction –3 0 0 0Final value 62 145 151 152

CORRECTIONS PRODUCED ON THE RTOW CHARTIdent.: PER-TOF-TOC-20-10-00013507.0009001 / 06 APR 11Applicable to: PK-GLH, PK-GLI

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TODIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the mostcommonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum ofthree corrections can be produced on one chart.To apply the correction, proceed as follows:1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible

temperature associated with this weight.2. Apply the first correction:

If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2corrections from line 4.Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. SetTOGA thrust and retain the speeds associated with maximum permissible takeoff weight or thespeeds read in the chart for the actual weight if they are all lower.No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoffweight determination).

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‐ Higher than OAT and TREF‐ Limited toTMAXFLEX

If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDUIf the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexibletakeoff is possible.Use TOGA thrust and retain speeds that have been calculated for the maximum permissibletakeoff weight. (Refer to PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE)

Note: ‐ QNH correction is given for ± 10 hPa . It is allowed to extrapolate linearly for greaterQNH deviation.

‐ Corrections from the chart must be applied from the top to bottom, i.e in the RTOW onRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first



EXAMPLE EDATA : Actual takeoff weight = 150 000 lb

Head wind = 10 ktQNH = 998 hPaWET runwayAir conditioning OFF

Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10CORRECTIONS PRODUCED ON THE RTOW CHART)The actual weight being lower than the maximum one, flexible takeoff is possible.Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F,Flexible temperature.................................................................................................................. 67 °CEnter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2,Flexible temperature.................................................................................................................. 66 °CRetain CONF 1+F as the flexible temperature is higher.Takeoff speeds are V1 = 154 kt, VR = 154 kt, V2 = 155 ktApply WET correctionFor flexible temperature < TVMC (69 °C), ΔTflex =..................................................................−3 °CIntermediate flex temperature................................................................................................ = 64 °C

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Associated speeds,V1 = 154 kt – 13 = 141 ktVR = 154 kt – 3 = 151 ktV2 = 155 kt – 3 = 152 kt

check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BYVMU/VMCA (KT IAS)).Apply QNH correctionFor flex temperature ≥ TVMC (61 °C), ΔTflex =....................................................................... –3 °CMaximum flexible temperature............................................................................................... = 61 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 141 kt, VR = 151 kt, V2 = 152 kt


Chart temperature 67 154 154 155FCOM correction(s)Intermediate value 67 154 154 155WET Correction –3 –13 −3 −3Intermediate value 64 141 151 152QNH Correction –3 0 0 0Final value 61 141 151 152



Apply speed corrections except for QNH and bleed influences.EXAMPLE F

DATA : Actual takeoff weight = 68 000 kgHead wind = 10 ktAir conditioning ONQNH = 998 hPaWET runway

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Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (see example C). The actual weight being lower than the maximum one,flexible takeoff is possible.‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,

Flexible temperature.............................................................................................................. 67 °C‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,

Flexible temperature.............................................................................................................. 66 °C‐ Retain CONF 1+F for takeoff configuration.

Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt‐ First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND

BLEEDS).Flexible temperature with air conditioning OFF.....................................................................67 °CAir conditioning correction...................................................................................................... -7 °CIntermediate flexible temperature.......................................................................................= 60 °CNo speed correction.

‐ Apply WET correctionFor flexible temperature < TVMC (69 °C), ΔTflex =............................................................... -2 °CIntermediate flex temperature............................................................................................ = 58 °CAssociated speeds,V1 = 153 kt - 8 = 145 ktVR = 153 kt - 2 = 151 ktV2 = 154 kt - 2 = 152 ktCheck V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITEDBY VMC.

‐ Apply QNH correctionFor flexible temperature < TVMC (61 °C), ΔTflex =............................................................... -3 °CMaximum flexible temperature........................................................................................... = 55 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt


Chart temperature 67 153 153 154FCOM correction(s) -7 0 0 0Intermediate value 60 153 153 154

WET Correction -2 -8 -2 -2Intermediate value 58 145 151 152


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Continued from the previous pageTakeoff Configuration : 1 + F

Tflex V1 VR V2QNH Correction -3 0 0 0

Final value 55 145 151 152




DATA : Actual takeoff weight = 68 000 kgHead wind = 10 ktAir conditioning ONQNH = 998 hPaWET runway

Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (see example C). The actual weight being lower than the maximum one,flexible takeoff is possible.‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,

Flexible temperature.............................................................................................................. 67 °C‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,




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‐ Apply QNH correctionFor flexible temperature ≥ TVMC (61 °C), ΔTflex =............................................................... -3 °CMaximum flexible temperature........................................................................................... = 59 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt




QNH Correction -3 0 0 0Final value 59 145 151 152




DATA : Actual takeoff weight = 150 000 lbHead wind = 10 ktAir conditioning ONQNH = 998 hPaWET runway

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Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximumpermissible takeoff weight (see example C). The actual weight being lower than the maximum one,flexible takeoff is possible.‐ Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F,

Flexible temperature.............................................................................................................. 67 °C‐ Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2,





‐ Apply QNH correctionFor flexible temperature < TVMC (61 °C), ΔTflex =............................................................... -3 °CMaximum flexible temperature........................................................................................... = 54 °CCheck that OAT/TREF < flex temperature ≤ TMAXFLEXNo speed correction.Takeoff speeds are V1 = 141 kt, VR = 151 kt, V2 = 152 kt





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Continued from the previous pageTakeoff Configuration : 1 + F

Tflex V1 VR V2QNH Correction -3 0 0 0

Final value 54 141 151 152

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CTV A320 FLEET PER-TOF-TOC-20-10 P 14/14FCOM 30 MAY 13

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FLEXIBLE TAKEOFF NOT POSSIBLE

FLEXIBLE TAKEOFF NOT POSSIBLEIdent.: PER-TOF-TOC-20-20-00013281.0001001 / 18 FEB 11Applicable to: ALL

In some cases when the actual takeoff weight is lower than the maximum permissible one but noflexible takeoff possible (that is flexible temperature lower than TREF or OAT):‐ It is mandatory to use TOGA thrust‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight;

OR‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower

than the speeds calculated for the maximum permissible takeoff weight.

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SUMMARY


The flow diagram gives the different steps to follow

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TAKEOFF DATA - QNH/BLEEDS CORRECTION

CTV A320 FLEET PER-TOF-TOD-24 P 1/10FCOM A → 30 MAY 13

EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)Ident.: PER-TOF-TOD-24-00012927.0417001 / 08 FEB 13Applicable to: PK-GLX, PK-GLY

To take into account QNH deviation and/or bleeds ON apply

CORRECTIONS ON TEMPERATUREIF FLEX TAKEOFF IS PERFORMED

CORRECTIONS ON WEIGHT IF TAKEOFFWITH FULL THRUST IS PERFORMED

No correction except if actual pressurealtitude is between 3 000 ft and 4 000 ft

Substract 1 °C/10 hPaQNH above 1 013 hPa

No correction except if actual pressurealtitude is between 3 000 ft and 4 000 ft

Substract 20kg/hPaSubstract 1 °C/7 hPa QNH below 1 013 hPa Substract 100 kg/hPa

Substract 5 °C Engine A/ICE ON(1) Substract 300 kg

Substract 11 °C Total A/ICE ON(1)

OAT ≤ ISA + 8Substract 1 000 kg

OAT > ISA + 8Substract 1 650 kg

Substract 4 °C Air Conditioning ON Substract 2 300 kg(1) Corrections valid only for OAT < 10 °C

Compare corrected temp (CT), flat rating temp (TREF) and OATCT higher than OAT and CT higher than TREF -> Take CT as flex temp limited to ISA+53Either condition above not fulfilled -> No flexible takeoff possible. Determine MAX TOW

Note: For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGHALTITUDE OPERATIONS (if applicable).

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CTV A320 FLEET PER-TOF-TOD-24 P 2/10FCOM ← A → 30 MAY 13

EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)Ident.: PER-TOF-TOD-24-00012927.0085001 / 31 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note: ‐ * Corrections valid only for OAT < 10 °C‐ For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH

ALTITUDE OPERATIONS (if applicable).

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CTV A320 FLEET PER-TOF-TOD-24 P 3/10FCOM ← A → 30 MAY 13

EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)Ident.: PER-TOF-TOD-24-00012927.0081001 / 31 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU



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CTV A320 FLEET PER-TOF-TOD-24 P 4/10FCOM ← A to B → 30 MAY 13

EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)Ident.: PER-TOF-TOD-24-00012927.0082001 / 31 MAR 11Applicable to: PK-GLH, PK-GLI



EXAMPLESIdent.: PER-TOF-TOD-24-00012924.0053001 / 15 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

TAKEOFF CHART DATAAirport geometric elevation = 450 ftQNH = 1 013 hPaAnti ice OFFAir conditioning OFF

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CTV A320 FLEET PER-TOF-TOD-24 P 5/10FCOM ← B → 30 MAY 13

EXAMPLE 1 - FULL THRUST TAKEOFFActual data : OAT = 5 °C

QNH = 1 040 hPaEngine anti ice ONAir conditioning OFF

Weight read in the takeoff chart: 73 000 kgRead in the above table the corrections for high QNH and engine anti ice ON.QNH correction: noneEngine anti ice correction: noneThe maximum permissible takeoff weight is 73 000 + 0 - 0 = 73 000 kg

EXAMPLE 2 - FLEXIBLE THRUST TAKEOFFActual data : OAT = 5 °C

QNH = 1 040 hPaAnti ice OFFAir conditioning ONTOW = 65 000 kg

Flexible temperature read on the takeoff chart: TFLEX = 55 °C.Read TREF on the takeoff chart or on the quick reference table.Read in the above table the correction for QNH and air conditioning ON:QNH correction = noneAir conditioning ON correction: -3 °CNew flexible temperature = 55 - 3 = 52 °CCheck that the flexible temperature is above TREF and actual OAT.Check that the flexible temperature is less than the maximum flexible temperature and retain thelower of the two.

EXAMPLESIdent.: PER-TOF-TOD-24-00012924.0055001 / 28 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


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CTV A320 FLEET PER-TOF-TOD-24 P 6/10FCOM ← B → 30 MAY 13



Weight read in the takeoff chart: 73 000 kgRead in the above table the corrections for high QNH and engine anti ice ON.QNH correction: noneEngine anti ice correction: - 300 kgThe maximum permissible takeoff weight is 73 000 + 0 - 300 = 72 700 kg


QNH = 1 040 hPaAnti ice OFFAir conditioning ONTOW = 65 000 kg


EXAMPLESIdent.: PER-TOF-TOD-24-00012924.0056001 / 28 FEB 11Applicable to: PK-GLH, PK-GLI


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CTV A320 FLEET PER-TOF-TOD-24 P 7/10FCOM ← B 30 MAY 13



Weight read in the takeoff chart: 165 000 lbRead in the above table the corrections for high QNH and engine anti ice ON.QNH correction: noneEngine anti ice correction: - 670 lbThe maximum permissible takeoff weight is 165 000 + 0 - 670 = 164 330 lb


QNH = 1 040 hPaAnti ice OFFAir conditioning ONTOW = 140 000 lb


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CTV A320 FLEET PER-TOF-TOD-24 P 8/10FCOM C to D → 30 MAY 13

EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (ABOVE 9200 FT)Ident.: PER-TOF-TOD-24-00012926.0205001 / 24 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD

Note: * Corrections valid only for OAT < 10 °C

EXAMPLES FOR HIGH ALTITUDE OPERATIONSIdent.: PER-TOF-TOD-24-00012925.0064001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD

TAKEOFF CHART DATAAirport geometric elevation = 11 500 ftQNH = 1 013 hPaAnti ice OFFAir conditioning OFFOAT = 0 °CMTOW = 73 000 kg

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CTV A320 FLEET PER-TOF-TOD-24 P 9/10FCOM ← D 30 MAY 13

EXAMPLE 1 - FULL THRUST TAKEOFFActual data : QNH = 1 040 hPa

Engine anti ice ONAir conditioning OFF

Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISAmodel).Pressure altitude = 11 500 - (1 040 - 1 013) × 28 = 10 744 ftRead in the above table the corrections for high QNH and engine anti ice ON.QNH correction = 50 kg × (11 500 - 10 744)/28 hPa = +1 350 kgEngine anti ice correction: 0 kgThe maximum permissible takeoff weight is 73 000 + 1 350 - 0 = 74 350 kg

EXAMPLE 2 - FLEXIBLE THRUST TAKEOFFActual data : QNH = 1 040 hPa

Anti ice OFFAir conditioning ONTOW = 65 000 kgTFLEX = 55 °C

Read TREF on the takeoff chart or on the quick reference table.Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISAmodel).Pressure altitude = 11 500 - (1 040 - 1 013) × 28 = 10 744 ftRead in the above table the correction for QNH and air conditioning ON:QNH correction = 1 °C/10 hPa × (11 500 - 10 744)/28 hPa = +3 °CAir conditioning ON correction = -3 °CNew flexible temperature = 55 + 3 - 3 = 55 °CCheck that the flexible temperature is above TREF and actual OAT.Check that the flexible temperature is less than the maximum flexible temperature and retain thelower of the two.

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CTV A320 FLEET PER-TOF-TOD-24 P 10/10FCOM 30 MAY 13

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TAKEOFF DATA - MINIMUM SPEEDS

CTV A320 FLEET PER-TOF-TOD-25-10 P 1/4FCOM A → 30 MAY 13

SPEEDS LIMITED BY VMC

SPEEDS LIMITED BY VMCIdent.: PER-TOF-TOD-25-10-00001754.0350001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

All takeoff speeds have a minimum value limited by control. These minimum speeds are usuallyprovided on each RTOW chart. If these speeds are not available, use the following conservativevalues. These speeds may be slightly higher than the minimum control speeds displayed on theRTOW chart.

MINIMUM V1 (KT IAS)PRESSURE ALTITUDE (FT)CONF -2000 0 1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100

1+F 116 116 115 114 114 114 114 113 112 110 108 106 1002 114 114 113 112 112 112 112 111 110 108 106 104 983 114 113 113 111 111 111 111 110 109 108 106 104 98

MINIMUM VR (KT IAS)PRESSURE ALTITUDE (FT)CONF -2000 0 1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100

1+F 119 118 117 116 116 116 116 115 114 112 110 108 1012 117 117 115 114 114 114 114 113 112 110 108 106 993 117 116 115 114 114 114 113 113 111 110 107 106 99

MINIMUM V2 (KT IAS)PRESSURE ALTITUDE (FT)CONF -2000 0 1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100

1+F 122 121 120 119 119 119 119 118 116 115 112 110 1042 122 121 120 119 119 119 118 117 116 115 112 110 1033 122 121 120 119 119 119 118 117 116 114 112 110 103

SPEEDS LIMITED BY VMCIdent.: PER-TOF-TOD-25-10-00001754.0268001 / 16 MAY 12Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


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CTV A320 FLEET PER-TOF-TOD-25-10 P 2/4FCOM ← A → 30 MAY 13

MINIMUM V1 (KT IAS)PRESSURE ALTITUDE (FT)CONF -2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 14 100

1 + F 117 115 114 113 112 112 111 110 109 108 106 1002 115 113 112 111 111 110 109 108 107 106 104 1003 114 112 111 110 110 110 109 108 107 105 104 100

MINIMUM VR (KT IAS)PRESSURE ALTITUDE (FT)CONF -2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 10 200

1 + F 121 119 118 116 116 116 115 114 113 111 110 1022 119 117 116 115 114 114 113 112 111 109 108 1003 118 116 115 114 114 114 113 112 110 109 107 100

MINIMUM V2 (KT IAS)PRESSURE ALTITUDE (FT)CONF -2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 10 200

1 + F 124 121 120 119 119 119 118 117 115 114 112 1042 123 121 120 119 119 119 117 116 115 114 112 1033 123 121 120 119 119 118 117 116 115 114 112 103

SPEEDS LIMITED BY VMCIdent.: PER-TOF-TOD-25-10-00001754.0270001 / 16 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


MINIMUM V1 (KT IAS)PRESSURE ALTITUDE (FT)CONF -1 000 0 1 000 2 000 3 000 4 000 6 000 8 000 9 200 14 100

1 + F 116 116 115 115 113 112 109 107 105 992 114 114 113 113 111 110 107 105 103 973 114 113 113 112 111 110 107 104 103 97

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CTV A320 FLEET PER-TOF-TOD-25-10 P 3/4FCOM ← A 30 MAY 13

MINIMUM VR (KT IAS)PRESSURE ALTITUDE (FT)CONF -1 000 0 1 000 2 000 3 000 4 000 6 000 8 000 9 200 14 100

1 + F 121 120 120 119 118 116 113 111 109 1012 119 118 118 117 116 115 111 109 107 993 119 118 117 117 115 114 111 108 107 99

MINIMUM V2 (KT IAS)PRESSURE ALTITUDE (FT)CONF -1 000 0 1 000 2 000 3 000 4 000 6 000 8 000 9 200 14 100

1 + F 124 123 122 122 120 119 116 113 111 1032 124 123 122 122 121 119 116 113 111 1033 124 123 122 122 121 119 116 113 111 103

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CTV A320 FLEET PER-TOF-TOD-25-10 P 4/4FCOM 30 MAY 13

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V2 LIMITED BY VMU/VMCA

MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)Ident.: PER-TOF-TOD-25-20-00001756.0027001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following tables, one per configuration, provide the V2 limited by minimum unstick speed andminimum control speed in the air.

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MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)Ident.: PER-TOF-TOD-25-20-00001756.0095001 / 25 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


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MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)Ident.: PER-TOF-TOD-25-20-00001756.0455001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI


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TAKEOFF DATA - QUICK REFERENCE TABLES

CTV A320 FLEET PER-TOF-TOD-40-10 P 1/2FCOM A 19 JUL 11

INTRODUCTION

INTRODUCTIONIdent.: PER-TOF-TOD-40-10-00001758.0001001 / 14 DEC 09Applicable to: ALL

These tables enable the crew to quickly determine the takeoff performance at an airport for which notakeoff chart has been established. They are conservative.

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CTV A320 FLEET PER-TOF-TOD-40-10 P 2/2FCOM 19 JUL 11

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CTV A320 FLEET PER-TOF-TOD-40-20 P 1/2FCOM A 20 OCT 11

USE OF TABLES

USE OF TABLESIdent.: PER-TOF-TOD-40-20-00001759.0002001 / 25 MAR 11Applicable to: ALL

A first table gives the corrections to be applied to the runway length for wind and runway slope.Nine other tables give, for three different pressure altitudes (0, 1 000 and 2 000 ft) and threeconfigurations, the maximum takeoff weight, limitation codes and associated speeds as a function oftemperature and corrected runway length. TREF and TMAX are given on the top of each table. Forpressure altitudes above 2 000 ft, use a specific RTOW chart.Note: 1. Quick reference tables are established for the forward CG envelope (less than 25 %) at

V1 min with air conditioning OFF and anti ice OFF2. Do not use quick reference tables in case of tailwind.

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CTV A320 FLEET PER-TOF-TOD-40-20 P 2/2FCOM 20 OCT 11

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CTV A320 FLEET PER-TOF-TOD-40-30 P 1/6FCOM A to B → 30 MAY 13

HOW TO PROCEED

GENERALIdent.: PER-TOF-TOD-40-30-00001760.0001001 / 28 JAN 11Applicable to: ALL

HOW TO PROCEED1. Enter the first table with runway length, slope and wind data. Determine the corrected runway

length by applying the corrections due to slope and wind.2. Select the configuration as a function of this corrected runway length.3. Enter the table(s) corresponding to the configuration and airport pressure altitude.

As far as airport pressure altitude is concerned, two methods may be applied :‐ interpolate the takeoff performance by using the two tables enclosing the airport pressure

altitude,‐ for a more conservative figure, use the table corresponding to the pressure altitude

immediately above the airport pressure altitude.4. Enter the appropriate column of the table(s) with the corrected runway length.

Once again, two methods may be applied :‐ interpolate the takeoff performance between the two columns enclosing the corrected runway

length,‐ for a more conservative figure, use the column corresponding to the shorter corrected runway

length.5. Determination of maximum takeoff weight.

Enter the table(s) and column(s) as explained above with the actual OAT and read maximumtakeoff weight, limitation codes, V1, VR and V2. If necessary interpolate weight and speeds.

6. Determination of flexible temperature.The determination of flexible temperature is possible only when there is no obstacle on the flightpath. Enter the table(s) and column(s) with the actual takeoff weight and read the correspondingtemperature as flexible temperature.

7. In case of obstacles, use the graphs (Refer to PER-TOF-TOD-50 INTRODUCTION ) todetermine the corresponding weight penalty.

LIMITATION CODESIdent.: PER-TOF-TOD-40-30-00001761.0002001 / 25 FEB 11Applicable to: ALL

‐ 1 : first segment‐ 2 : second segment

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CTV A320 FLEET PER-TOF-TOD-40-30 P 2/6FCOM ← B to C → 30 MAY 13

‐ 3 : runway‐ 5 : tire speed‐ 6 : brake energy‐ 7 : maximum computation weight‐ 8 : final takeoff‐ 9 : VMUNote: 1. Limitation code 4 (obstacles) does not appear in quick reference tables.

2. VMC limitation appears with an asterisk (*) in the chart.

CORRECTIONS FOR WIND AND RUNWAY SLOPEIdent.: PER-TOF-TOD-40-30-00001762.0013001 / 04 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU

Runway length (m) 1 500 1 750 2 000 2 250 2 500 2 750 3 000 3 250 3 500Effect

of windper knot of head

wind add (meters) 6.5 7 8 8.5 9.5 10 11 11.5 12.5

per percentuphill slope

subtract (meters)160 215 270 325 380 435 490 545 600Effect of

runwayslope per percent

downhill slopeadd (meters)

17 23 29 36 42 48 55 61 67

CORRECTIONS FOR WIND AND RUNWAY SLOPEIdent.: PER-TOF-TOD-40-30-00001762.0168001 / 11 DEC 09Applicable to: PK-GLH, PK-GLI

Runway length (ft) 5 000 6 000 7 000 8 000 9 000 10 000 11 000 12 000Effect

of windper knot of headwind add (feet) 23 24 27 31 33 37 40 43

per percentuphill slope

subtract (feet)540 760 985 1 205 1 425 1 645 1 865 2 085

Effect ofrunway slope per percent

downhill slopeadd (feet)

60 82 108 133 157 185 209 233

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CTV A320 FLEET PER-TOF-TOD-40-30 P 3/6FCOM ← C to D → 30 MAY 13

CORRECTIONS FOR WIND AND RUNWAY SLOPEIdent.: PER-TOF-TOD-40-30-00001762.0491001 / 17 DEC 12Applicable to: PK-GLX, PK-GLY

Runway length (m) 1 500 1 750 2 000 2 250 2 500 2 750 3 000 3 250 3 500Effect

of windPer knot of head

wind add (meters) 6 7 7.5 8.5 9 9 9 9.5 9.5

Effect ofrunwayslope

Per percentuphill slope

subtract (meters)210 275 335 400 465 530 590 655 715

EXAMPLEIdent.: PER-TOF-TOD-40-30-00001763.0339001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Pressure altitude : 1 400 ftTemperature : 30 °CRunway length : 2 750 mWind : 10 kt headSlope : 1 % upTakeoff configuration: 1 + FDETERMINATION OF CORRECTED RUNWAY LENGTH

(Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE )runway length .......................................................................................................................2 750 mcorrection for wind................................................................................................10 × 10 = + 100 mcorrection for slope................................................................................................................ - 435 mcorrected runway length.....................................................................................................= 2 415 m

DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT:(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft.‐ Enter the column corresponding to 2 250 m‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C :

71 300 kgV1 = 140 kt, VR = 146 kt, V2 = 148 kt

DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFFWEIGHT OF 64 000 KG:

(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-30 P 4/6FCOM ← D → 30 MAY 13

(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)‐ Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at

1 000 ft and 2 000 ft pressure altitude.Results :1 000 ft : 66 °C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt2 000 ft : 61 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt

‐ Interpolate between these two values to get the flexible temperature1 400 ft : 64 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt

EXAMPLEIdent.: PER-TOF-TOD-40-30-00001763.0324001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI

Pressure altitude : 1 400 ftTemperature : 30 °CRunway length : 10 000 ftWind : 10 kt headSlope : 1 % upTakeoff configuration: 1 + FDETERMINATION OF CORRECTED RUNWAY LENGTH

(Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE )runway length .....................................................................................................................10 000 mcorrection for wind................................................................................................10 × 36 = + 360 mcorrection for slope.............................................................................................................. -1 640 mcorrected runway length.....................................................................................................= 8 720 m

DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT :(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft.‐ Enter the column corresponding to 8 000 ft‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C :

163 300 lbV1 = 142 kt, VR = 148 kt, V2 = 150 kt

DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFFWEIGHT OF 145 000 LB :

(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT)(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)

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PERFORMANCETAKEOFF



‐ Interpolate the temperature corresponding to 145 000 lb for the runway length of 8 720 m at1 000 ft and 2 000 ft pressure altitude.Results :1 000 ft : 61 °C, V1 = 143 kt, VR = 144 kt, V2 = 145 kt2 000 ft : 57 °C, V1 = 142 kt, VR = 143 kt, V2 = 144 kt


EXAMPLEIdent.: PER-TOF-TOD-40-30-00001763.0323001 / 25 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Pressure altitude : 1 400 ftTemperature : 30 °CRunway length : 2 750 mWind : 10 kt headSlope : 1 % upTakeoff configuration: 1 + FDETERMINATION OF CORRECTED RUNWAY LENGTH

(Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE )runway length .......................................................................................................................2 750 mcorrection for wind................................................................................................10 × 10 = + 100 mcorrection for slope................................................................................................................ - 435 mcorrected runway length.....................................................................................................= 2 415 m

DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT :(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft.‐ Enter the column corresponding to 2 250 m‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C :

71 300 kgV1 = 139 kt, VR = 146 kt, V2 = 148 kt

DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFFWEIGHT OF 64000 KG :

(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT)(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)

A320FLIGHT CREW

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PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-30 P 6/6FCOM ← D 30 MAY 13

‐ Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at1 000 ft and 2 000 ft pressure altitude.Results :1 000 ft : 61 °C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt2 000 ft : 57 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt


A320FLIGHT CREW

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PERFORMANCETAKEOFF



QUICK REFERENCE TABLES

CONFIGURATION 1+F / 0 FTIdent.: PER-TOF-TOD-40-40-00001764.0327001 / 02 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 1+F / 0 FTIdent.: PER-TOF-TOD-40-40-00001764.0957001 / 02 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 1+F / 0 FTIdent.: PER-TOF-TOD-40-40-00001764.0328001 / 14 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 1+F / 0 FTIdent.: PER-TOF-TOD-40-40-00001764.1541001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

QUICK REFERENCE TABLE - CONF 1+F - PRESSURE ALTITUDE = 0 FT - FWD CGTREF=44°C DRY RUNWAY MAX TO WEIGHT (1000KG) CODESTMAX=55°C SLOPE=0% IAS(KT) : V1/VR/V2

OAT CORRECTED RUNWAY LENGTH (M)(°C) 2250 2500 2750 3000 3250

80.4 3/9 83.1 3/6 84.0 3/9 84.8 3/6 85.5 3/6-20 150/53/55 155/56/58 154/57/59 153/59/61 153/61/6379.4 3/9 82.2 3/6 83.3 3/6 84.1 3/6 84.9 3/6-10 148/52/54 153/55/57 152/56/58 151/57/59 150/58/6078.3 3/9 81.3 3/6 82.4 3/6 83.4 3/6 84.2 3/60 146/51/53 151/54/56 150/55/57 149/56/58 148/57/5977.2 3/9 80.3 3/6 81.5 3/6 82.6 3/6 83.5 3/610 145/50/52 149/53/55 148/54/56 147/55/57 146/56/5876.0 3/9 79.2 3/6 80.5 3/6 81.6 3/6 82.6 3/620 144/49/51 147/52/54 146/53/55 145/54/56 144/55/5774.7 3/9 78.1 3/6 79.4 3/6 80.6 3/6 81.7 3/630 142/48/50 145/51/53 144/52/54 143/53/55 142/55/5673.6 3/9 76.9 3/6 78.4 3/6 79.7 3/6 80.8 3/640 141/47/49 144/50/52 142/51/53 141/52/54 140/54/5573.1 3/9 76.5 3/6 78.0 3/6 79.3 3/6 80.5 3/644 140/47/49 143/50/51 142/51/53 140/52/54 139/53/5572.1 3/9 75.6 3/6 77.1 3/6 78.3 3/6 79.4 3/946 140/46/48 144/49/51 142/50/52 141/51/53 140/52/5471.1 3/9 74.6 3/9 76.1 6/9 77.3 3/6 78.3 3/648 140/45/47 144/48/50 143/50/51 142/50/52 141/51/5370.2 3/9 73.4 3/9 75.2 6/9 76.2 3/6 77.1 3/650 139/44/46 144/48/49 144/49/50 143/50/51 142/50/5269.2 3/9 72.3 3/9 74.2 6/9 75.2 3/6 76.0 3/652 139/43/45 143/47/48 145/48/50 144/49/50 143/50/5168.3 3/9 71.2 3/9 73.2 3/9 74.1 3/6 74.7 3/654 139/42/44 143/46/47 146/48/49 145/48/50 144/49/5067.3 3/9 70.1 3/9 72.1 3/6 72.9 3/6 73.4 6/956 138/41/43 143/45/46 147/47/48 146/48/49 145/48/4966.3 3/9 68.9 3/9 70.7 3/3 71.6 3/6 72.1 3/658 138/40/42 142/43/45 147/47/48 147/47/48 147/50/51


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Continued from the previous pageQUICK REFERENCE TABLE - CONF 1+F - PRESSURE ALTITUDE = 0 FT - FWD CG

TREF=44°C DRY RUNWAY MAX TO WEIGHT (1000KG) CODESTMAX=55°C SLOPE=0% IAS(KT) : V1/VR/V2


65.3 3/9 67.7 3/9 69.3 3/3 70.4 3/6 70.9 3/660 138/39/41 142/42/43 147/47/48 148/49/49 148/50/5164.3 3/9 66.4 3/9 67.9 3/3 69.1 3/6 69.7 3/662 137/38/40 141/41/42 147/47/48 150/50/51 148/49/5063.4 3/9 65.2 3/3 66.6 3/3 67.7 3/6 68.4 3/664 137/37/38 142/42/43 147/47/47 150/50/51 150/50/5162.2 3/9 63.9 3/3 65.2 3/3 66.2 3/3 66.9 3/666 136/36/37 142/42/42 147/47/47 149/49/49 152/52/5361.0 3/9 62.6 3/3 63.8 3/3 64.7 3/3 65.4 3/368 135/35/36 142/42/42 146/46/46 148/48/48 151/51/52

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 6/46FCOM B → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 7/46FCOM ← B → 30 MAY 13


A320FLIGHT CREW

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PERFORMANCETAKEOFF






78.8 3/9 81.7 3/3 82.7 3/6 83.5 3/6 84.3 3/6-20 148/51/54 153/54/57 153/56/58 152/56/58 151/58/6077.8 3/9 80.8 3/6 81.9 3/6 82.8 3/6 83.6 3/6-10 147/50/53 151/54/56 150/55/57 149/56/58 149/57/5876.6 3/9 79.8 3/6 81.0 3/6 82.0 3/6 82.9 3/60 145/50/52 149/53/55 148/54/56 147/55/57 146/56/5875.5 3/9 78.8 3/6 80.1 3/6 81.2 3/6 82.2 3/610 144/49/51 148/52/54 146/53/55 145/54/56 144/55/5774.2 3/9 77.6 3/9 79.0 3/6 80.2 3/6 81.3 3/620 142/48/50 145/51/52 145/52/54 143/53/55 143/54/5673.0 3/9 76.5 3/6 78.0 3/6 79.2 3/6 80.3 3/630 141/47/49 144/50/52 143/51/53 142/52/54 141/53/5571.9 3/9 75.4 3/6 76.9 3/6 78.3 3/6 79.5 3/640 139/46/48 143/49/51 141/50/52 140/51/53 139/53/5471.7 3/9 75.1 3/6 76.6 6/9 78.1 3/6 79.3 3/642 139/46/48 142/49/51 141/50/52 140/51/53 139/52/5470.7 3/9 74.2 3/9 75.7 3/6 77.0 3/9 78.2 3/644 139/45/47 143/48/50 142/49/51 140/50/52 139/51/5369.8 3/9 73.1 3/9 74.8 6/9 76.0 3/6 77.1 3/646 138/44/46 143/47/49 142/49/50 141/50/51 140/51/5268.9 3/9 72.0 3/9 73.9 3/6 75.0 3/6 76.0 3/648 138/43/45 142/47/48 143/48/50 142/49/50 141/50/5167.9 3/9 71.0 3/9 73.0 3/6 74.0 3/6 74.8 3/650 138/42/44 142/46/47 144/48/49 143/48/50 142/49/5067.0 3/9 69.9 3/9 72.0 6/9 72.9 3/6 73.7 3/652 137/41/43 142/45/46 145/47/48 144/48/49 143/48/4966.1 3/9 68.9 3/9 71.0 3/6 71.8 3/6 72.5 3/654 137/40/42 141/44/45 146/46/47 145/47/48 144/48/4865.1 3/9 67.7 3/9 69.7 3/3 70.7 3/6 71.2 6/956 137/39/41 141/42/44 145/46/47 146/46/47 145/46/47


A320FLIGHT CREW

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64.1 3/9 66.6 3/9 68.2 3/3 69.4 3/6 69.9 3/658 136/38/39 141/41/42 145/45/46 147/47/48 146/48/4863.1 3/9 65.4 3/9 66.9 3/3 68.0 3/6 68.7 3/660 136/37/38 140/40/41 145/45/46 149/49/50 148/48/4962.2 3/9 64.0 3/9 65.5 3/3 66.5 3/3 67.4 3/662 136/36/37 138/38/39 145/45/46 149/49/50 149/49/5061.2 3/9 62.9 3/3 64.2 3/3 65.2 3/3 65.9 3/664 135/35/36 140/40/41 145/45/46 148/48/48 151/51/5160.0 3/9 61.6 3/3 62.8 3/3 63.8 3/3 64.4 3/366 134/34/35 140/40/40 143/43/44 147/47/47 150/50/51

A320FLIGHT CREW

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PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 10/46FCOM ← B 30 MAY 13

CONFIGURATION 1+F / 1000 FTIdent.: PER-TOF-TOD-40-40-00001765.0349001 / 02 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 11/46FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 12/46FCOM ← C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 1+F / 2000 FTIdent.: PER-TOF-TOD-40-40-00001766.0325001 / 14 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






77.2 3/9 80.2 3/9 81.3 3/6 82.2 3/6 82.9 3/6-20 147/50/52 152/53/55 151/54/56 150/55/57 149/56/5876.0 3/9 79.3 3/9 80.5 3/6 81.5 3/6 82.3 3/6-10 145/49/52 150/52/54 149/54/55 148/55/56 147/55/5774.8 3/9 78.3 3/9 79.6 3/6 80.6 3/6 81.6 3/60 144/49/51 148/51/53 147/53/55 146/54/56 145/55/5773.6 3/9 77.3 3/9 78.6 3/6 79.7 3/6 80.8 3/610 142/48/50 146/51/52 145/52/54 144/53/55 143/54/5672.4 3/9 76.1 3/6 77.5 3/6 78.7 3/6 79.8 3/620 141/47/49 145/50/52 143/51/53 142/52/54 141/53/5571.3 3/9 74.8 6/9 76.4 3/6 77.7 3/6 78.9 3/630 139/46/48 143/49/51 142/50/52 141/51/53 139/52/5470.3 3/9 73.7 3/6 75.2 6/9 76.7 3/6 78.0 3/640 138/45/47 142/48/50 140/49/51 139/50/52 138/51/5369.4 3/9 72.7 3/9 74.3 6/9 75.7 3/6 76.9 3/642 138/44/46 142/47/49 141/49/50 140/50/51 139/51/5268.4 3/9 71.6 3/9 73.4 3/6 74.7 3/6 75.8 3/644 137/43/45 141/46/48 142/48/50 141/49/50 139/50/5167.5 3/9 70.6 3/9 72.6 3/6 73.7 3/6 74.7 3/646 137/42/44 141/45/47 142/47/49 141/48/50 140/49/5066.6 3/9 69.6 3/9 71.7 6/9 72.7 3/6 73.6 3/648 136/41/43 141/44/46 143/47/48 142/48/49 141/49/5065.7 3/9 68.6 3/9 70.9 3/9 71.8 3/6 72.5 3/650 136/40/42 140/43/45 144/46/47 143/47/48 142/48/4964.8 3/9 67.6 3/9 69.8 3/9 70.7 3/6 71.3 3/652 136/39/41 140/42/44 144/45/46 144/46/47 143/47/4863.9 3/9 66.5 3/9 68.6 3/3 69.6 3/6 70.1 3/654 135/38/39 140/41/42 144/44/45 145/45/46 144/45/4662.9 3/9 65.4 3/9 67.1 3/3 68.3 3/6 68.8 3/356 135/37/38 139/40/41 144/44/45 146/46/47 145/47/47


A320FLIGHT CREW

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PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 15/46FCOM ← C 30 MAY 13




62.0 3/9 64.3 3/9 65.7 3/3 66.9 3/6 67.6 3/658 135/36/37 139/39/40 144/44/45 148/48/48 147/47/4860.9 3/9 63.0 3/3 64.4 3/3 65.4 3/3 66.2 3/660 134/35/36 139/39/40 144/44/44 148/48/48 148/48/4960.0 3/9 61.8 3/3 63.1 3/3 64.1 3/3 64.8 3/362 134/34/35 139/39/40 143/43/44 147/47/47 149/49/4958.9 3/9 60.5 3/3 61.7 3/3 62.7 3/3 63.4 3/364 133/33/34 138/38/39 142/42/42 145/45/45 148/48/49

A320FLIGHT CREW

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PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 16/46FCOM D → 30 MAY 13

CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001767.0323001 / 18 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001767.0339001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001767.0324001 / 15 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001767.1063001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

QUICK REFERENCE TABLE - CONF 2 - PRESSURE ALTITUDE = 0 FT - FWD CGTREF=44°C DRY RUNWAY MAX TO WEIGHT (1000KG) CODESTMAX=55°C SLOPE=0% IAS(KT) : V1/VR/V2


78.5 3/9 81.4 3/3 83.5 3/3 84.4 3/6 85.2 3/6-20 141/43/47 147/47/51 152/52/57 151/53/58 151/54/5977.5 3/9 80.7 3/9 82.9 3/3 83.9 3/6 84.6 3/6-10 140/42/47 145/45/50 150/50/55 149/50/55 149/52/5776.4 3/9 79.9 3/9 82.3 3/6 83.2 3/6 83.9 3/60 138/41/46 143/44/49 148/48/53 147/49/54 146/52/5675.3 3/9 79.0 3/9 81.6 3/6 82.5 3/9 83.3 3/610 137/41/45 141/44/48 146/46/50 145/47/51 144/49/5374.1 3/9 78.0 3/9 80.7 3/6 81.7 3/6 82.5 3/620 135/40/44 140/43/47 144/45/50 143/46/50 142/47/5272.9 3/9 76.9 3/9 79.8 3/6 80.8 3/6 81.7 6/930 134/39/43 138/42/46 142/44/49 141/45/50 140/46/5171.9 3/9 75.9 3/9 78.9 3/6 80.0 3/9 81.0 3/640 133/38/42 137/41/45 140/44/48 139/45/49 139/46/5071.5 3/9 75.4 3/9 78.5 3/6 79.7 3/6 80.7 3/644 132/38/42 136/41/45 140/43/47 139/44/49 138/45/5070.5 3/9 74.3 3/9 77.5 3/6 78.6 3/6 79.5 6/946 132/37/41 136/40/44 141/43/47 140/44/47 139/44/4869.6 3/9 73.2 3/9 76.2 3/9 77.5 3/6 78.3 3/648 131/36/40 136/40/44 140/42/46 140/43/47 140/43/4768.6 3/9 72.1 3/9 75.0 3/9 76.3 3/6 77.1 3/650 131/35/39 136/39/43 140/41/45 141/42/46 141/43/4767.7 3/9 71.0 3/9 73.7 3/9 75.1 3/6 75.8 3/652 131/34/38 136/38/42 140/40/44 142/42/46 142/43/4666.7 3/9 69.9 3/9 72.3 3/3 73.8 3/6 74.6 3/654 131/33/37 135/37/40 140/40/43 143/43/47 143/43/4765.8 3/9 68.8 3/9 70.9 3/3 72.5 3/6 73.3 3/656 130/33/36 135/36/39 140/40/43 144/44/48 144/44/4764.8 3/9 67.6 3/9 69.5 3/3 70.9 3/3 71.9 3/658 130/32/35 135/35/38 140/40/43 144/44/48 145/45/49


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CTV A320 FLEET PER-TOF-TOD-40-40 P 20/46FCOM ← D 30 MAY 13

Continued from the previous pageQUICK REFERENCE TABLE - CONF 2 - PRESSURE ALTITUDE = 0 FT - FWD CG



63.8 3/9 66.3 3/3 68.1 3/3 69.4 3/3 70.5 3/660 130/31/34 135/35/38 140/40/43 144/44/48 146/47/5062.9 3/9 65.1 3/3 66.8 3/3 68.0 3/3 69.0 3/362 129/30/33 135/35/37 140/40/42 144/44/47 147/47/5061.8 3/3 63.9 3/3 65.4 3/3 66.6 3/3 67.6 3/364 129/29/32 134/34/37 139/39/42 143/43/46 146/46/4960.6 3/3 62.6 3/3 64.1 3/3 65.2 3/3 66.1 3/366 128/28/31 134/34/37 138/38/41 142/42/45 145/45/4859.4 3/3 61.4 3/3 62.7 3/3 63.8 3/3 64.7 3/368 127/27/30 133/33/35 137/37/39 140/40/43 143/43/46

A320FLIGHT CREW

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PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 21/46FCOM E → 30 MAY 13

CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FTIdent.: PER-TOF-TOD-40-40-00001768.0419001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 22/46FCOM ← E → 30 MAY 13

CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FTIdent.: PER-TOF-TOD-40-40-00001768.0142001 / 08 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FTIdent.: PER-TOF-TOD-40-40-00001768.0143001 / 08 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






76.9 3/9 80.0 3/3 82.2 3/3 83.2 3/6 83.9 3/6-20 140/42/46 145/45/49 150/50/55 150/51/55 149/53/5875.9 3/9 79.3 3/9 81.6 3/6 82.6 3/6 83.3 3/6-10 138/41/46 143/44/48 148/48/53 148/49/54 147/51/5674.7 3/9 78.4 3/9 80.9 3/6 81.9 3/6 82.6 3/60 137/40/45 141/43/47 146/46/51 146/48/52 145/51/5573.6 3/9 77.4 3/9 80.2 3/9 81.2 3/6 82.0 3/610 135/40/44 140/42/47 144/45/49 144/46/50 143/47/5172.4 3/9 76.4 3/9 79.3 3/6 80.4 3/6 81.2 3/620 134/39/43 138/42/46 143/44/48 142/45/49 141/46/5071.3 3/9 75.2 3/9 78.4 3/6 79.5 3/9 80.4 3/930 132/38/42 137/41/45 141/43/47 140/44/48 139/45/4970.3 3/9 74.2 3/9 77.5 3/6 78.7 3/6 79.7 3/640 131/37/41 136/40/44 139/43/47 138/44/48 137/45/4970.1 3/9 74.0 3/9 77.2 3/6 78.5 3/6 79.5 3/942 131/37/41 135/40/44 139/43/47 138/44/48 137/45/4969.2 3/9 72.8 3/9 76.1 3/9 77.4 3/6 78.3 3/944 131/36/40 135/40/43 139/42/46 139/43/47 138/44/4768.3 3/9 71.8 3/9 74.9 3/9 76.3 3/6 77.1 3/646 130/35/39 135/39/42 139/41/45 140/42/46 139/43/4667.4 3/9 70.8 3/9 73.7 3/9 75.2 3/6 75.9 3/948 130/34/38 135/38/41 139/41/44 140/42/45 139/42/4666.5 3/9 69.7 3/9 72.4 3/9 74.0 3/6 74.8 3/650 130/33/37 134/37/40 139/40/43 141/41/45 141/42/4565.5 3/9 68.7 3/9 71.2 3/9 72.8 3/6 73.6 3/652 129/32/36 134/36/39 139/39/42 142/42/46 142/42/4564.6 3/9 67.6 3/9 69.8 3/3 71.4 3/3 72.3 3/654 129/32/35 134/35/38 138/38/41 143/43/46 143/43/4663.6 3/9 66.5 3/9 68.5 3/3 69.9 3/3 70.9 3/656 129/31/34 133/34/37 138/38/41 143/43/46 144/44/47


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 25/46FCOM ← E 30 MAY 13




62.7 3/9 65.2 3/3 67.1 3/3 68.4 3/3 69.4 3/658 128/30/33 133/33/36 138/38/41 143/43/46 145/46/4961.7 3/9 64.0 3/3 65.7 3/3 67.0 3/3 67.9 3/360 128/29/32 133/33/36 138/38/41 143/43/45 145/45/4860.7 3/9 62.8 3/3 64.4 3/3 65.6 3/3 66.5 3/362 128/28/31 133/33/36 137/37/40 141/41/44 144/44/4759.6 3/9 61.6 3/3 63.1 3/3 64.2 3/3 65.1 3/364 127/27/29 132/32/35 136/36/39 141/41/43 143/43/4658.5 3/3 60.3 3/3 61.8 3/3 62.8 3/3 63.7 3/366 126/26/29 131/31/34 135/35/38 139/39/42 142/42/45

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 26/46FCOM F → 30 MAY 13

CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FTIdent.: PER-TOF-TOD-40-40-00001769.0165001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 27/46FCOM ← F → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FTIdent.: PER-TOF-TOD-40-40-00001769.0150001 / 15 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






75.2 3/9 78.6 3/9 80.8 3/3 81.9 3/6 82.6 3/6-20 138/41/45 143/44/48 148/48/53 149/49/54 148/52/5774.1 3/9 77.7 3/9 80.1 3/3 81.2 3/6 82.0 3/6-10 137/40/45 141/43/47 146/46/51 147/47/51 146/50/5573.0 3/9 76.8 3/9 79.5 3/9 80.6 3/6 81.3 3/60 135/40/44 140/42/46 145/45/49 144/46/50 144/47/5171.9 3/9 75.7 3/9 78.7 3/9 79.8 3/6 80.7 3/610 134/39/43 138/42/46 143/44/48 142/45/49 142/46/5070.8 3/9 74.6 3/9 77.8 3/9 79.0 3/6 79.9 6/920 132/38/42 137/41/45 141/43/47 141/44/48 140/45/4969.8 3/9 73.5 3/9 76.9 3/9 78.1 3/6 79.1 3/930 131/36/41 135/40/44 140/43/46 139/43/47 138/44/4868.8 3/9 72.4 3/9 75.9 3/6 77.2 3/6 78.3 3/640 130/35/40 134/39/43 138/42/46 137/43/47 136/44/4867.9 3/9 71.4 3/9 74.7 3/9 76.2 3/6 77.2 3/642 129/35/39 134/39/42 138/41/45 138/42/46 137/43/4767.0 3/9 70.4 3/9 73.5 3/9 75.1 6/9 76.0 3/644 129/34/38 134/38/41 138/41/44 139/42/45 138/42/4666.1 3/9 69.4 3/9 72.3 3/9 74.0 3/9 74.8 3/646 129/33/37 133/37/40 138/40/43 140/41/44 139/42/4565.2 3/9 68.4 3/9 71.1 3/9 72.9 3/6 73.6 3/648 128/32/36 133/36/39 137/39/42 140/41/44 140/41/4464.3 3/9 67.4 3/9 70.0 3/9 71.7 3/6 72.4 3/650 128/31/35 133/35/38 137/38/41 141/42/45 141/41/4463.4 3/9 66.4 3/9 68.7 3/3 70.3 3/3 71.2 3/652 128/30/34 132/34/37 137/37/40 141/42/45 142/42/4562.4 3/9 65.3 3/9 67.3 3/3 68.8 3/3 69.9 3/654 128/30/33 132/33/36 137/37/40 141/42/45 143/43/4661.5 3/9 64.2 3/3 66.0 3/3 67.3 3/3 68.4 3/656 127/29/32 132/32/35 137/37/40 141/41/44 145/45/48


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 30/46FCOM ← F 30 MAY 13




60.5 3/9 62.9 3/3 64.6 3/3 65.9 3/3 66.9 3/358 127/28/31 132/32/35 137/37/39 141/41/44 145/45/4759.5 3/9 61.7 3/3 63.2 3/3 64.5 3/3 65.4 3/360 126/27/30 132/32/34 136/36/38 140/40/42 143/43/4658.5 3/9 60.5 3/3 62.0 3/3 63.1 3/3 64.0 3/362 126/26/28 131/31/33 135/35/38 139/39/42 142/42/4557.4 3/9 59.3 3/3 60.7 3/3 61.8 3/3 62.6 3/364 125/25/27 130/30/32 134/34/37 139/39/41 141/41/43

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 31/46FCOM G → 30 MAY 13

CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001770.0017001 / 04 MAR 11Applicable to: PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 32/46FCOM ← G → 30 MAY 13

CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001770.0344001 / 07 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FTIdent.: PER-TOF-TOD-40-40-00001770.0068001 / 07 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






76.0 3/9 79.3 3/3 81.8 3/3 83.8 3/3 84.8 3/6-20 134/35/40 141/41/45 147/47/50 153/53/56 153/54/5775.0 3/9 78.6 3/3 81.2 3/3 83.3 3/3 84.3 3/6-10 133/35/40 138/38/43 145/45/48 151/51/54 151/52/5573.9 3/9 77.9 3/9 80.5 3/3 82.7 3/3 83.7 3/60 131/34/39 137/37/41 143/43/46 149/49/52 148/49/5272.8 3/9 77.1 3/9 79.9 3/3 82.1 3/6 83.0 3/610 130/33/38 135/36/41 141/41/45 146/46/50 146/48/5171.7 3/9 76.0 3/9 79.1 3/3 81.3 3/6 82.1 3/620 128/32/37 133/36/40 139/39/43 144/44/48 143/48/5170.7 3/9 74.9 3/9 78.3 3/9 80.5 3/6 81.4 3/630 127/31/36 132/35/40 137/38/42 142/42/46 141/45/4869.7 3/9 73.9 3/9 77.5 3/9 79.8 3/6 80.7 3/640 126/30/35 131/34/39 135/37/41 140/40/44 139/44/4769.3 3/9 73.5 3/9 77.2 3/9 79.5 3/6 80.4 3/944 125/30/35 130/34/39 135/37/41 139/39/43 138/40/4468.4 3/9 72.4 3/9 75.9 3/9 78.3 3/3 79.2 3/646 125/29/34 130/33/38 135/36/40 140/40/44 139/40/4467.5 3/9 71.3 3/9 74.6 3/9 76.9 3/3 78.0 3/648 125/28/33 130/32/37 134/35/39 140/40/43 140/42/4566.6 3/9 70.3 3/9 73.2 3/3 75.4 3/3 76.8 3/650 124/27/32 130/31/36 134/35/39 140/40/43 141/41/4565.7 3/9 69.2 3/9 71.8 3/3 73.9 3/3 75.4 3/652 124/27/31 129/31/35 134/35/39 139/40/43 143/43/4664.7 3/9 68.1 3/9 70.4 3/3 72.4 3/3 73.9 3/654 124/26/30 129/30/33 134/34/38 139/40/43 144/44/4763.8 3/9 66.9 3/3 69.1 3/3 70.9 3/3 72.3 3/356 124/25/29 129/29/33 134/34/38 140/40/43 145/45/4862.8 3/9 65.6 3/3 67.8 3/3 69.4 3/3 70.7 3/358 123/24/28 129/29/32 134/34/38 139/39/43 144/44/47


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 36/46FCOM ← G 30 MAY 13




61.8 3/9 64.3 3/3 66.4 3/3 68.0 3/3 69.1 3/360 123/23/27 129/29/32 134/34/38 138/38/42 142/42/4560.6 3/9 63.2 3/3 65.1 3/3 66.6 3/3 67.7 3/362 122/22/25 129/29/32 134/34/37 138/38/41 141/42/4559.5 3/3 62.0 3/3 63.8 3/3 65.3 3/3 66.4 3/364 122/22/25 129/29/32 134/34/37 137/37/40 141/41/4358.4 3/3 60.7 3/3 62.6 3/3 63.9 3/3 65.0 3/366 121/21/24 127/27/31 132/32/35 135/35/39 140/40/4357.2 3/3 59.5 3/3 61.3 3/3 62.6 3/3 63.5 3/368 122/22/25 127/27/30 132/32/35 134/34/37 139/39/42

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 37/46FCOM H → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 38/46FCOM ← H → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






74.4 3/9 78.0 3/3 80.5 3/3 82.5 3/3 83.6 3/6-20 133/34/39 139/39/43 145/45/49 151/51/54 152/52/5573.4 3/9 77.3 3/3 79.9 3/3 82.0 3/3 83.0 3/6-10 131/34/39 137/37/41 143/43/47 149/49/52 149/49/5272.3 3/9 76.4 3/9 79.2 3/3 81.4 3/3 82.4 3/60 130/33/38 135/36/41 141/41/45 147/47/50 147/49/5271.3 3/9 75.5 3/9 78.5 3/3 80.7 3/3 81.7 3/610 128/32/37 133/35/40 139/39/43 144/44/48 144/47/5170.2 3/9 74.4 3/9 77.7 3/9 80.0 3/3 80.9 3/620 127/31/36 132/35/39 137/37/41 142/42/46 142/45/4869.2 3/9 73.3 3/9 76.8 3/9 79.2 3/3 80.2 3/630 126/30/35 131/34/39 135/37/41 141/41/44 140/42/4668.3 3/9 72.3 3/9 76.0 3/9 78.6 3/6 79.5 3/640 124/29/34 129/33/38 134/36/40 139/39/43 138/39/4368.1 3/9 72.1 3/9 75.8 3/9 78.4 3/6 79.3 3/942 124/29/33 129/33/38 134/36/40 138/38/42 137/39/4367.1 3/9 71.0 3/9 74.5 3/9 77.0 3/3 78.0 3/644 124/28/33 129/32/37 134/35/39 138/38/42 138/39/4366.2 3/9 70.0 3/9 73.2 3/9 75.6 3/3 76.9 3/646 124/27/32 129/31/36 133/34/38 138/38/42 139/40/4365.4 3/9 69.0 3/9 72.0 3/9 74.2 3/3 75.6 3/648 123/26/31 128/30/34 133/34/37 138/38/42 140/40/4464.5 3/9 68.0 3/9 70.7 3/3 72.7 3/3 74.3 3/650 123/26/30 128/29/33 133/33/37 138/38/42 142/42/4563.5 3/9 66.9 3/9 69.3 3/3 71.3 3/3 72.8 3/652 123/25/29 128/29/32 133/33/37 138/38/42 143/43/4662.6 3/9 65.8 3/9 68.0 3/3 69.9 3/3 71.3 3/354 123/24/28 128/28/31 133/33/37 138/38/42 143/43/4661.6 3/9 64.5 3/3 66.7 3/3 68.4 3/3 69.7 3/356 122/23/27 128/28/31 133/33/36 138/38/41 143/43/46


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 41/46FCOM ← H 30 MAY 13




60.6 3/9 63.3 3/3 65.4 3/3 66.9 3/3 68.1 3/358 122/22/26 127/27/31 133/33/36 137/37/41 140/41/4459.5 3/9 62.0 3/3 64.0 3/3 65.5 3/3 66.6 3/360 121/21/24 127/27/31 132/32/36 136/36/40 139/39/4258.4 3/9 60.9 3/3 62.8 3/3 64.2 3/3 65.3 3/362 120/20/23 127/27/30 131/31/35 135/35/38 139/39/4257.4 3/9 59.7 3/3 61.5 3/3 61.8 3/9 63.9 3/364 119/19/22 126/26/29 131/31/34 124/24/27 138/38/4156.2 3/9 58.5 3/3 60.3 3/3 61.5 3/3 62.6 3/366 118/18/21 125/25/28 130/30/33 133/33/36 137/37/40

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 42/46FCOM I → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 43/46FCOM ← I → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF






72.8 3/9 76.5 3/3 79.1 3/3 81.1 3/3 82.3 3/6-20 131/33/38 137/37/41 143/43/47 149/49/52 150/50/5371.7 3/9 75.7 3/9 78.4 3/3 80.6 3/3 81.7 3/6-10 130/33/37 135/36/40 141/41/45 147/47/50 147/47/5170.7 3/9 74.7 3/9 77.7 3/3 79.9 3/3 81.1 3/60 128/32/36 134/35/40 139/39/43 145/45/48 145/47/5069.7 3/9 73.7 3/9 77.1 3/3 79.3 3/3 80.4 3/610 127/31/35 132/35/39 137/37/41 142/42/46 142/45/4868.7 3/9 72.7 3/9 76.2 3/9 78.5 3/3 79.6 3/620 126/30/34 131/34/38 135/36/41 141/41/44 140/42/4667.7 3/9 71.6 3/9 75.3 3/9 77.8 3/3 78.8 3/630 124/29/33 129/33/37 134/36/40 139/39/43 138/40/4466.7 3/9 70.7 3/9 74.3 3/9 77.2 3/9 78.2 6/940 123/28/32 128/32/36 132/35/39 137/37/41 136/38/4265.9 3/9 69.7 3/9 73.1 3/9 75.8 3/3 76.9 3/642 123/27/31 128/31/35 132/34/39 137/37/41 137/38/4265.0 3/9 68.7 3/9 71.8 3/9 74.2 3/3 75.6 3/644 122/26/30 127/30/34 132/34/38 137/37/41 138/40/4364.1 3/9 67.7 3/9 70.7 3/9 72.8 3/3 74.4 3/646 122/25/29 127/29/33 132/32/36 137/37/41 139/40/4363.2 3/9 66.7 3/9 69.5 3/3 71.5 3/3 73.1 3/648 122/24/28 127/28/32 132/32/36 137/37/40 141/41/4462.3 3/9 65.7 3/9 68.2 3/3 70.1 3/3 71.6 3/350 122/24/28 127/27/31 132/32/35 137/37/40 142/42/4561.4 3/9 64.7 3/9 66.9 3/3 68.8 3/3 70.1 3/352 121/23/27 126/27/30 132/32/35 137/37/40 142/42/4560.5 3/9 63.4 3/9 65.6 3/3 67.3 3/3 68.6 3/354 121/22/26 125/25/29 132/32/35 137/37/40 141/41/4459.5 3/9 62.2 3/3 64.3 3/3 65.9 3/3 67.1 3/356 121/21/25 126/26/29 131/31/35 136/36/39 139/39/42


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-40-40 P 46/46FCOM ← I 30 MAY 13




58.5 3/9 61.0 3/3 63.0 3/3 64.5 3/3 65.6 3/358 120/20/23 126/26/29 131/31/34 135/35/38 138/38/4157.4 3/9 59.8 3/3 61.7 3/3 62.1 3/9 64.2 3/360 119/19/22 125/25/28 130/30/33 124/24/27 137/37/4056.3 3/9 58.6 3/3 60.5 3/3 61.7 3/3 62.9 3/362 118/18/21 125/25/28 130/30/32 132/33/36 136/36/3955.2 3/9 57.5 3/3 59.2 3/3 60.5 3/3 61.5 3/364 117/17/20 124/24/26 129/29/31 132/32/34 136/36/39

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

TAKEOFF DATA - NET TAKEOFF FLIGHT PATH

CTV A320 FLEET PER-TOF-TOD-50 P 1/24FCOM A to B 30 MAY 13

INTRODUCTIONIdent.: PER-TOF-TOD-50-00001773.0001001 / 15 DEC 09Applicable to: ALL

The following graphs enable the crew to quickly determine the takeoff performance out of an airportby positioning obstacles.They must be used with the corresponding quick reference table so as to determine weightdecrement and required gradient.The net takeoff flight path and the associated weight decrement are conservative.

HOW TO PROCEEDIdent.: PER-TOF-TOD-50-00001774.0001001 / 03 MAR 11Applicable to: ALL

1. Position the obstacle by entering its distance from end of runway and its height above the end ofrunway (No 35 ft margin is required as this is already included).In case of an ascending runway, increase the obstacle height by an additional value as indicatedbelow each graph.

2. Read the associated weight correction. Interpolate if necessary. The second segment gradient isgiven for information only.

3. Decrease the takeoff speeds by 1 kt per 1 000 kg (0.5 kt per 1 000 lb) weight decrement. Limit thefinal speeds to the minimum values (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC).Note: In case of tailwind, do not use the obstacle clearance graphs.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 2/24FCOM C → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001775.0085001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY

Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 3/24FCOM ← C → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001775.0027001 / 11 DEC 09Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CLOSE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001775.0032001 / 11 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 6/24FCOM ← C to D → 30 MAY 13


REMOTE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001776.0382001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 7/24FCOM ← D → 30 MAY 13

REMOTE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001776.0063001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 8/24FCOM ← D 30 MAY 13

REMOTE OBSTACLE CLEARANCE CONF 1 + FIdent.: PER-TOF-TOD-50-00001776.0058001 / 08 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 9/24FCOM E → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001777.0298001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 10/24FCOM ← E → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001777.0049001 / 11 DEC 09Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CLOSE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001777.0054001 / 11 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 13/24FCOM ← E to F → 30 MAY 13


REMOTE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001778.0588001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 14/24FCOM ← F → 30 MAY 13

REMOTE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001778.0044001 / 08 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 15/24FCOM ← F 30 MAY 13

REMOTE OBSTACLE CLEARANCE CONF 2Ident.: PER-TOF-TOD-50-00001778.0260001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 16/24FCOM G → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001779.0472001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 17/24FCOM ← G → 30 MAY 13

CLOSE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001779.0223001 / 14 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 18/24FCOM ← G → 30 MAY 13


CLOSE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001779.0025001 / 14 DEC 09Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 19/24FCOM ← G to H → 30 MAY 13


REMOTE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001780.0555001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 20/24FCOM ← H → 30 MAY 13

REMOTE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001780.0025001 / 11 DEC 09Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



REMOTE OBSTACLE CLEARANCE CONF 3Ident.: PER-TOF-TOD-50-00001780.0030001 / 15 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-TOD-50 P 23/24FCOM ← H 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CTV A320 FLEET PER-TOF-TOD-50 P 24/24FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

RUNWAY CONTAMINATION - GENERAL

CTV A320 FLEET PER-TOF-CTA-10 P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-TOF-CTA-10-00001781.0001001 / 21 MAR 11Applicable to: ALL

This section presents the recommendations of Airbus for operations from wet runways or fromrunways which are covered with contaminants such as standing water, slush or snow.CAUTION Takeoff from an icy runway is not recommended.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CTV A320 FLEET PER-TOF-CTA-10 P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

RUNWAY CONTAMINATION - DEFINITIONS

CTV A320 FLEET PER-TOF-CTA-20 P 1/2FCOM A to B → 16 JUL 13

DEFINITIONSIdent.: PER-TOF-CTA-20-00001782.0001001 / 22 MAY 13Applicable to: ALL

DAMP : A runway is damp when the surface is not dry, but when the water on itdoes not give it a shiny appearance.

WET : A runway is considered as wet when the surface has a shinyappearance due to a thin layer of water. When this layer does notexceed 3 mm depth, there is no substantial risk of hydroplaning.

STANDING WATER : is caused by heavy rainfall and /or insufficient runway drainage with adepth of more than 3 mm.

SLUSH : is water saturated with snow which spatters when stepping firmly onit. It is encountered at temperatures around 5 °C and its density isapproximately 0.85 kg/l (7.1 lb/US Gal).

WET SNOW : is a condition where, if compacted by hand, snow will stick togetherand tend to form a snowball. Its density is approximately 0.4 kg/l(3.35 lb/US Gal).

DRY SNOW : is a condition where snow can be blown if loose, or if compacted byhand, will fall apart again upon release. Its density is approximately0.2 kg/l (1.7 lb/US Gal).

COMPACTED SNOW : is a condition where snow has been compressed.ICY : is a condition where the friction coefficient is 0.05 or below.

EQUIVALENCESIdent.: PER-TOF-CTA-20-00014919.0002001 / 12 JUL 13Applicable to: PK-GLX, PK-GLY

For the below-listed reported contaminants, the following equivalent runway conditions can beretained for the takeoff performance determination.

Reported contaminantType of contaminant Depth of contaminant Equivalent Runway Condition

Slush ≤ 3 mm (0.12 in)Water ≤ 3 mm (0.12 in)

≤ 3 mm (0.12 in)Wet

Wet snow > 25.4 mm (1 in) Takeoff not recommended≤ 3 mm (0.12 in) WetDry snow > 101.6 mm (4 in) Takeoff not recommended

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-20 P 2/2FCOM ← B 16 JUL 13

EQUIVALENCESIdent.: PER-TOF-CTA-20-00014919.0001001 / 12 JUL 13Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

For the below-listed reported contaminants, the following equivalent runway conditions can beretained for the takeoff performance determination.



≤ 3 mm (0.12 in)Wet

≤ 12.7 mm (1/2 in) 6.3 mm (1/4 in) Slush≤ 25.4 mm (1 in) 12.7 mm (1/2 in) SlushWet snow

> 25.4 mm (1 in) Takeoff not recommended≤ 3 mm (0.12 in) Wet≤ 50.8 mm (2 in) 6.3 mm (1/4 in) Slush≤ 101.6 mm (4 in) 12.7 mm (1/2 in) SlushDry snow

> 101.6 mm (4 in) Takeoff not recommended

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS

CTV A320 FLEET PER-TOF-CTA-30 P 1/2FCOM A 19 JUL 11

OPERATIONAL CONDITIONSIdent.: PER-TOF-CTA-30-00001783.0001001 / 14 DEC 09Applicable to: ALL

Performance penalties for takeoff as published in this section are computed with thefollowing assumptions :‐ The contaminant is in a layer of uniform depth and density over the entire length of the runway.‐ Antiskid and spoilers are operative.‐ The friction coefficient is based on studies and checked by actual tests.‐ The screen height at the end of takeoff segment is 15 ft, not 35 ft.In addition, for contaminated runways only :‐ There is drag due to rolling resistance of the wheels.‐ There is drag due to spray on the airframe and gears.‐ Reverse thrust is used for the deceleration phase.‐ Maximum thrust is used for takeoff.Note: The net flight path clears obstacles by 15 ft instead of 35 ft.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS


CTV A320 FLEET PER-TOF-CTA-30 P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF

RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE

CTV A320 FLEET PER-TOF-CTA-40-10 P 1/2FCOM A 20 OCT 11

TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCEIdent.: PER-TOF-CTA-40-10-00013660.0003001 / 04 MAR 11Applicable to: ALL

CAUTION The method is based on the use of the RTOW charts established at optimum V2/VSand optimum V1/VR. In addition, when applying corrections for a wet runway, theRTOW charts should also have been established with V1 min (minimum V1 of theV1 range). The method should not be used with takeoff charts computed for otherconditions. All tables have been established for TOGA (and Flexible Takeoff for wetrunways). Do not use them for Derated thrust.

Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleedeffects, then apply the corrections given on the following pages.Note: 1. The results obtained with this method may be different from the influence given at the

bottom of the RTOW chart.2. On contaminated runway, in some cases, no MTOW can be determined with this method

(box dashed below a given weight). A specific RTOW chart must then be computed.3. The published corrections are valid for charts calculated with forward CG and basic CG.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CTV A320 FLEET PER-TOF-CTA-40-10 P 2/2FCOM 20 OCT 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 1/8FCOM A → 30 MAY 13

TAKEOFF FROM A WET RUNWAY

HOW TO PROCEEDIdent.: PER-TOF-CTA-40-20-00012966.0004001 / 24 MAR 11Applicable to: ALL

1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dryrunway.

2. Two sets of tables are given depending on the use of thrust reversers and the presence ofclearway. Select the table to use as applicable to your case.The runway length in the table corresponds to the available takeoff run (TORA).

3. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperatureand associated speeds determined on dry runway.

4. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart.If one or more speeds are lower than these minimum values, apply the following procedure :‐ Actual TOW = maximum TOW

• If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 andfurther decrease weight by 3 000 kg (6 600 lb ) per knot difference between them. Check thatVR and V2 are higher than or equal to the minimum values.

• If VR or/and V2 falls below the minimum values, takeoff is not possible.‐ Actual TOW lower than maximum TOW

• If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG) :▪ If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and

decrease the flexible temperature by 4 °C per knot difference between them.▪ In the rare case when the V1 corresponding to maximum TOW falls below the minimum

V1, decrease maximum TOW by 3 000 kg (6 600 lb ) per knot difference between them.Limit the actual TOW to the value found after this decrement. Take V1 equal to minimumV1 and decrease the flexible temperature by 4 °C per knot difference between this lastvalue and the V1 corresponding to the actual TOW. Check that VR and V2 are higher thanor equal to the minimum values.

• If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2corresponding to maximum TOW are above the minimum values, retain the minimum speedvalue for VR and V2.

5. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10SPEEDS LIMITED BY VMC).

6. Check that the corrected flexible temperature is higher than OAT and Tref.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 2/8FCOM ← A to B → 30 MAY 13

Note: ‐ Do not extrapolate below the shortest runway length provided in the table.‐ If no minimum speed value is available, use the conservative values provided on Refer to

PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC.

NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012743.0244001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

TAKEOFFCONFIGURATION 1 + F 2 3

RUNWAY LENGTH(m) 2 500 3 000 3 500 2 000 2 500 3 000 2 000 2 500 3 000(ft) 8 000 10 000 11 500 6 500 8 000 10 000 6 500 8 000 10 000

and above and above and aboveFLEX TO

Temperaturedecrement (°C)

16 20 15 28 16 19 30 14 17

MAX TO Weightdecrement (1 000 kg) 6.8 9.4 7.7 10.5 6.9 10.0 12.0 6.9 8.9

(1 000 lb) 15.0 20.8 17.0 23.2 15.3 22.1 26.5 15.3 19.7V1 decrement (kt) 15 13 2 13 13 15 12 13 11

VR and V2decrement (kt) 5 8 0 3 6 0 0 0 0

NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012743.0053001 / 04 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ





8 3 2 10 7 6 9 5 5


(1 000 lb) 5.3 2.0 1.8 6.2 4.9 4.9 5.6 3.4 3.4Continued on the following page

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 3/8FCOM ← B 30 MAY 13

Continued from the previous pageTAKEOFF

CONFIGURATION 1 + F 2 3


and above and above and aboveV1 decrement (kt) 16 16 14 16 15 15 15 15 15


NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012743.0048001 / 04 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU





8 5 3 8 6 2 6 6 2


(1 000 lb) 5.8 4.5 2.9 5.6 4.9 1.6 4.7 4.7 1.6V1 decrement (kt) 15 14 14 16 14 14 14 15 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 4/8FCOM C → 30 MAY 13

ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012744.0282001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY


RUNWAY LENGTH(m) 2500 3000 3500 2000 2500 3000 1750 2000 2500(ft) 8000 10000 11500 6500 8000 10000 5750 6500 8000

and above and above and aboveFLEX TO Temperature

decrement (°C) 13 17 15 7 16 16 20 8 17

MAX TO Weightdecrement (1000 kg) 5.5 8.1 7.9 2.5 6.9 7.7 8.1 3.1 8.9

(1000 lb) 12.2 17.9 17.5 5.6 15.3 17.0 17.9 6.9 19.7V1 decrement (kt) 8 6 0 10 6 5 7 9 5


ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012744.0089001 / 04 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ




decrement (°C) 5 2 2 5 3 2 4 3 2


(1000 lb) 3.1 1.4 1.4 2.9 1.8 1.2 2.0 1.6 1.6V1 decrement (kt) 10 11 8 10 10 10 9 9 9


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 5/8FCOM ← C to D → 30 MAY 13

ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012744.0084001 / 04 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




decrement (°C) 3 2 0 3 1 0 2 1 1


(1000 lb) 2.3 1.4 0.0 1.8 0.7 0.0 1.4 0.5 0.3V1 decrement (kt) 9 9 9 10 8 9 10 9 8


NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012745.0051001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY





19 19 20 42 19 30 37 17 17

MAX TO Weightdecrement(1 000 kg) 8.0 9.0 9.8 16.0 8.4 16.0 15.0 8.4 9.0(1 000 lb) 17.7 19.9 21.7 35.3 18.6 35.3 33.1 18.6 19.9

V1 decrement (kt) 14 16 12 11 12 8 10 11 11VR and V2

decrement (kt) 7 0 0 0 6 8 4 7 7

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 6/8FCOM ← D 30 MAY 13

NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012745.0049001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ





13 5 5 17 8 8 14 8 7



decrement (kt) 5 6 6 5 7 11 4 6 7

NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012745.0044001 / 08 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU





15 9 9 14 11 4 15 12 5



decrement (kt) 4 3 6 4 4 6 3 4 5

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 7/8FCOM E → 30 MAY 13

ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012941.0051001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY




decrement (°C) 9 5 4 12 8 9 17 5 10


(1 000 lb) 8.6 5.1 4.5 10.0 7.8 10.0 14.8 4.5 11.1V1 decrement (kt) 9 10 12 9 9 10 10 9 10


ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012941.0049001 / 28 JAN 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ




decrement (°C) 9 3 3 12 4 4 9 5 5


(1 000 lb) 6.0 2.5 2.3 7.3 3.6 3.4 6.0 3.6 3.6V1 decrement (kt) 9 11 10 9 10 9 8 9 9


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-20 P 8/8FCOM ← E 30 MAY 13

ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)Ident.: PER-TOF-CTA-40-20-00012941.0044001 / 28 JAN 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




decrement (°C) 11 5 2 10 8 3 11 9 3


(1 000 lb) 8.6 5.1 2.0 7.3 6.9 2.3 7.3 7.3 2.5V1 decrement (kt) 9 10 12 9 9 10 8 9 9


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



TAKEOFF FROM A CONTAMINATED RUNWAY

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001786.0373001 / 25 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

‐ Determine maximum takeoff weight on dry runway.‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway

availability to determine a corrected weight.TAKEOFF

CONFIGURATION CONF 1 + F CONF 2 CONF 3

RUNWAY LENGTH(m)(ft)

2 5008 000

3 0010 000

3 50011 500

4 00013 00and

above

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505750

2 0006 500

2 5008 000and

aboveΔ Weight (1 000 kg)

With clearwayWithout clearway

12.810.5

11.710.1

9.89.0

9.89.0

13.911.1

13.211.1

11.410.4

14.911.4

14.511.8

13.111.8

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoffspeeds associated with actual TOW.

CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<55.2 55.2 56 58 58 to 78

MTOW(1 000 kg) - 46.7 50 58 EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT(1 000 kg) <46.7 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 123 126 128 131 133 135 138 140 142 145 147 149 152 154 156 158

V1(kt IAS) 117 117 117 117 117 117 117 117 120 122 124 127 129 131 134 136 138 140

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 2/50FCOM ← A → 30 MAY 13

CONF 2CORRECTED

WEIGHT(1 000 kg)

<56.8 56.8 58 59 59 to 78


ACTUAL WEIGHT(1 000 kg) <48.7 48.7 50 52 54 56 58 59 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 125 125 127 129 132 134 137 138 139 141 143 146 148 150 153 155 157 159

VR(kt IAS) 119 119 121 123 126 128 131 132 133 135 137 140 142 144 147 149 151 153

V1(kt IAS) 115 115 115 115 115 115 115 115 116 118 120 123 125 127 130 132 134 136

CONF 3CORRECTED

WEIGHT(1 000 kg)

<57.8 57.8 58 60 60 to 78

MTOW(1 000 kg) - 48 49 60 EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT(1 000 kg) <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 126 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157

VR(kt IAS) 118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152

V1(kt IAS) 114 114 114 114 114 114 114 114 116 118 121 123 125 129 129 131 133

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001786.0378001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


availability to determine a corrected weight.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



TAKEOFFCONFIGURATION CONF 1 + F CONF 2 CONF 3


2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 700

2 0006 500

2 5008 000and



11.89.7

10.99.7

8.77.7

6.45.5

12.910.6

11.810.6

10.29.4

14.611.9

13.711.9

12.111.0


CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<53.2 53.2 54 55 55 to 78


ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 135 136 139 141 143 146 148 150 153 155 157 159 161

VR(kt IAS) 122 122 124 127 129 132 133 134 137 139 141 144 146 148 151 153 155 157 159

V1(kt IAS) 116 116 116 116 116 116 116 117 120 122 124 127 129 131 134 136 138 140 142

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 2CORRECTED

WEIGHT(1 000 kg)

<54.8 54.8 56 57 57 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 57 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 135 136 139 141 143 146 148 150 152 155 157 158

VR(kt IAS) 119 119 122 124 127 129 130 131 134 136 138 141 143 145 147 150 152 153

V1(kt IAS) 114 114 114 114 114 114 114 115 118 120 122 124 125 127 131 134 136 137

CONF 3CORRECTED

WEIGHT(1 000 kg)

<55.5 55.5 56 57.3 57.3 to 78

MTOW(1 000 kg) - 48 50 57.3 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 57.3 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 133 135 136 138 141 143 145 147 150 152 154 156 158

VR(kt IAS) 119 119 121 124 126 128 130 131 133 136 138 140 142 145 147 149 151 153

V1(kt IAS) 114 114 114 114 114 114 114 115 117 120 122 124 126 129 131 133 135 137

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001786.0375001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006500

2 5008 000and

aboveΔ Weight (1 000 lb)


28.323.2

25.822.3

21.919.9

21.719.9

30.724.5

29.224.5

25.223.0

32.526.1

32.026.1

28.525.6

‐ Enter the following tables with the corrected weight to determine MTOW. Then determine takeoffspeeds associated with actual TOW.

CONF 1 +FCORRECTED

WEIGHT(1 000 lb)

<120 120 125 125 to 170

MTOW(1 000 lb) - 100 125 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT(1 000 lb)

<100 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 126 129 131 134 137 140 142 145 147 150 153 155 158 160

VR(kt IAS) 120 120 123 126 128 131 134 137 139 142 144 147 150 152 155 157

V1(kt IAS) 116 116 116 116 116 116 116 119 121 124 126 129 132 134 137 139

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 2CORRECTED

WEIGHT(1 000 lb)

<123.6 123.6 125 128.3 128.3 to 170

MTOW(1 000 lb) - 105 111.8 128.3 EQUAL TO CORRECTED WEIGHT


<105 105 110 115 120 125 128.3 130 135 140 145 150 155 160 165 170

V2(kt IAS) 124 124 130 132 132 135 137 138 140 143 146 148 151 153 156 158

VR(kt IAS) 118 118 124 126 126 129 131 132 134 137 140 142 145 147 150 152

V1(kt IAS) 114 114 114 114 114 114 114 115 117 120 123 125 128 130 130 135

CONF 3CORRECTED

WEIGHT(1 000 lb)

<124.6 124.6 125 130 130 to 170

MTOW(1 000 lb) - 103.3 105.2 130 EQUAL TO CORRECTED WEIGHT


<103.3 103.3 105 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 123 125 128 131 134 137 139 142 144 147 149 152 154 156

VR(kt IAS) 117 117 118 120 123 126 129 132 134 137 139 142 144 147 149 151

V1(kt IAS) 113 113 113 113 113 113 113 113 115 118 120 123 125 128 130 132

TAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001786.0886001 / 11 MAR 13Applicable to: PK-GLX, PK-GLY



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 7/50FCOM ← B → 30 MAY 13

TAKEOFF CONFIGURATION CONF 1 + F CONF 2 CONF 3


25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and

aboveΔ WEIGHT (1000 kg)


11.99.9

11.09.6

10.810.2

10.810.2

13.311.2

12.411.0

9.78.8

16.814.6

14.813.4

13.512.6


CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<50 50 52 54 54 to 78

MTOW(1000 kg) - 45 49 54 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT(1000 kg)

<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 8/50FCOM ← B to C → 30 MAY 13

CONF 2CORRECTED

WEIGHT(1000 kg)

<50.7 50.7 52 54 55 55 to 78

MTOW(1000 kg) - 45.3 48 53 55 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155

V1(kt IAS) 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140

CONF 3CORRECTED

WEIGHT(1000 kg)

<50 50 52 54 55 55 to 78

MTOW(1000 kg) - 44 48 53 55 EQUAL TO CORRECTED WEIGHT


<44 44 46 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001794.0117001 / 01 APR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 9/50FCOM ← C → 30 MAY 13



2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



16.714.4

15.714.1

12.912.0

10.49.6

17.313.3

16.614.5

15.514.5

17.514.0

17.514.8

16.315.0


CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<51.4 51.4 52 52.7 52.7 to 78

MTOW(1 000 kg) - 46.7 49 52.7 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 52 52.7 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 132 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 122 124 127 129 130 132 134 136 139 141 143 146 148 150 153 155 157 159

V1(kt IAS) 117 117 117 117 117 117 119 121 123 126 128 130 133 135 137 140 142 144 146

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 2CORRECTED

WEIGHT(1 000 kg)

<52.9 52.9 54 54 to 78

MTOW(1 000 kg) - 48 54 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159

VR(kt IAS) 119 119 122 124 127 129 132 134 136 138 141 143 145 148 150 152 154

V1(kt IAS) 115 115 115 115 115 117 120 122 124 126 129 131 133 136 138 140 142

CONF 3CORRECTED

WEIGHT(1 000 kg)

<54 54 56 56 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157

VR(kt IAS) 118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152

V1(kt IAS) 114 114 114 114 114 114 116 119 121 123 126 128 130 132 134 136 138

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001794.0122001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 700

2 0006 500

2 5008 000and



15.213.1

14.313.1

11.910.9

9.28.3

16.013.7

14.913.7

13.913.1

18.915.0

16.414.6

15.714.6


CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<49.4 49.4 50 50 to 78

MTOW(1 000 kg) - 46.7 50 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161

VR(kt IAS) 123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

V1(kt IAS) 116 116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 146 148

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 2CORRECTED

WEIGHT(1 000 kg)

<51 51 52 52 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158

VR(kt IAS) 120 120 123 125 128 130 132 135 137 139 142 144 146 148 151 153 154

V1(kt IAS) 114 114 114 114 117 119 121 124 126 128 131 133 135 137 140 142 143

CONF 3CORRECTED

WEIGHT(1 000 kg)

<51.8 51.8 52 53 53 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 53 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 130 131 133 136 138 141 143 145 147 150 152 154 156 158

VR(kt IAS) 120 120 122 125 126 127 129 132 134 137 139 141 143 146 148 150 152 154

V1(kt IAS) 114 114 114 114 114 115 117 120 122 125 127 129 131 134 136 138 140 142

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001794.0119001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



36.931.8

34.731.1

28.526.5

23.021.2

38.232.0

36.632.0

32.530.3

38.630.9

38.632.7

36.033.1


CONF 1 +FCORRECTED

WEIGHT (1 000 lb) <110.9110.9 115 115 to 170


ACTUAL WEIGHT(1 000 lb) <100 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 126 129 131 134 137 140 142 145 147 150 153 155 158 160

VR(kt IAS) 121 121 124 127 129 132 135 138 140 143 145 148 151 153 156 158

V1(kt IAS) 116 116 116 116 116 119 122 125 127 130 132 135 138 140 143 145

CONF 2CORRECTED

WEIGHT (1 000 lb) <114 114 115 117.5 117.5 to 170

MTOW(1 000 lb) - 103.3108.4117.5 EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT(1 000 lb) <103.3103.3 105 110 115 117.5 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 124 127 130 131 132 135 138 140 143 146 148 151 153 156 158

VR(kt IAS) 118 118 119 122 125 126 127 130 133 135 138 141 143 146 148 151 153

V1(kt IAS) 114 114 114 114 114 114 115 118 121 123 126 129 131 134 136 139 141

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 14/50FCOM ← C to D → 30 MAY 13

CONF 3CORRECTED

WEIGHT (1 000 lb) <118 118 120 121.7 121.7 to 170

MTOW(1 000 lb) - 103.3113.4121.7 EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT(1 000 lb) <103.3103.3 105 110 115 120 121.7 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 123 125 128 131 132 134 137 139 142 144 147 149 152 154 156

VR(kt IAS) 117 117 118 120 123 126 127 129 132 134 137 139 142 144 147 149 151

V1(kt IAS) 113 113 113 113 113 113 113 115 118 120 123 125 128 130 133 135 137

TAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001794.0564001 / 11 MAR 13Applicable to: PK-GLX, PK-GLY


availability to determine a corrected weight.TAKEOFF CONFIGURATION CONF 1 + F CONF 2 CONF 3


25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



16.214.2

15.213.8

13.712.7

10.810.2

16.814.8

16.214.8

14.513.6

19.016.8

18.016.6

17.216.3


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 15/50FCOM ← D → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<47.6 47.6 48 49.3 49.3 to 78

MTOW(1000 kg) - 45 46 49.3 EQUAL TO CORRECTED WEIGHT


<45 45 46 48 49.3 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 128 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 127 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 117 119 122 124 126 129 131 133 136 138 140 143 145 147 149

CONF 2CORRECTED

WEIGHT(1000 kg)

<48.1 48.1 50 50 to 78

MTOW(1000 kg) - 45.3 50 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 118 118 119 121 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156

V1(kt IAS) 114 114 114 114 114 116 119 121 124 126 128 131 133 135 138 140 142 144 146

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 16/50FCOM ← D to E → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<48 48 50 51 51 to 78



<44 44 46 48 50 51 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 130 131 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 127 128 131 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 114 115 118 120 123 125 127 130 132 134 136 139 141 143 145

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001787.0374001 / 25 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



13.210.9

11.810.2

9.89.0

9.89.0

14.511.7

13.811.7

11.610.6

15.211.5

15.212.5

13.912.6


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 17/50FCOM ← E → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<53.2 53.2 54 55 55 to 78


ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 135 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 122 124 127 129 132 133 134 136 139 141 143 146 148 150 153 155 157 159

V1(kt IAS) 117 117 117 117 117 117 117 118 120 123 125 127 130 132 134 137 139 141 143

CONF 2CORRECTED

WEIGHT(1 000 kg)

<54.8 54.8 56 56.7 56.7 to 76


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 56.7 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159

VR(kt IAS) 119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154

V1(kt IAS) 115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 kg)

<56.3 56.3 58 58.7 58.7 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 58 58.7 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157

VR(kt IAS) 118 118 121 123 126 128 130 131 133 135 137 140 142 144 146 148 150 152

V1(kt IAS) 114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001787.0379001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 700

2 0006 500

2 5008 000and



12.210.1

10.79.5

8.57.5

6.45.5

13.411.1

12.311.1

10.79.9

14.012.2

14.012.2

13.011.9


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<49.9 49.9 50 51 51 to 78


ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 51 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 130 131 134 136 139 141 143 146 148 150 153 155 157 159 161

VR(kt IAS) 122 122 124 127 128 129 132 134 137 139 141 144 146 148 151 153 155 157 159

V1(kt IAS) 116 116 116 116 116 117 120 122 125 127 129 132 134 136 139 141 143 145 147

CONF 2CORRECTED

WEIGHT(1 000 kg)

<52.4 52.4 53.3 53.3 to 78

MTOW(1 000 kg) - 48 53.3 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<48 48 50 52 53.3 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 131 132 134 136 139 141 143 146 148 150 152 155 157 158

VR(kt IAS) 119 119 122 124 126 127 129 131 134 136 138 141 143 145 147 150 152 153

V1(kt IAS) 114 114 114 114 114 115 117 119 122 124 126 129 131 133 135 138 140 141

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 kg)

<53.3 53.3 54 55 55 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 132 133 136 138 141 143 145 147 150 152 154 156 158

VR(kt IAS) 120 120 122 125 127 128 129 132 134 137 139 141 143 146 148 150 152 154

V1(kt IAS) 114 114 114 114 114 114 115 118 120 123 125 127 129 132 134 136 138 140

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001787.0376001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



29.224.1

26.122.5

21.919.9

21.719.9

32.025.8

30.525.8

25.623.4

33.625.4

33.627.6

30.727.8


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1 000 lb)

<116 116 120 120 to 170



<100 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 126 129 131 134 137 140 142 145 147 150 153 155 158 160

VR(kt IAS) 121 121 124 127 129 132 135 138 140 143 145 148 151 153 156 158

V1(kt IAS) 116 116 116 116 116 116 119 122 124 127 129 132 135 137 140 142

CONF 2CORRECTED

WEIGHT(1 000 lb)

<119 119 120 123.3 123.3 to 170

MTOW(1 000 lb) - 103.3 106.8 123.3 EQUAL TO CORRECTED WEIGHT


<103.3 103.3 105 110 115 120 123.3 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 124 127 130 132 134 135 138 140 143 146 148 151 153 156 158

VR(kt IAS) 118 118 119 122 125 127 129 130 133 135 138 141 143 146 148 151 153

V1(kt IAS) 114 114 114 114 114 114 114 115 118 120 123 126 128 131 133 136 138

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 22/50FCOM ← E to F → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1 000 lb)

<122 122 125 126.7 126.7 to 170

MTOW(1 000 lb) - 103.3 118.4 126.7 EQUAL TO CORRECTED WEIGHT


<103.3 103.3 105 110 115 120 125 126.7 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 123 125 128 131 134 135 137 139 142 144 147 149 152 154 156

VR(kt IAS) 117 117 118 120 123 126 129 130 132 134 137 139 142 144 147 149 151

V1(kt IAS) 113 113 113 113 113 113 113 113 115 117 120 122 125 127 130 132 134

TAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001787.1119001 / 11 MAR 13Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



12.610.6

12.611.2

10.49.8

10.49.8

13.411.3

12.711.3

10.59.6

16.614.4

14.913.5

13.913.0


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 23/50FCOM ← F → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<48.8 48.8 50 52 52 to 78



<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 116 116 121 123 126 128 130 133 135 137 140 142 144 146

CONF 2CORRECTED

WEIGHT(1000 kg)

<49.7 49.7 50 52 53.3 53.3 to 78

MTOW(1000 kg) - 45.3 46 50 53.3 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 53.3 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 132 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 118 118 119 121 124 126 128 129 131 134 136 138 141 143 145 148 150 152 154 156

V1(kt IAS) 114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 134 136 138 140 142

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 24/50FCOM ← F to G → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<49.2 49.2 50 52 53.3 53.3 to 78

MTOW(1000 kg) - 44 46 50 53.3 EQUAL TO CORRECTED WEIGHT


<44 44 46 48 50 52 53.3 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 133 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 130 131 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 140 142

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001788.0369001 / 01 APR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




2 5008 000

3 00010 000

3 50011500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



18.917.3

18.917.3

16.315.4

15.414.6

18.714.7

18.716.6

17.916.9

18.915.4

18.415.7

18.317.0


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 25/50FCOM ← G → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<47.8 47.8 48 48 to 78


ACTUAL WEIGHT(1 000 kg) <46.7 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 117 117 117 120 122 125 127 129 132 134 136 139 141 143 146 148 150 152

CONF 2CORRECTED

WEIGHT(1 000 kg)

<49.5 49.5 50 50 to 78


ACTUAL WEIGHT(1 000 kg) <47 47 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 123 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159

VR(kt IAS) 119 119 120 123 125 128 130 133 135 137 139 142 144 146 149 151 153 155

V1(kt IAS) 115 115 115 115 117 120 122 125 127 129 131 134 136 138 141 143 145 147

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 kg)

<51 51 52 52 to 78


ACTUAL WEIGHT(1 000 kg) <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157

VR(kt IAS) 119 119 122 124 127 129 131 134 136 138 141 143 145 147 149 151 153

V1(kt IAS) 114 114 114 114 117 119 121 124 126 128 131 133 135 137 139 141 143

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001788.0374001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ




2 5008 000

3 00010 000

3 50011500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 700

2 0006 500

2 5008 000and

aboveWeight decrement

(1 000 kg)With clearway

Without clearway

16.814.7

15.914.7

14.513.5

13.012.1

17.415.1

16.315.1

15.915.1

19.016.6

17.316.2

17.316.2


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT (1 000 kg) <47 47 47 to 78

MTOW(1 000 kg) - 47 EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT(1 000 kg) <47 47 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161

VR(kt IAS) 123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

V1(kt IAS) 118 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155

CONF 2CORRECTED

WEIGHT (1 000 kg) <48 48 48 to 78


ACTUAL WEIGHT(1 000 kg) <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158

VR(kt IAS) 121 121 124 126 129 131 133 136 138 140 143 145 147 149 152 154 155

V1(kt IAS) 115 115 118 120 123 125 127 130 132 134 137 139 141 143 146 148 149

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT (1 000 kg) <48 48 48 to 78


ACTUAL WEIGHT(1 000 kg) <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 133 136 138 141 143 145 147 150 152 154 156 158

VR(kt IAS) 121 121 123 126 28 130 133 135 138 140 142 144 147 149 151 153 155

V1(kt IAS) 114 114 116 119 121 123 126 128 131 133 135 137 140 142 144 146 148

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001788.0371001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI





2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and



43.338.2

41.738.2

36.034.0

34.032.2

41.332.5

41.336.6

39.537.3

40.634.0

40.634.7

40.437.5


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1 000 lb)

<102.7 102.7 103.3 103.3 to 170

MTOW(1 000 lb) - 100 103.3 EQUAL TO CORRECTED WEIGHT


< 100 100 103.3 105 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 125 126 129 131 134 137 140 142 145 147 150 153 155 158 160

VR(kt IAS) 122 122 124 125 128 130 133 136 139 141 144 146 149 152 154 157 159

V1(kt IAS) 116 116 116 117 120 122 125 128 131 133 136 138 141 144 146 149 151

CONF 2CORRECTED

WEIGHT(1 000 lb)

<107 107 108.3 108.3 to 170

MTOW(1 000 lb) - 101.7 108.3 EQUAL TO CORRECTED WEIGHT


<101.7 101.7 105 108.3 110 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 124 126 127 130 132 135 138 140 143 146 148 151 153 156 158

VR(kt IAS) 118 118 120 122 123 126 128 131 134 136 139 142 144 147 149 152 154

V1(kt IAS) 114 114 114 114 115 118 120 123 126 128 131 134 136 139 141 144 146

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 30/50FCOM ← G to H → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1 000 lb)

<111.3 111.3 113.3 113.3 to 170

MTOW(1 000 lb) - 103.3 113.3 EQUAL TO CORRECTED WEIGHT


<103.3 103.3 105 110 113.3 115 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 123 125 127 128 131 134 137 139 142 144 147 149 152 154 156

VR(kt IAS) 118 118 119 121 123 124 127 130 133 135 138 140 143 145 148 150 152

V1(kt IAS) 113 113 113 113 113 114 117 120 123 125 128 130 133 135 138 140 142

TAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001788.0814001 / 11 MAR 13Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



19.017.0

19.518.1

18.517.5

17.016.4

19.517.4

19.518.1

18.717.8

20.718.5

20.419.0

20.119.2


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 31/50FCOM ← H → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<46 46 46.7 46.7 to 78

MTOW(1000 kg) - 45 46.7 EQUAL TO CORRECTED WEIGHT


<45 45 46 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

V1(kt IAS) 116 116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 147 149 151 153

CONF 2CORRECTED

WEIGHT(1000 kg)

<46.2 46.2 47 47 to 78

MTOW(1000 kg) - 45.3 47 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 47 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 124 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 119 119 120 121 122 125 127 130 132 135 137 139 142 144 146 149 151 153 155 157

V1(kt IAS) 114 114 114 114 115 118 120 123 125 128 130 132 135 137 139 142 144 146 148 150

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 32/50FCOM ← H to I → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<46.4 46.4 48 48 to 78

MTOW(1000 kg) - 44 48 EQUAL TO CORRECTED WEIGHT


<44 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 117 119 122 124 127 129 131 134 136 138 140 143 145 147 149

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001789.0347001 / 26 NOV 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

‐ Determine maximum takeoff weight on dry runway.‐ Apply the following weight decrement versus takeoff configuration and runway length to determine

a corrected weight.TAKEOFF CONFIGURATION CONF 1 + F CONF 2 CONF. 3


2 5008 000

3 00010 000

3 50011500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and

aboveΔ Weight decrement

(1 000 kg)With clearway

Without clearway

8.66.3

8.56.3

8.57.4

9.89.0

10.57.7

7.45.3

5.64.6

13.19.6

10.37.6

8.26.9


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 33/50FCOM ← I → 30 MAY 13

CONF 1 + F,CORRECTED

WEIGHT(1 000 kg)

<52.7 52.7 54 54 to 78


ACTUALWEIGHT

(1 000 kg)<46.746.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 117 117 117 117 117 117 119 121 124 126 128 131 133 135 138 140 142 144

CONF 2CORRECTED

WEIGHT(1 000 kg)

<54.8 54.8 56 56.7 56.7 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 56.7 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159

VR(kt IAS) 119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154

V1(kt IAS) 115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 kg)

<56.3 56.3 58 58.7 58.7 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 58 58.7 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157

VR(kt IAS) 119 119 122 124 127 129 131 132 134 136 138 141 143 145 147 149 151 153

V1(kt IAS) 114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001789.0352001 / 25 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


a corrected weight.TAKEOFF



2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 700

2 0006 500

2 5008 000and



7.65.5

7.45.5

7.45.5

6.45.5

9.16.8

8.75.7

4.94.1

11.99.5

8.57.9

7.76.6


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1 000 kg)

<51.4 51.4 52 52.7 52.7 to 78

MTOW(1 000 kg) - 46.7 49 52.7 EQUAL TO CORRECTED WEIGHT

ACTUALWEIGHT

(1 000 kg)<46.7 46.7 48 50 52 52.7 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 132 134 136 139 141 143 146 148 150 153 155 157 159 161

VR(kt IAS) 122 122 124 127 129 130 132 134 137 125 141 144 146 148 151 153 155 157 159

V1(kt IAS) 116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143 145

CONF 2CORRECTED

WEIGHT(1 000 kg)

<53.5 53.5 54 55 55 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 127 129 132 133 134 136 139 141 143 146 148 150 152 155 157 158

VR(kt IAS) 119 119 122 124 127 128 129 131 134 136 138 141 143 145 147 150 152 153

V1(kt IAS) 114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 139

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 kg)

<54.8 54.8 56 56.7 56.7 to 78


ACTUALWEIGHT

(1 000 kg)<48 48 50 52 54 56 56.7 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 124 124 126 129 131 133 134 136 138 141 143 145 147 150 152 154 156 158

VR(kt IAS) 120 120 122 125 127 129 130 132 134 137 139 141 143 146 148 150 152 154

V1(kt IAS) 114 114 114 114 114 114 114 116 118 121 123 125 127 130 132 134 136 138

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001789.0349001 / 26 NOV 12Applicable to: PK-GLH, PK-GLI


a corrected weight.TAKEOFF



2 5008 000

3 00010 000

3 50011 500

4 00013 000

andabove

2 0006 500

2 5008 000

3 00010 000

andabove

1 7505 750

2 0006 500

2 5008 000and

aboveΔ Weight decrement

(1 000 lb)With clearway

Without clearway

18.313.3

18.319.9

18.316.4

21.719.9

23.217.0

16.411.7

12.09.8

27.621.2

22.816.8

18.115.3


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1 000 lb)

<114.5114.5 115 118.3 118.3 to 170

MTOW(1 000 lb) - 100 101.8 118.3 EQUAL TO CORRECTED WEIGHT


<100 100 105 110 115 118.3 120 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 126 129 131 133 134 137 140 142 145 147 150 153 155 158 160

VR(kt IAS) 122 122 125 128 130 132 133 136 139 141 144 146 149 152 154 157 159

V1(kt IAS) 116 116 116 116 116 116 117 120 123 125 128 130 133 136 138 141 143

CONF 2CORRECTED

WEIGHT(1 000 lb)

<119 119 120 123.3 123.3 to 170

MTOW(1 000 lb) - 103.3 106.8123.3 EQUAL TO CORRECTED WEIGHT


<103.3103.3 105 110 115 120 123.3 125 130 135 140 145 150 155 160 165 170

V2(kt IAS) 123 123 124 127 130 132 134 135 138 140 143 146 148 151 153 156 158

VR(kt IAS) 118 118 119 122 125 127 129 130 133 135 138 141 143 146 148 151 153

V1(kt IAS) 114 114 114 114 114 114 114 115 118 120 123 126 128 131 133 136 138

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 3CORRECTED

WEIGHT(1 000 lb)

<122 122 125 126.7 126.7 to 170

MTOW(1 000 lb) - 103.3118.4 126.7 EQUAL TO CORRECTED WEIGHT


<103.3103.3 105 110 115 120 125 126.7 130 135 140 145 150 155 160 165 170

V2(kt IAS) 122 122 123 125 128 131 134 135 137 139 142 144 147 149 152 154 156

VR(kt IAS) 118 118 119 121 124 127 130 131 133 135 138 140 143 145 148 150 152

V1(kt IAS) 113 113 113 113 113 113 113 113 115 117 120 122 125 127 130 132 134

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00001789.0786001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



7.95.9

8.57.1

9.58.5

10.29.6

10.78.6

8.57.1

5.54.6

13.811.6

10.89.4

9.48.2


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<49.6 49.6 50 52 53.3 53.3 to 78

MTOW(1000 kg) - 45 46 50 53.3 EQUAL TO CORRECTED WEIGHT


<45 45 46 48 50 52 53.3 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 133 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 128 130 132 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 116 116 117 119 121 124 126 128 131 133 135 138 140 142 144

CONF 2CORRECTED

WEIGHT(1000 kg)

<50.2 50.2 52 54 54 to 78

MTOW(1000 kg) - 45.3 49 53 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 117 117 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155

V1(kt IAS) 114 114 114 114 114 114 114 116 119 121 123 126 128 130 133 135 137 139 141

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 40/50FCOM ← I to J → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<50 50 52 54 55 55 to 78



<44 44 46 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140

TAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00014771.0012001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



8.57.1

8.57.1

9.58.5

10.810.2

10.88.7

9.88.4

7.66.7

12.410.2

11.410.0

10.59.6


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 41/50FCOM ← J → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<51 51 52 54 56 56 to 78



<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141

CONF 2CORRECTED

WEIGHT(1000 kg)

<50.7 50.7 52 54 55 55 to 78

MTOW(1000 kg) - 45.3 481 53 55 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155

V1(kt IAS) 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 42/50FCOM ← J to K → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<51.5 51.5 52 54 56 57.3 57.3 to 78

MTOW(1000 kg) - 44 45 50 54 57.3 EQUAL TO CORRECTED WEIGHT


<44 44 46 48 50 52 54 56 57.3 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 133 135 136 1383 140 143 145 147 149 152 154 156 1581

V1(kt IAS) 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137





25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



11.29.2

10.99.5

9.58.9

9.58.9

12.110.0

10.08.6

9.08.1

14.212.3

13.712.3

12.912.0


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 43/50FCOM ← K → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<45.5 45.5 46 46 to 78



<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

V1(kt IAS) 116 116 116 119 122 124 127 129 131 134 136 138 141 143 145 148 150 152 154

CONF 2CORRECTED

WEIGHT(1000 kg)

<47.7 47.7 48 49.3 49.3 to 78

MTOW(1000 kg) - 45.3 46 49.3 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 49.3 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 127 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 118 118 119 121 123 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156

V1(kt IAS) 114 114 114 114 114 115 117 120 122 125 127 129 132 134 136 139 141 143 145 147

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 44/50FCOM ← K to L → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<47.6 47.6 48 50 50 to 78



<44 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 116 119 121 124 126 128 131 133 135 137 140 142 144 146





25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



14.612.6

18.717.3

20.319.3

22.421.8

18.216.1

18.216.8

20.119.2

19.217.0

20.219.3

20.219.3


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 45/50FCOM ← L → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<45 45 45 to 78

MTOW(1000 kg) - 45 EQUAL TO CORRECTED WEIGHT


<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

V1(kt IAS) 116 116 117 120 123 125 128 130 132 135 137 139 142 144 146 149 151 153 155

CONF 2CORRECTED

WEIGHT(1000 kg)

<45.3 45.3 45.3 to 78

MTOW(1000 kg) - 45.3 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158

V1(kt IAS) 116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 46/50FCOM ← L to M → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<45 45 46 46 to 78



<44 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 119 119 121 124 127 129 132 134 137 139 141 144 146 148 150 153 155 157 159

V1(kt IAS) 114 114 114 117 120 122 125 127 130 132 134 137 139 141 143 146 148 150 152

TAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00014772.0012001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



8.57.1

8.57.1

9.58.5

10.810.2

10.18.2

9.68.2

7.66.7

12.410.2

11.410.0

10.59.6


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 47/50FCOM ← M → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<51 51 52 54 56 56 to 78



<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 121 121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

V1(kt IAS) 116 116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141

CONF 2CORRECTED

WEIGHT(1000 kg)

<52.1 52.1 54 56 57.3 57.3 to 78

MTOW(1000 kg) - 45.3 47 54 57.3 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 56 57.3 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 135 137 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 117 117 118 120 123 125 128 130 132 133 135 137 140 142 144 147 149 151 153 155

V1(kt IAS) 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 48/50FCOM ← M to N → 30 MAY 13

CONF 3CORRECTED

WEIGHT(1000 kg)

<51.5 51.5 52 54 56 57.3 57.3 to 78

MTOW(1000 kg) - 44 48 50 54 57.3 EQUAL TO CORRECTED WEIGHT


<44 44 46 48 50 52 54 56 57.3 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 133 135 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137

TAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAYIdent.: PER-TOF-CTA-40-30-00014775.0012001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY




25008000

300010000

350011500

400013000and

above

22507000

27509000

325010500and

above

20006500

25008000

27509000and



17.015.0

13.912.5

11.911.3

11.911.3

15.113.0

12.811.4

9.99.0

18.616.4

16.314.9

14.313.4


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 49/50FCOM ← N → 30 MAY 13

CONF 1 + FCORRECTED

WEIGHT(1000 kg)

<45 45 45 to 78



<45 45 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

VR(kt IAS) 122 1212 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

V1(kt IAS) 117 117 118 121 124 126 129 131 133 136 138 140 143 145 147 150 152 154 156

CONF 2CORRECTED

WEIGHT(1000 kg)

<45.3 45.3 45.3 to 78

MTOW(1000 kg) - 45.3 EQUAL TO CORRECTED WEIGHT


<45.3 45.3 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160

VR(kt IAS) 120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158

V1(kt IAS) 116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-30 P 50/50FCOM ← N 30 MAY 13

CONF 3CORRECTED

WEIGHT (1000 kg) <44 44 44 to 78



<44 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78

V2(kt IAS) 121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161

VR(kt IAS) 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158

V1(kt IAS) 115 115 117 120 123 125 128 130 133 135 137 140 142 144 146 149 151 153 155

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



EXAMPLE

TAKEOFF PERFORMANCE ON DRY RUNWAYIdent.: PER-TOF-CTA-40-40-00001790.0333001 / 11 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATARunway length : 3 000 m, OAT = 36 °C, no wind, CONF 1+FDetermine maximum takeoff weight on dry runway from RTOW chart (Refer toPER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.

TAKEOFF PERFORMANCE ON DRY RUNWAYIdent.: PER-TOF-CTA-40-40-00001790.0611001 / 11 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATARunway length : 3 000 m, OAT = 36 °C, no wind, CONF 1+FDetermine maximum takeoff weight on dry runway from RTOW chart (Refer toPER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



TAKEOFF PERFORMANCE ON DRY RUNWAYIdent.: PER-TOF-CTA-40-40-00001790.0335001 / 11 DEC 09Applicable to: PK-GLH, PK-GLI

DATARunway length : 10 000 ft, OAT = 36 °C, no wind, CONF 1+FDetermine maximum takeoff weight on dry runway from RTOW chart (Refer toPER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 176 600 lb, V1 = 153 kt, VR = 155 kt, V2 = 157 kt.

TAKEOFF PERFORMANCE ON WET RUNWAYIdent.: PER-TOF-CTA-40-40-00001791.0345001 / 31 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

With no thrust reversers operating and assuming that no clearway was used to compute the dryRTOW chart, use the table Refer to PER-TOF-CTA-40-20 NO THRUST REVERSERS OPERATIVE(NO CLEARWAY).

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-40 P 3/8FCOM ← B → 30 MAY 13

‐ Maximum takeoff weight correction:MTOW = 80 100 - 2 000 = 78 100 kg, V1 = 153 - 14 = 139 kt, VR = 156 - 1 = 155 kt, V2 = 158 - 1 =157 kt.

‐ Flex temperature correction:Assuming an actual takeoff weight of 78 000 kg and an initial flex temperature of 47 °CTOW = 78 000 kg ⇒ Flex temperature = 47 - 5 = 42 °CV1 = 152 - 14 = 138 kt, VR = 154 - 1 = 153 kt, V2 = 156 - 1 = 155 kt.

Check the resulting speeds against the minimum speeds as per procedure Refer toPER-TOF-CTA-40-20 HOW TO PROCEED.

TAKEOFF PERFORMANCE ON WET RUNWAYIdent.: PER-TOF-CTA-40-40-00001791.0352001 / 31 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

With no thrust reversers operating and assuming that no clearway was used to compute the dryRTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

• Maximum takeoff weight correction :MTOW = 80 100 - 900 = 79 200 kg, V1 = 153 - 16 = 137 kt, VR = 156 - 3 = 153 kt, V2 = 158 - 3 =155 kt.

• Flex temperature correction :Assuming an actual takeoff weight of 75 000 kg and an initial flex temperature of 53 °CTOW = 75 000 kg ⇒ Flex temperature = 53 - 3 = 50 °CV1 = 152 - 16 = 136 kt, VR = 153 - 3 = 150 kt, V2 = 154 - 3 = 151 kt.


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-40 P 4/8FCOM ← B to C → 30 MAY 13

TAKEOFF PERFORMANCE ON WET RUNWAYIdent.: PER-TOF-CTA-40-40-00001791.0347001 / 31 MAR 11Applicable to: PK-GLH, PK-GLI

With no thrust reversers operating and assuming that no clearway was used to compute the dryRTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

• Maximum takeoff weight correction :MTOW = 176 600 - 1 400 = 175 200 lb, V1 = 153 - 9 = 144 kt, VR = 155 - 0 = 155 kt, V2 = 157 - 0= 157 kt.

• Flex temperature correction :Assuming an actual takeoff weight of 172 850 lb and an initial flex temperature of 47 °CTOW = 172 850 lb ⇒ Flex temperature = 47 - 2 = 45 °CV1 = 152 - 9 = 145 kt, VR = 154 - 0 = 154 kt, V2 = 156 - 0 = 156 kt.


TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSHIdent.: PER-TOF-CTA-40-40-00001793.0128001 / 11 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATARunway length 3 000 m (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + FDetermine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OFTAKEOFF CHART)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



Maximum takeoff weight on dry runway = 80 300 kgDetermine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the secondline (without clearway).

Corrected weight = 80 300 – 17 300 = 63 000 kgDetermine maximum takeoff weight and associated speeds :

MTOW = 63 000 kgV1 = 135 kt, VR = 143 kt, V2 = 144 kt

TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSHIdent.: PER-TOF-CTA-40-40-00001793.0135001 / 04 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATARunway length 3 000 m (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + FDetermine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OFTAKEOFF CHART)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



Maximum takeoff weight on dry runway = 80 300 kgDetermine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the secondline (without clearway).

Corrected weight = 80 300 – 14 700 = 65 600 kgDetermine maximum takeoff weight and associated speeds :

MTOW = 65 600 kgV1 = 141 kt, VR = 147 kt, V2 = 148 kt

TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSHIdent.: PER-TOF-CTA-40-40-00001793.0130001 / 11 DEC 09Applicable to: PK-GLH, PK-GLI

DATARunway length 10 000 ft (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + FDetermine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OFTAKEOFF CHART)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF


CTV A320 FLEET PER-TOF-CTA-40-40 P 7/8FCOM ← C 30 MAY 13

Maximum takeoff weight on dry runway = 177 000 lbDetermine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the secondline (without clearway).

Corrected weight = 177 000 – 38 200 = 138 800 lbDetermine maximum takeoff weight and associated speeds :

MTOW = 138 800 lbV1 = 135 kt, VR = 144 kt, V2 = 145 kt

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCETAKEOFF



CTV A320 FLEET PER-TOF-CTA-40-40 P 8/8FCOM 30 MAY 13

PERFORMANCE

FLIGHT PLANNING

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEFLIGHT PLANNING


CTV A320 FLEET PER-FPL-PLP-TOC P 1/4FCOM 30 MAY 13

PER-FPL-GEN GENERALPER-FPL-GEN-INT INTRODUCTION

GENERAL................................................................................................................................................................ A

PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTSMINIMUM RECOMMENDED FUEL REQUIREMENTS.......................................................................................... A

PER-FPL-GEN-FPL FLIGHT PLANFLIGHT PLAN..........................................................................................................................................................A

PER-FPL-FLP FLIGHT PREPARATIONPER-FPL-FLP-CAT CALCULATION TABLES

GENERAL................................................................................................................................................................ ACALCULATION TABLE........................................................................................................................................... BEXAMPLE................................................................................................................................................................ C

PER-FPL-FLP-ALT ALTITUDEPER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONS...........................................................................................................................................................ACRUISE LEVEL CHARTS - GENERAL.................................................................................................................. BCRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB.................................................CCRUISE LEVEL CHARTS - BLEED CORRECTIONS............................................................................................DCRUISE LEVEL CHARTS - LONG RANGE SPEED..............................................................................................ECRUISE LEVEL CHARTS - M.78........................................................................................................................... F

PER-FPL-FLP-ALT-20 OPTIMUM ALTITUDE ON SHORT STAGEOPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A

PER-FPL-FLP-ICR INTEGRATED CRUISEPER-FPL-FLP-ICR-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-FPL-FLP-ICR-20 INTEGRATED CRUISE AT A GIVEN MACH NUMBERINTEGRATED CRUISE - M.78 FL290....................................................................................................................AINTEGRATED CRUISE - M.78 FL310....................................................................................................................BINTEGRATED CRUISE - M.78 FL330....................................................................................................................CINTEGRATED CRUISE - M.78 FL350....................................................................................................................DINTEGRATED CRUISE - M.78 FL370....................................................................................................................EINTEGRATED CRUISE - M.78 FL390.................................................................................................................... F


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Continued from the previous pagePER-FPL-FLP-ICR-30 INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED

INTEGRATED CRUISE - LR FL100....................................................................................................................... AINTEGRATED CRUISE - LR FL120....................................................................................................................... BINTEGRATED CRUISE - LR FL150....................................................................................................................... CINTEGRATED CRUISE - LR FL170....................................................................................................................... DINTEGRATED CRUISE - LR FL190....................................................................................................................... EINTEGRATED CRUISE - LR FL210........................................................................................................................FINTEGRATED CRUISE - LR FL230.......................................................................................................................GINTEGRATED CRUISE - LR FL250....................................................................................................................... HINTEGRATED CRUISE - LR FL270.........................................................................................................................IINTEGRATED CRUISE - LR FL290........................................................................................................................ JINTEGRATED CRUISE - LR FL310....................................................................................................................... KINTEGRATED CRUISE - LR FL330........................................................................................................................LINTEGRATED CRUISE - LR FL350.......................................................................................................................MINTEGRATED CRUISE - LR FL370....................................................................................................................... NINTEGRATED CRUISE - LR FL390.......................................................................................................................O

PER-FPL-FLP-ICR-40 CLIMB CORRECTIONCLIMB CORRECTION.............................................................................................................................................A

PER-FPL-FLP-ICR-50 STEP CLIMB CORRECTIONSTEP CLIMB CORRECTION.................................................................................................................................. A

PER-FPL-FLP-ICR-60 DESCENT CORRECTIONDESCENT CORRECTION.......................................................................................................................................A

PER-FPL-FLP-QFP QUICK DETERMINATION OF FLIGHT PLANNINGPER-FPL-FLP-QFP-10 INTRODUCTION

INTRODUCTION......................................................................................................................................................A

PER-FPL-FLP-QFP-20 CORRECTION FOR DEVIATION FROM REFERENCE LANDINGWEIGHT

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT........................................................ A

PER-FPL-FLP-QFP-30 EXAMPLEEXAMPLE................................................................................................................................................................ A

PER-FPL-FLP-QFP-40 FLIGHT PLANNING AT A GIVEN MACH NUMBERFLIGHT PLANNING M.78....................................................................................................................................... A

PER-FPL-FLP-QFP-50 FLIGHT PLANNING AT LONG RANGE SPEEDFLIGHT PLANNING LRC........................................................................................................................................ A


A320FLIGHT CREW

OPERATING MANUAL




Continued from the previous pagePER-FPL-FLP-ALN ALTERNATEPER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE

GENERAL................................................................................................................................................................ ACORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... BALTERNATE PLANNING ISA................................................................................................................................. C

PER-FPL-FLP-FTK FUEL TANKERINGGENERAL................................................................................................................................................................ ACALCULATION........................................................................................................................................................ BFUEL TANKERING TABLES.................................................................................................................................. CEXAMPLE................................................................................................................................................................ D

A320FLIGHT CREW

OPERATING MANUAL





A320FLIGHT CREW

OPERATING MANUAL


GENERAL - INTRODUCTION

CTV A320 FLEET PER-FPL-GEN-INT P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-FPL-GEN-INT-00001836.0001001 / 08 FEB 11Applicable to: ALL

Use this flight planning chapter when no precalculated flight plan is available.It contains the following general graphs and tables :‐ Maximum and optimum cruise altitudes for M .78 and long range speed‐ Optimum altitude on short stage‐ Ground mile to air mile conversion for M .78 and long range speedThe integrated range method includes the following tables :‐ Integrated cruise tables for M .78 for flight levels from FL 290 to FL 390,‐ Integrated cruise tables for long range speed for flight levels from FL 100 to FL 390,‐ Climb, step climb and descent correction tables.These tables allow the flight planning to be done segment by segment.For calculation tables, Refer to PER-FPL-FLP-CAT CALCULATION TABLE. And for acomprehensive example to show how to use them, Refer to PER-FPL-FLP-CAT EXAMPLE.For the quick determination method, Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78 andRefer to PER-FPL-FLP-QFP-50 FLIGHT PLANNING LRC.

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - INTRODUCTION


CTV A320 FLEET PER-FPL-GEN-INT P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS

CTV A320 FLEET PER-FPL-GEN-MFR P 1/2FCOM A → 19 JUL 11

MINIMUM RECOMMENDED FUEL REQUIREMENTSIdent.: PER-FPL-GEN-MFR-00001837.0001001 / 08 FEB 11Applicable to: ALL

The total fuel quantity required to fly a given sector is the sum of the following quantities:TAXI FUEL

Quantity required for startup and taxi. Fuel calculation is based on a consumption of 11.5 kg/min or25 lb/minAverage quantity (12 min) → 140 kg or 300 lb

TRIP FUELFuel required from departure to destination includes the following quantities:‐ Takeoff and climb at selected speed.‐ Cruise at selected speed.‐ Descent from cruising level to 1 500 ft above destination airport.‐ Approach and landing. Fuel calculation is based on a consumption of 20 kg/min or 45 lb/min

Average quantity (6 min IFR) →120 kg or 270 lbRESERVE FUEL

This quantity includes :“EN ROUTE” RESERVE FUEL (CONTINGENCY FUEL)

• According to national regulations and company policy (generally based on a percentage oftrip fuel).

ALTERNATE FUEL• Fuel required to fly from destination to alternate airport.It includes go-around 100 kg or 220 lb, climb to cruising level, cruise at long range speed,descent and approach procedure.80 kg or 180 lb for 4 min VFR

HOLDING FUELCalculation of holding fuel should take into account the altitude of the alternate and the landingweight at the alternate. To use holding charts Refer to PER-HLD-GEN GENERAL.A conservative quantity corresponding to a 30 min holding at 1 500 ft above alternate airportelevation at “green dot” speed in the clean configuration is 1 200 kg or 2 700 lb

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS

CTV A320 FLEET PER-FPL-GEN-MFR P 2/2FCOM ← A 19 JUL 11

APU FUELDuring ground operations, APU fuel consumption is about 130 kg/h or 290 lb/h (Packs ON,90 KVA load on APU GEN).

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - FLIGHT PLAN

CTV A320 FLEET PER-FPL-GEN-FPL P 1/2FCOM A 19 JUL 11

FLIGHT PLANIdent.: PER-FPL-GEN-FPL-00001835.0001001 / 22 MAR 11Applicable to: ALL

When no precalculated flight plan is available, flight planning can be determined by using the tablesgiven in this chapter.Fuel policy will be the same as for precalculated flight plan.The graph on the following page defines the different terms used in this chapter.

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - FLIGHT PLAN


CTV A320 FLEET PER-FPL-GEN-FPL P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL


FLIGHT PREPARATION - CALCULATION TABLES

CTV A320 FLEET PER-FPL-FLP-CAT P 1/22FCOM A → 30 MAY 13

GENERALIdent.: PER-FPL-FLP-CAT-00001795.0001001 / 30 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following tables can be used for the flight planning.The first table allows the planner to calculate fuel and time during cruise, with a possible step climb(Refer to PER-FPL-FLP-CAT CALCULATION TABLE).The second table shows the fuel and time planning for the whole flight plan (Refer toPER-FPL-FLP-CAT CALCULATION TABLE).At the end of the section an example shows how to use both tables for a given mission.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 2/22FCOM ← A → 30 MAY 13

Note: ‐ Differences in fuel consumption during step climb sections will be taken into account inthe calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).

‐ To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer toPER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).

‐ Integrated cruise tables are established for ISA conditions only. Corrections dueto differences from ISA temperature are included in the calculation table (Refer toPER-FPL-FLP-CAT CALCULATION TABLE).

‐ Overhead departure weight is assumed to be equal to weight at brake release.‐ Overhead destination weight must be entered in the calculation table (Refer to

PER-FPL-FLP-CAT CALCULATION TABLE).

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 3/22FCOM ← A → 30 MAY 13

GENERALIdent.: PER-FPL-FLP-CAT-00001795.0002001 / 30 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following tables can be used for the flight planning.The first table allows the planner to calculate fuel and time during cruise, with a possible step climb(Refer to PER-FPL-FLP-CAT CALCULATION TABLE).The second table shows the fuel and time planning for the whole flight plan (Refer toPER-FPL-FLP-CAT CALCULATION TABLE).At the end of the section an example shows how to use both tables for a given mission.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 4/22FCOM ← A 30 MAY 13

Following tables have been calculated using databases for CFM 56–5–B /P SAC. If the engines fittedon the aircraft are not /P, the fuel consumption has to be increased by 3 % .Note: ‐ Differences in fuel consumption during step climb sections will be taken into account in

the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).‐ To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to

PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).‐ Integrated cruise tables are established for ISA conditions only. Corrections due

to differences from ISA temperature are included in the calculation table (Refer toPER-FPL-FLP-CAT CALCULATION TABLE).

‐ Overhead departure weight is assumed to be equal to weight at brake release.‐ Overhead destination weight must be entered in the calculation table (Refer to

PER-FPL-FLP-CAT CALCULATION TABLE).

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 5/22FCOM B → 30 MAY 13

CALCULATION TABLEIdent.: PER-FPL-FLP-CAT-00001796.0001001 / 14 NOV 11Applicable to: ALL

1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ •2 WEIGHT Overhead Destination ▸ •3 - Temperature Correction for CRUISE - •


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 6/22FCOM ← B 30 MAY 13

Continued from the previous page4 + Correction for Low Air Conditioning + •5 - CLIMB correction - •6 + TO Altitude correction + •7 - STEP CLIMB correction - •8 = Corrected Weight Overhead Destination = •9 + DESCENT correction (including 6 min IFR) + •10 (2) Landing Weight at Destination = •11 - ALTERNATE Fuel - •12 = ALTERNATE Landing Weight = •13 - HOLDING - •14 = Weight at END OF HOLDING = •15 TRIP FUEL (1) - (2) • / / / / / / / / / / / / / / /16 - "En Route" Reserve - •17 (3) ZERO FUEL WEIGHT = •18 - OPERATING WEIGHT EMPTY - •19 = Max Allowable Payload = •

BLOCK FUEL CALCULATION20 Required Fuel (1) - (3) ▸ •21 + Taxi + •22 = Block Fuel = •

FLIGHT TIME CALCULATION (H. MIN)23 Time from integrated Cruise Tables ▸ •24 + CLIMB Correction + •25 + DESCENT Correction (including 6 min IFR) + •26 = Flight Time = •

Note: Line 3 : temperature correction :0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM) or0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM)

Line 6 : TO altitude correction :0.5 (kg/1 000 kg /1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft ) or0.5 (lb/1 000 lb /1 000 ft ) × TOW (1 000 lb) × airport elevation (1 000 ft)

Line 10 : Check that landing weight at destination is lower than maximum landingweight.

Line 17 : Check that the zero fuel weight is lower than maximum zero fuel weight.Line 22 : Check that the block fuel value is lower than maximum tank capacity.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 7/22FCOM C → 30 MAY 13

EXAMPLEIdent.: PER-FPL-FLP-CAT-00001797.0046001 / 14 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA‐ TO weight : 72 000 kg‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt (head wind)‐ Selected initial FL : 350‐ Mach number : M .78‐ Temperature : ISA +10

DETERMINATION OF CRUISE FUEL AND TIMEA : Enter the chosen flight Mach number, flight level, ground distance to be covered and

forecast windspeed in the calculation table (See CALCULATION TABLE).Calculate the air distance (Refer to PER-OPD-CON-AEO M.78)here : M .78, 50 kt head wind, 2 000 nm ground distance→ air distance : 2 248 nm

CRUISE TABLE FL350B : Read from integrated cruise table (M .78, FL 350) the values for time and distance for

a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL350) :→ distance : 6 589 nm → time : 879 min

C : Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the valuefor the optimum aircraft weight to proceed to FL 390 → 62 000 kg

D : Enter integrated cruise table (M .78, FL 350) and read the values for a weight of62 000 kg (begin of first step climb)→ distance : 4 703 nm → time : 628 min

E : Calculate the values for the first cruise segment :Fuel : 72 000 – 62 000 = 10 000 kgDistance : 6 589 – 4 703 = 1 886 nmTime : 879 – 628 = 251 minRemaining distance : 2 248 – 1 886 = 362 nm

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 8/22FCOM ← C → 30 MAY 13

CRUISE TABLE FL390F : Read from integrated cruise table (M .78, FL 390) the values for time and distance for

the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL390)→ distance : 5 084 nm → time : 682 min

G : Subtract remaining distance : 5 084 – 362 = 4 722 nmH : Interpolate in integrated cruise table (M .78, FL 390) the weight and time values

corresponding to the distance of 4 722 nm→ weight : 60 200 kg → time : 633 min

I : Calculate values for the second cruise segment :Fuel : 62 000 – 60 200 = 1 800 kgDistance : 5 084– 4 722 = 362 nmTime : 682– 633 = 49 minCrosscheck that remaining air distance equals zero.

J : Fill in the final table with weight overhead departure (72 000 kg) and weight overheaddestination (60 200 kg).

K : Calculate total values :Fuel : 72 000 – 60 200 = 11 800 kgTime : 251 + 49 = 300 min = 5 h

A320FLIGHT CREW

OPERATING MANUAL




DATA‐ TO weight : 72 000 kg‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt‐ Selected first flight level : FL 350‐ M .78‐ Temperature : ISA +10 along the whole flight profile

A320FLIGHT CREW

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‐ Airport elevation : 1 500 ft‐ Normal air conditioning

STEPS1 : Fill in Max TO weight → 72 000 kg2 : Enter the integrated cruise table corresponding to the chosen FL with TO weight at

brake release point and calculate weight overhead destination. (See CALCULATIONTABLE). Fill in → 60 200 kg

3 : Apply temperature correction for given air distance :2 248 nm × 10 °C × 0.015/°C/NM = 337 kg (enter 400 kg into table)

4 : Correction for low air conditioning → here = 05 : Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB

CORRECTION) → 1 050 kg6 : Add TO altitude correction 0.5 × 72 × 1.5 = 54 kg (enter100 kg into table)7 : Subtract value for step climb correction : 50 kg (enter 100 kg into table)8 : Calculate corrected weight overhead destination → 58 700 kg9 : Enter weight overhead destination and find descent correction

(including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) →300 kg

10 : Calculate landing weight at destination → 59 000 kg11 : Subtract alternate fuel, e.g. : 100 nm at FL 100

(Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCEWEIGHT) → 984 kgLanding weight at alternate → 59 000 - 984 = 58 016 kgCorrection due to deviation from reference landing weight at alternate (Refer toPER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 6 × (58.0 - 55) = 18 kgCorrected alternate fuel → 1 002 kg

12 : Calculate alternate landing weight → 58 000 kg13 : Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 1 098 kg14 : Calculate weight at end of holding → 56 200 kg15 : Calculate trip fuel → 13 000 kg16 : Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 650 kg17 : Calculate zero fuel weight → 56 200 kg18-19: Subtract dry operating weight to obtain maximum allowable payload.

A320FLIGHT CREW

OPERATING MANUAL




20-22: Calculate ramp fuel (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUELREQUIREMENTS for taxi fuel).

23-26: Calculate flight time :(See CALCULATION TABLE,Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION,Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION).

1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ 7 2 • 02 WEIGHT Overhead Destination ▸ 6 0 • 23 - Temperature Correction for CRUISE - 0 • 44 + Correction for Low Air Conditioning + 0 • 05 - CLIMB correction - 1 • 16 + TO Altitude correction + 0 • 17 - STEP CLIMB correction - 0 • 18 = Corrected Weight Overhead Destination = 5 8 • 79 + DESCENT correction (including 6 min IFR) + 0 • 310 (2) Landing Weight at Destination = 5 9 • 011 - ALTERNATE Fuel - 1 • 012 = ALTERNATE Landing Weight = 5 8 • 013 - HOLDING - 1 • 114 = Weight at END OF HOLDING = 5 6 • 915 TRIP FUEL (1) - (2) 1 3 • 0 / / / / / / / / / / / / / / /16 - "En Route" Reserve - 0 • 717 (3) ZERO FUEL WEIGHT = 5 6 • 218 - OPERATING WEIGHT EMPTY - 4 1 • 319 = Max Allowable Payload = 1 4 • 9

BLOCK FUEL CALCULATION20 Required Fuel (1) - (3) ▸ 1 5 • 821 + Taxi + 0 • 222 = Block Fuel = 1 6 • 0

FLIGHT TIME CALCULATION (H. MIN)23 Time from integrated Cruise Tables ▸ 5 • 0 024 + CLIMB Correction + 0 • 0 525 + DESCENT Correction (including 6 min IFR) + 0 • 1 026 = Flight Time = 5 • 1 5

A320FLIGHT CREW

OPERATING MANUAL




Note: Line 3 : temperature correction:0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM)

Line 6 : TO altitude correction:0.5 (kg/1 000 kg/1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft).



EXAMPLEIdent.: PER-FPL-FLP-CAT-00001797.0061001 / 14 NOV 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA‐ TO weight : 72 000 kg‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt (head wind)‐ Selected initial FL : 350‐ Mach number : M .78‐ Temperature : ISA +10




a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL350) :→ distance : 5 599 nm → time : 747 min

C : Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the valuefor the optimum aircraft weight to proceed to FL 390 → 62 000 kg

D : Enter integrated cruise table (M .78, FL 350) and read the values for a weight of62 000 kg (begin of first step climb)→ distance : 3 759 nm → time : 502 min

A320FLIGHT CREW

OPERATING MANUAL




E : Calculate the values for the first cruise segment :Fuel : 72 000 – 62 000 = 10 000 kgDistance : 5 599 – 3 759 = 1 840 nmTime : 747 – 502 = 245 minRemaining distance : 2 248 – 1 840 = 408 nm


the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL390)→ distance : 4 050 nm → time : 543 min

G : Subtract remaining distance : 4 050 – 408 = 3 642 nmH : Interpolate in integrated cruise table (M .78, FL 390) the weight and time values

corresponding to the distance of 3 642 nm→ weight : 60 000 kg → time : 489 min

I : Calculate values for the second cruise segment :Fuel : 62 000 – 60 000 = 2 000 kgDistance : 4 050 – 3 642 = 408 nmTime : 543-489 = 54 minCrosscheck that remaining air distance equals zero.

J : Fill in the final table with weight overhead departure (72 000 kg) and weight overheaddestination (60 000 kg).

K : Calculate total values :Fuel : 72 000 – 60 000 = 12 000 kgTime : 245 + 54 = 299 min = 4 h 59 min

A320FLIGHT CREW

OPERATING MANUAL




DATA‐ TO weight : 72 000 kg‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt‐ Selected first flight level : FL 350‐ M .78‐ Temperature : ISA +10 along the whole flight profile

A320FLIGHT CREW

OPERATING MANUAL





STEPS1 : Fill in Max TO weight → 72 000 kg2 : Enter the integrated cruise table corresponding to the chosen FL with TO weight at

brake release point and calculate weight overhead destination. (See CALCULATIONTABLE). Fill in → 60 000 kg

3 : Apply temperature correction for given air distance :2 248 nm × 10 °C × 0.015/°C/NM = 337 kg (enter 400 kg into table)


CORRECTION) → 1 000 kg6 : Add TO altitude correction 0.5 × 72 × 1.5 = 54 kg (enter100 kg into table)7 : Subtract value for step climb correction : 50 kg (enter 100 kg into table)8 : Calculate corrected weight overhead destination → 58 600 kg9 : Enter weight overhead destination and find descent correction

(including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) →200 kg

10 : Calculate landing weight at destination → 58 800 kg11 : Subtract alternate fuel, e.g. : 100 nm at FL 100

(Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 986 kgLanding weight at alternate → 58 800 - 986 = 57 814 kgCorrection due to deviation from reference landing weight at alternate (Refer toPER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCEWEIGHT) → 6 × (57.8 - 55) = 16.8 kgCorrected alternate fuel → 1 003 kg

12 : Calculate alternate landing weight → 57 800 kg13 : Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 1 094 kg14 : Calculate weight at end of holding → 56 700 kg15 : Calculate trip fuel → 13 200 kg16 : Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 660 kg17 : Calculate zero fuel weight → 56 000 kg18-19: Subtract dry operating weight to obtain maximum allowable payload.

A320FLIGHT CREW

OPERATING MANUAL






1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ 7 2 • 02 WEIGHT Overhead Destination ▸ 6 0 • 03 - Temperature Correction for CRUISE - 0 • 44 + Correction for Low Air Conditioning + 0 • 05 - CLIMB correction - 1 • 06 + TO Altitude correction + 0 • 17 - STEP CLIMB correction - 0 • 18 = Corrected Weight Overhead Destination = 5 8 • 69 + DESCENT correction (including 6 min IFR) + 0 • 210 (2) Landing Weight at Destination = 5 8 • 811 - ALTERNATE Fuel - 1 • 012 = ALTERNATE Landing Weight = 5 7 • 813 - HOLDING - 1 • 114 = Weight at END OF HOLDING = 5 6 • 715 TRIP FUEL (1) - (2) 1 3 • 2 / / / / / / / / / / / / / / /16 - "En Route" Reserve - 0 • 717 (3) ZERO FUEL WEIGHT = 5 6 • 018 - OPERATING WEIGHT EMPTY - 4 1 • 319 = Max Allowable Payload = 1 4 • 7



A320FLIGHT CREW

OPERATING MANUAL




Note: Line 3 : temperature correction:0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM)

Line 6 : TO altitude correction:0.5 (kg/1 000 kg/1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft).



EXAMPLEIdent.: PER-FPL-FLP-CAT-00001797.0062001 / 14 NOV 11Applicable to: PK-GLH, PK-GLI

DATA‐ TO weight : 150 000 lb‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt (head wind)‐ Selected initial : FL350‐ Mach number : M .78‐ Temperature : ISA +10




a weight of 150 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL350) :→ distance : 4 596 nm → time : 613 min

C : Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the valuefor the optimum aircraft weight to proceed to FL 390 → 136 000 lb

D : Enter integrated cruise table (M .78, FL 350) and read the values for a weight of136 000 lb (begin of first step climb)→ distance : 3 398 nm → time : 453 min

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E : Calculate the values for the first cruise segment :Fuel : 150 000 – 136 000 = 14 000 lbDistance : 4 596 – 3 398 = 1 198 nmTime : 613 – 453 = 160 minRemaining distance : 2 248 – 1 198 = 1 050 nm


the weight of 130 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78FL390)→ distance : 3 654 nm → time : 490 min

G : Subtract remaining distance : 3 654 – 1 050 = 2 604 nmH : Interpolate in integrated cruise table (M .78, FL 390) the weight and time values

corresponding to the distance of 2 604 nm→ weight : 124 800 lb → time : 350 min

I : Calculate values for the second cruise segment :Fuel : 136 000 – 124 800 = 11 200 lbDistance : 3 654 – 2 604 = 1 050 nmTime : 490 – 350 = 140 minCrosscheck that remaining air distance equals zero.

J : Fill in the final table with weight overhead departure (150 000 lb) and weight overheaddestination (124 800 lb).

K : Calculate total values :Fuel : 150 000 – 124 800 = 25 200 lbTime : 160 + 140 = 300 min = 5 h

A320FLIGHT CREW

OPERATING MANUAL




DATA‐ TO weight : 150 000 lb‐ Ground distance to destination : 2 000 nm‐ Wind : –50 kt (headwind)‐ Selected first flight level : FL 350‐ M .78‐ Temperature : ISA +10 along the whole flight profile

A320FLIGHT CREW

OPERATING MANUAL





STEPS1 : Fill in Max TO weight → 150 000 lb2 : Enter the integrated cruise table corresponding to the chosen FL with TO weight at

brake release point and calculate weight overhead destination. (See CALCULATIONTABLE). Fill in → 124 800 lb

3 : Apply temperature correction for given air distance :2 248 nm × 10 °C × 0.033/°C/NM = 742 lb (enter 800 lb into table)


CORRECTION) → 2 100 lb6 : Add TO altitude correction 0.5 × 150 × 1.5 = 112.5 lb (enter 100 lb into table)7 : Subtract value for step climb correction : 110 lb (enter 100 lb into table)8 : Calculate corrected weight overhead destination → 121 900 lb9 : Enter weight overhead destination and find descent correction

(including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) →300 lb

10 : Calculate landing weight at destination → 122 200 lb11 : Subtract alternate fuel, e.g. : 100 nm at FL 100

(Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCEWEIGHT) → 2 168 lbLanding weight at alternate → 122 200 - 2 168 = 120 032 lbCorrection due to deviation from reference landing weight at alternate (Refer toPER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 6 × (120.0 - 120) = 0 lbCorrected alternate fuel → 2 168 lb

12 : Calculate alternate landing weight → 120 000 lb13 : Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 2 293 lb14 : Calculate weight at end of holding → 117 800 lb15 : Calculate trip fuel → 27 800 lb16 : Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 1 400 lb17 : Calculate zero fuel weight → 116 400 lb18-19: Subtract dry operating weight to obtain maximum allowable payload.

A320FLIGHT CREW

OPERATING MANUAL






1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ 1 5 0 • 02 WEIGHT Overhead Destination ▸ 1 2 4 • 83 - Temperature Correction for CRUISE - 0 • 84 + Correction for Low Air Conditioning + 0 • 05 - CLIMB correction - 2 • 16 + TO Altitude correction + 0 • 17 - STEP CLIMB correction - 0 • 18 = Corrected Weight Overhead Destination = 1 2 1 • 99 + DESCENT correction (including 6 min IFR) + 0 • 310 (2) Landing Weight at Destination = 1 2 2 • 211 - ALTERNATE Fuel - 2 • 212 = ALTERNATE Landing Weight = 1 2 0 • 013 - HOLDING - 2 • 314 = Weight at END OF HOLDING = 1 1 7 • 715 TRIP FUEL (1) - (2) 2 7 • 8 / / / / / / / / / / / / / / /16 - "En Route" Reserve - 1 • 417 (3) ZERO FUEL WEIGHT = 1 1 6 • 318 - OPERATING WEIGHT EMPTY - 9 0 • 419 = Max Allowable Payload = 2 5 • 9



A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-CAT P 22/22FCOM ← C 30 MAY 13

Note: Line 3 : temperature correction :0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM)

Line 6 : TO altitude correction :0.5 (lb/1 000 lb/1 000 ft) × TOW (1 000 lb) × airport elevation (1 000 ft).



A320FLIGHT CREW

OPERATING MANUAL


FLIGHT PREPARATION - ALTITUDE

CTV A320 FLEET PER-FPL-FLP-ALT-10 P 1/2FCOM A to E 13 NOV 12

OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONSIdent.: PER-FPL-FLP-ALT-10-00001798.0001001 / 03 MAR 11Applicable to: ALL

• Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram(pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA.

• Maximum altitude is defined as the lower of :‐ maximum altitude at maximum cruise thrust in level flight and‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed.

Note: Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-40-30Other Computations - Recommended Maximum Altitude (REC MAX)).

CRUISE LEVEL CHARTS - GENERALIdent.: PER-FPL-FLP-ALT-10-00013087.0001001 / 09 MAR 11Applicable to: ALL

These charts have been established for a center of gravity at 33 % MAC.Maximum and optimum altitudes are given for different temperatures at long range speed and M 78.Note: The n = 1.3 g (1.4 g) curve indicates the buffet margin.

CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMBIdent.: PER-FPL-FLP-ALT-10-00012768.0040001 / 01 OCT 12Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET STEPCLIMB.

CRUISE LEVEL CHARTS - BLEED CORRECTIONSIdent.: PER-FPL-FLP-ALT-10-00012769.0028001 / 01 OCT 12Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS BLEED CORRECTIONS.

CRUISE LEVEL CHARTS - LONG RANGE SPEEDIdent.: PER-FPL-FLP-ALT-10-00012771.0092001 / 01 OCT 12Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS LONG RANGE SPEED.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ALT-10 P 2/2FCOM F 13 NOV 12

CRUISE LEVEL CHARTS - M.78Ident.: PER-FPL-FLP-ALT-10-00012770.0037001 / 01 OCT 12Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS M.78.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ALT-20 P 1/2FCOM A 13 NOV 12

OPTIMUM ALTITUDE ON SHORT STAGE

OPTIMUM ALTITUDE ON SHORT STAGEIdent.: PER-FPL-FLP-ALT-20-00001800.0015001 / 01 OCT 12Applicable to: ALL

Refer to PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE.

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-FPL-FLP-ALT-20 P 2/2FCOM 13 NOV 12

A320FLIGHT CREW

OPERATING MANUAL


FLIGHT PREPARATION - INTEGRATED CRUISE

CTV A320 FLEET PER-FPL-FLP-ICR-10 P 1/2FCOM A 30 MAY 13

GENERAL

GENERALIdent.: PER-FPL-FLP-ICR-10-00001801.0001001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise timerequired to cover a given air distance.In the tables, the difference between two gross weights represents the fuel consumption. Thedifference between the corresponding distances and times respectively represents the cruisedistance covered and the cruise time for this fuel consumption.Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for longrange speed at fixed levels from FL 100 to FL 390.Corrections are given on separate tables to allow for step climbs and to take into account the climband the descent phases.

GENERALIdent.: PER-FPL-FLP-ICR-10-00001801.0002001 / 02 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise timerequired to cover a given air distance.In the tables, the difference between two gross weights represents the fuel consumption. Thedifference between the corresponding distances and times respectively represents the cruisedistance covered and the cruise time for this fuel consumption.Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for longrange speed at fixed levels from FL 100 to FL 390.Corrections are given on separate tables to allow for step climbs and to take into account the climband the descent phases.Following tables have been calculated using databases for CFM 56-5-B /P. If the engines fitted onthe aircraft are not /P, the fuel consumption has to be increased by 3 %.

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-FPL-FLP-ICR-10 P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 1/18FCOM A → 30 MAY 13

INTEGRATED CRUISE AT A GIVEN MACH NUMBER

INTEGRATED CRUISE - M.78 FL290Ident.: PER-FPL-FLP-ICR-20-00001802.0012001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 2/18FCOM ← A → 30 MAY 13

INTEGRATED CRUISE - M.78 FL290Ident.: PER-FPL-FLP-ICR-20-00001802.0026001 / 29 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 3/18FCOM ← A 30 MAY 13

INTEGRATED CRUISE - M.78 FL290Ident.: PER-FPL-FLP-ICR-20-00001802.0027001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 4/18FCOM B → 30 MAY 13

INTEGRATED CRUISE - M.78 FL310Ident.: PER-FPL-FLP-ICR-20-00001803.0026001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 5/18FCOM ← B → 30 MAY 13


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OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 6/18FCOM ← B 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 7/18FCOM C → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 8/18FCOM ← C → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 9/18FCOM ← C 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 10/18FCOM D → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 11/18FCOM ← D → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 12/18FCOM ← D 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 13/18FCOM E → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 14/18FCOM ← E → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 15/18FCOM ← E 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-20 P 16/18FCOM F → 30 MAY 13


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OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 17/18FCOM ← F → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-20 P 18/18FCOM ← F 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL




INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED

INTEGRATED CRUISE - LR FL100Ident.: PER-FPL-FLP-ICR-30-00001808.0026001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




INTEGRATED CRUISE - LR FL100Ident.: PER-FPL-FLP-ICR-30-00001808.0012001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




INTEGRATED CRUISE - LR FL100Ident.: PER-FPL-FLP-ICR-30-00001808.0027001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-30 P 4/46FCOM B → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-30 P 5/46FCOM ← B → 30 MAY 13


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OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ICR-30 P 6/46FCOM ← B 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 7/46FCOM C → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 8/46FCOM ← C → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 9/46FCOM ← C 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 10/46FCOM D → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 11/46FCOM ← D → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 12/46FCOM ← D 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 13/46FCOM E → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 14/46FCOM ← E → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 15/46FCOM ← E 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 16/46FCOM F → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 17/46FCOM ← F → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 18/46FCOM ← F 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 19/46FCOM G → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 20/46FCOM ← G → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 21/46FCOM ← G 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 22/46FCOM H → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 23/46FCOM ← H → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 24/46FCOM ← H 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 25/46FCOM I → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 26/46FCOM ← I → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 27/46FCOM ← I 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 28/46FCOM J → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 29/46FCOM ← J → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 30/46FCOM ← J 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 31/46FCOM K → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 32/46FCOM ← K → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 33/46FCOM ← K 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 34/46FCOM L → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 35/46FCOM ← L → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 36/46FCOM ← L 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 37/46FCOM M → 30 MAY 13


A320FLIGHT CREW

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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 38/46FCOM ← M → 30 MAY 13


A320FLIGHT CREW

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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 39/46FCOM ← M 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 40/46FCOM N → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 41/46FCOM ← N → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 42/46FCOM ← N 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 43/46FCOM O → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 44/46FCOM ← O → 30 MAY 13


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CTV A320 FLEET PER-FPL-FLP-ICR-30 P 45/46FCOM ← O 30 MAY 13


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CLIMB CORRECTION

CLIMB CORRECTIONIdent.: PER-FPL-FLP-ICR-40-00012999.0027001 / 18 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The planner must correct the values for the fuel and the time obtained from the integrated cruisetables with the numbers given in the following tables. The tables which are established for M .78 andlong range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.M .78 AND LONG RANGE SPEED

CORRECTION ON FUEL CONSUMPTION (1 000 KG)WEIGHT AT BRAKE RELEASE (1 000 KG)FL 50 54 58 62 66 70 74 78

TimeCorrection

390 0.8 0.8 0.9 0.9 - - - - 4 min370 0.8 0.8 0.9 0.9 0.9 1.0 - - 4 min350 0.7 0.8 0.8 0.9 0.9 1.0 1.0 1.1 5 min330 0.7 0.7 0.8 0.8 0.9 0.9 1.0 1.0 5 min310 0.6 0.7 0.7 0.8 0.8 0.9 0.9 1.0 5 min290 0.6 0.7 0.7 0.7 0.8 0.8 0.9 0.9 5 min270 0.6 0.6 0.7 0.7 0.7 0.8 0.8 0.9 5 min250 0.5 0.6 0.6 0.6 0.7 0.7 0.8 0.8 5 min200 0.4 0.5 0.5 0.5 0.6 0.6 0.6 0.7 5 min150 0.3 0.4 0.4 0.4 0.5 0.5 0.5 0.6 4 min100 0.2 0.3 0.3 0.3 0.3 0.4 0.4 0.4 3 min

CLIMB CORRECTIONIdent.: PER-FPL-FLP-ICR-40-00012999.0011001 / 18 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The planner must correct the values for the fuel and the time obtained from the integrated cruisetables with the numbers given in the following tables. The tables which are established for M .78 andlong range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.

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M .78 AND LONG RANGE SPEEDCORRECTION ON FUEL CONSUMPTION (1 000 KG)

WEIGHT AT BRAKE RELEASE (1 000 KG)FL 50 54 58 62 66 70 74 78Time

Correction390 0.8 0.9 0.9 1.0 - - - - 4 min370 0.8 0.9 0.9 1.0 1.0 1.0 - - 4 min350 0.8 0.8 0.9 0.9 1.0 1.0 1.1 - 5 min330 0.7 0.8 0.8 0.9 0.9 1.0 1.0 1.1 5 min310 0.7 0.8 0.8 0.9 0.9 0.9 1.0 1.1 5 min290 0.7 0.7 0.8 0.8 0.9 0.9 1.0 1.0 5 min270 0.6 0.7 0.7 0.8 0.8 0.9 0.9 1.0 5 min250 0.6 0.6 0.7 0.7 0.7 0.8 0.9 0.9 5 min200 0.5 0.5 0.6 0.6 0.6 0.7 0.7 0.8 5 min150 0.4 0.4 0.5 0.5 0.5 0.6 0.6 0.6 4 min100 0.3 0.3 0.3 0.4 0.4 0.4 0.4 0.5 3 min

CLIMB CORRECTIONIdent.: PER-FPL-FLP-ICR-40-00012999.0028001 / 18 FEB 11Applicable to: PK-GLH, PK-GLI

The planner must correct the values for the fuel and the time obtained from the integrated cruisetables with the numbers given in the following tables. The tables which are established for M .78 andlong range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.M .78 AND LONG RANGE SPEED

CORRECTION ON FUEL CONSUMPTION (1 000 LB)WEIGHT AT BRAKE RELEASE (1 000 LB)FL 110 120 130 140 150 160 170

TimeCorrection

390 1.7 1.9 2.0 2.1 - - - 4 min370 1.7 1.8 1.9 2.0 2.1 - - 4 min350 1.6 1.7 1.8 2.0 2.1 2.2 2.3 4 min330 1.5 1.6 1.7 1.9 2.0 2.1 2.2 5 min310 1.4 1.5 1.7 1.8 1.9 2.0 2.2 5 min290 1.4 1.5 1.6 1.7 1.8 1.9 2.1 5 min270 1.2 1.4 1.5 1.6 1.7 1.8 1.9 5 min250 1.2 1.3 1.4 1.5 1.6 1.7 1.8 5 min200 1.0 1.0 1.1 1.2 1.3 1.4 1.5 4 min


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Continued from the previous pageCORRECTION ON FUEL CONSUMPTION (1 000 LB)

WEIGHT AT BRAKE RELEASE (1 000 LB)FL 110 120 130 140 150 160 170Time

Correction150 0.8 0.8 0.9 1.0 1.0 1.1 1.2 4 min100 0.5 0.6 0.6 0.7 0.7 0.8 0.9 3 min

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CTV A320 FLEET PER-FPL-FLP-ICR-50 P 1/2FCOM A 30 MAY 13

STEP CLIMB CORRECTION

STEP CLIMB CORRECTIONIdent.: PER-FPL-FLP-ICR-50-00001825.0001001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply acorrection of 50 kg per step climb to the fuel consumption.

STEP CLIMB CORRECTIONIdent.: PER-FPL-FLP-ICR-50-00001825.0020001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply acorrection of 110 lb per step climb to the fuel consumption.

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DESCENT CORRECTION

DESCENT CORRECTIONIdent.: PER-FPL-FLP-ICR-60-00001826.0024001 / 08 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Correct the fuel and time values determined in the integrated cruise tables as follows to take intoaccount the descent down to 1 500 ft followed by a 6 min IFR approach and landing.

CORRECTION ON FUEL CONSUMPTION (1 000 kg)WEIGHT OVERHEAD DESTINATION (1 000 kg)FL 46 50 54 58 62 66 70 Time Correction

390 0.1 0.1 0.2 0.2 0.2 0.3 - 10 min370 0.1 0.1 0.1 0.2 0.2 0.3 0.3 10 min350 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min330 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min310 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min290 0.1 0.1 0.1 0.2 0.2 0.2 0.2 10 min270 0.1 0.1 0.1 0.1 0.2 0.2 0.2 10 min250 0.1 0.1 0.1 0.1 0.2 0.2 0.2 10 min200 0 0.1 0.1 0.1 0.1 0.1 0.2 10 min150 0 0 0.1 0.1 0.1 0.1 0.1 9 min100 0 0 0 0 0 0.1 0.1 8 min

DESCENT CORRECTIONIdent.: PER-FPL-FLP-ICR-60-00001826.0010001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


CORRECTION ON FUEL CONSUMPTION (1 000 kg)WEIGHT OVERHEAD DESTINATION (1 000 kg)FL 46 50 54 58 62 66 70 Time Correction

390 0.2 0.2 0.2 0.3 0.3 - - 10 min370 0.2 0.2 0.2 0.2 0.3 0.3 0.4 10 min350 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min330 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min310 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min


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Continued from the previous pageCORRECTION ON FUEL CONSUMPTION (1 000 kg)

WEIGHT OVERHEAD DESTINATION (1 000 kg)FL 46 50 54 58 62 66 70 Time Correction

290 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min270 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min250 0.2 0.2 0.2 0.2 0.3 0.3 0.3 11 min200 0.2 0.2 0.2 0.2 0.3 0.3 0.3 10 min150 0.1 0.2 0.2 0.2 0.2 0.2 0.2 10 min100 0.1 0.1 0.1 0.1 0.1 0.2 0.2 9 min

DESCENT CORRECTIONIdent.: PER-FPL-FLP-ICR-60-00001826.0025001 / 08 FEB 11Applicable to: PK-GLH, PK-GLI


CORRECTION ON FUEL CONSUMPTION (1 000 lb)WEIGHT OVERHEAD DESTINATION (1 000 lb)FL 100 110 120 130 140 150 Time Correction

390 0.2 0.3 0.3 0.5 0.5 - 10 min370 0.2 0.2 0.3 0.4 0.5 0.6 10 min350 0.2 0.2 0.3 0.4 0.5 0.6 10 min330 0.1 0.2 0.3 0.4 0.4 0.5 10 min310 0.2 0.2 0.3 0.4 0.4 0.5 10 min290 0.2 0.2 0.3 0.4 0.4 0.5 10 min270 0.1 0.2 0.3 0.3 0.4 0.5 10 min250 0.1 0.2 0.2 0.3 0.4 0.4 10 min200 0.1 0.1 0.2 0.2 0.3 0.3 10 min150 0 0.1 0.1 0.2 0.2 0.2 9 min100 0 0 0 0.1 0.1 0.1 8 min

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FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING

CTV A320 FLEET PER-FPL-FLP-QFP-10 P 1/4FCOM A → 30 MAY 13

INTRODUCTION

INTRODUCTIONIdent.: PER-FPL-FLP-QFP-10-00001827.0001001 / 25 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following flight planning tables allow the planner to determine trip fuel consumption and trip timerequired to cover a given air distance.These tables are established for:‐ Takeoff‐ Climb profile 250 kt/300 kt/M 0.78‐ Cruise Mach number M 0.78/LR‐ Descent profile M 0.78/300 kt/250 kt‐ Approach and landing 120 kg - 6 min IFR‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFThey are based upon a reference landing weight of 55 000 kg.Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach

the corresponding FL.2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the

flight has to be selected in the table.3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/°C/NM)

× ΔISA (°C) × Air Distance (NM).

INTRODUCTIONIdent.: PER-FPL-FLP-QFP-10-00001827.0003001 / 02 MAY 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following flight planning tables allow the planner to determine trip fuel consumption and trip timerequired to cover a given air distance.These tables are established for:‐ Takeoff‐ Climb profile 250 kt/300 kt/M 0.78‐ Cruise Mach number M 0.78/LR‐ Descent profile M 0.78/300 kt/250 kt‐ Approach and landing 120 kg - 6 min IFR

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CTV A320 FLEET PER-FPL-FLP-QFP-10 P 2/4FCOM ← A → 30 MAY 13

‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFThey are based upon a reference landing weight of 55 000 kg and have been calculated usingdatabases for CFM 56–5–B/P. If the engines fitted on the aircraft are neither /P, nor /3, the fuelconsumption has to be increased by 3 %.Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach

the corresponding FL.2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the

flight has to be selected in the table.3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/°C/NM)

× ΔISA (°C) × Air Distance (NM).

INTRODUCTIONIdent.: PER-FPL-FLP-QFP-10-00001827.0004001 / 02 MAY 12Applicable to: PK-GLH, PK-GLI

The following flight planning tables allow the planner to determine trip fuel consumption and trip timerequired to cover a given air distance.These tables are established for:‐ Takeoff‐ Climb profile 250 kt/300 kt/M 0.78‐ Cruise Mach number M 0.78/LR‐ Descent profile M 0.78/300 kt/250 kt‐ Approach and landing 270 lb - 6 min IFR‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFThey are based upon a reference landing weight of 120 000 lb and have been calculated usingdatabases for CFM 56–5–B /P. If the engines fitted on the aircraft are neither /P, nor /3, the fuelconsumption has to be increased by 3 %.

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CTV A320 FLEET PER-FPL-FLP-QFP-10 P 3/4FCOM ← A 30 MAY 13

Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reachthe corresponding FL.

2. To obtain a flight plan at optimum cruise level, the highest flight level desired within theflight has to be selected in the table.

3. For each degree Celcius above ISA temperature apply fuel correction 0.033 (lb/°C/NM) ×ΔISA (°C) × Air Distance (NM).

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CTV A320 FLEET PER-FPL-FLP-QFP-10 P 4/4FCOM 30 MAY 13

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CTV A320 FLEET PER-FPL-FLP-QFP-20 P 1/2FCOM A 30 MAY 13

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHTIdent.: PER-FPL-FLP-QFP-20-00001828.0001001 / 03 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

The fuel consumption must be corrected when the actual landing weight is different from thereference landing weight.If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in thecorrection part of the table per 1 000 kg below (or above) the reference landing weight.

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHTIdent.: PER-FPL-FLP-QFP-20-00001828.0002001 / 03 MAR 11Applicable to: PK-GLH, PK-GLI

The fuel consumption must be corrected when the actual landing weight is different from thereference landing weight.If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in thecorrection part of the table per 1 000 lb below (or above) the reference landing weight.

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EXAMPLE

EXAMPLEIdent.: PER-FPL-FLP-QFP-30-00001829.0023001 / 03 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following is an example of a complete flight plan based on the assumptions:‐ Zero fuel weight: 60 000 kg = landing weight at alternate airport‐ Cruise M .78 at FL 370‐ Ground distance from departure to destination: 1 800 nm‐ Average wind during flight: -40 kt (headwind)‐ ISA conditions‐ “En route” reserve: 5 %‐ Ground distance from destination to alternate: 200 nm, no wind at FL 200To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight atalternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of thecalculation to be performed).1. Alternate fuel and time

‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA;Alternate time = 40 minAlternate fuel : 1 559 + 11 × (60 – 55) = 1 614 kg

2. Holding fuel and time‐ A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT

SPEED), holding fuel = 1 300 kg3. At destination, the landing weight = 60 000 + 1 614 + 1 300 = 62 914 kg4. Evaluation of the air distance between departure and destination.

‐ The “Ground distance/Air distance” conversion table (Refer to PER-OPD-CON-AEO M.78)shows that the corresponding air distance is: 1 975 nm.

5. Trip fuel and time

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‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNINGM.78), read the corresponding values of fuel consumption and time, for the reference landingweight and without deviation from ISA.Fuel = 10 478 kgTime = 4 h 37 min

‐ Correction for landing weightΔ fuelconsumption

= 146 × (62.914 – 55) = 1 155 kg

Trip reserves(5 %)

= 0.05 × (10 478 + 1 155) = 582 kg

6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUELREQUIREMENTS)

7. Total fuel on board (Block fuel):10 478 + 1 155 + 582 + 1 300 + 1 614 + 140 = 15 269 kg

EXAMPLEIdent.: PER-FPL-FLP-QFP-30-00001829.0022001 / 21 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following is an example of a complete flight plan based on the assumptions:‐ Zero fuel weight: 60 000 kg = landing weight at alternate airport‐ Cruise M .78 at FL 370‐ Ground distance from departure to destination: 1 800 nm‐ Average wind during flight: -40 kt (headwind)‐ ISA conditions‐ “En route” reserve: 5 %‐ Ground distance from destination to alternate: 200 nm, no wind at FL 200To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight atalternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of thecalculation to be performed).1. Alternate fuel and time

‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ;Alternate time : 38 minAlternate fuel : 1 573 + 9 × (60 – 55) = 1 618 kg

2. Holding fuel and time‐ A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT

SPEED), holding fuel = 1 090 kg

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3. At destination, the landing weight = 60 000 + 1 618 + 1 090 = 62 708 kg4. Evaluation of the air distance between departure and destination.


5. Trip fuel and time‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING

M.78), read the corresponding values of fuel consumption and time, for the reference landingweight and without deviation from ISA.Fuel : 10 205 kgTime = 4 h 37 min


: 146 × (62.7 – 55) = 1 124 kg

Trip reserves(5 %)

: 0.05 × (10 205 + 1 124) = 567 kg

6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUELREQUIREMENTS)

7. Total fuel on board (Block fuel) :10 205 + 1 124 + 567 + 1 090 + 1 618 + 140 = 14 744 kg

EXAMPLEIdent.: PER-FPL-FLP-QFP-30-00001829.0029001 / 22 MAR 11Applicable to: PK-GLH, PK-GLI

The following is an example of a complete flight plan based on the assumptions :‐ Zero fuel weight : 130 000 lb = landing weight at alternate airport‐ Cruise M .78 at FL 370‐ Ground distance from departure to destination : 1 800 nm‐ Average wind during flight : -40 kt (headwind)‐ ISA conditions‐ “En route” reserve : 5 %‐ Ground distance from destination to alternate : 200 nm, no wind at FL 200To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight atalternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of thecalculation to be performed).1. Alternate fuel and time

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‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ;Alternate time : 40 minAlternate fuel : 3 426 + 10 × (130 – 120) = 3 526 lb

2. Holding fuel and time‐ A 30 min holding is assumed at 1 500 ft. (Refer to PER-HLD-HLD CONF 0 - GREEN DOT

SPEED), holding fuel = 2 451 lb3. At destination, the landing weight = 130 000 + 3 526 + 2 451 = 135 977 lb4. Evaluation of the air distance between departure and destination.


5. Trip fuel and time‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING

M.78), read the corresponding values of fuel consumption and time, for the reference landingweight and without deviation from ISA.Fuel : 22 995 lbTime = 4 h 38 min


: 144 × (136.977 – 120) = 2 317 lb

Trip reserves(5 %)

: 0.05 × (22 995 + 2 317) = 1 266 lb

6. Taxi fuel = 300 lb (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUELREQUIREMENTS)

7. Total fuel on board (Block fuel) :22 995 + 2 317 + 1 266 + 2 451 + 3 526 + 300 = 32 855 lb

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FLIGHT PLANNING AT A GIVEN MACH NUMBER

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FLIGHT PLANNING M.78Ident.: PER-FPL-FLP-QFP-40-00001830.0024001 / 25 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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FLIGHT PLANNING M.78Ident.: PER-FPL-FLP-QFP-40-00001830.0012001 / 25 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

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FLIGHT PLANNING M.78Ident.: PER-FPL-FLP-QFP-40-00001830.0025001 / 25 FEB 11Applicable to: PK-GLH, PK-GLI

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FLIGHT PLANNING AT LONG RANGE SPEED

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FLIGHT PLANNING LRCIdent.: PER-FPL-FLP-QFP-50-00001831.0012001 / 17 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

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FLIGHT PLANNING LRCIdent.: PER-FPL-FLP-QFP-50-00001831.0071001 / 17 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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FLIGHT PLANNING LRCIdent.: PER-FPL-FLP-QFP-50-00001831.0072001 / 17 MAR 11Applicable to: PK-GLH, PK-GLI

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FLIGHT PREPARATION - ALTERNATE

CTV A320 FLEET PER-FPL-FLP-ALN-20 P 1/8FCOM A → 30 MAY 13

ALL ENGINES OPERATIVE

GENERALIdent.: PER-FPL-FLP-ALN-20-00001832.0008001 / 02 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The alternate planning tables enable the flight crew to determine the fuel consumption and timerequired to cover a given air distance from go-around at destination airport to landing at alternateairport.These tables are established for:‐ Go-around: 100 kg or 220 lb‐ Climb profile: 250 kt/300 kt/M .78‐ Long range speed‐ Descent profile: M .78/300 kt/250 kt‐ Approach and landing at alternate airport: 80 kg or 180 lb (4 min)‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFNote: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach

the corresponding flight level.2. The flight level shown on the top of each column is the final flight level.3. For each degree Celsius above ISA temperature apply a fuel correction of

0.015 (kg/°C/NM) × ΔISA (°C) × Air distance (NM)or 0.033 (lb/°C/NM) × ΔISA (°C) × Air distance (NM)

GENERALIdent.: PER-FPL-FLP-ALN-20-00001832.0009001 / 02 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The alternate planning tables enable the flight crew to determine the fuel consumption and timerequired to cover a given air distance from go-around at destination airport to landing at alternateairport.These tables are established for:‐ Go-around: 100 kg or 220 lb‐ Climb profile: 250 kt/300 kt/M .78‐ Long range speed‐ Descent profile: M .78/300 kt/250 kt‐ Approach and landing at alternate airport: 80 kg or 180 lb (4 min)

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CTV A320 FLEET PER-FPL-FLP-ALN-20 P 2/8FCOM ← A to B 30 MAY 13

‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFFollowing tables have been calculated using databases for CFM 56–5–B /P. If the engines fitted onthe aircraft are not /P, the fuel consumption has to be increased by 3 %.Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach

the corresponding flight level.2. The flight level shown on the top of each column is the final flight level.3. For each degree Celsius above ISA temperature apply a fuel correction of

0.015 (kg/°C/NM) × ΔISA (°C) × Air distance (NM)or 0.033 (lb/°C/NM) × ΔISA (°C) × Air distance (NM)

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHTIdent.: PER-FPL-FLP-ALN-20-00001834.0001001 / 28 FEB 11Applicable to: ALL

The alternate planning tables are based on a reference landing weight at alternate.The fuel consumption must be corrected when the landing weight is different from the referencelanding weight.If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correctionpart of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ALN-20 P 3/8FCOM C → 30 MAY 13

ALTERNATE PLANNING ISAIdent.: PER-FPL-FLP-ALN-20-00001833.0010001 / 02 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ALN-20 P 4/8FCOM ← C → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




ALTERNATE PLANNING ISAIdent.: PER-FPL-FLP-ALN-20-00001833.0025001 / 02 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




ALTERNATE PLANNING ISAIdent.: PER-FPL-FLP-ALN-20-00001833.0026001 / 02 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-ALN-20 P 8/8FCOM ← C 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


FLIGHT PREPARATION - FUEL TANKERING

CTV A320 FLEET PER-FPL-FLP-FTK P 1/6FCOM A to B → 30 MAY 13

GENERALIdent.: PER-FPL-FLP-FTK-00013351.0001001 / 23 MAR 11Applicable to: ALL

This section provides guidance to operators on when an economical benefit to perform fuel tankeringexists.Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices betweendeparture airport and destination airport is significant.Operators may also consider fuel tankering when the fuel supply is unreliable or the fuel type isunavailable.The operator has to take into account additional costs due to the aircraft weight increase. Thesecosts are not negligible and the operator should consider them against fuel tankering gains.Main additional costs to consider are:‐ Reduction in takeoff thrust derate via lower flexible temperature‐ Increase in engine wear as a result of higher EGT‐ Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier

Landing Weight‐ The extra fuel burn will result in an economical penalty due to possible emission taxation.Note: The fuel tankering method takes into account the cost for the transport of the tankered fuel.There are other operational aspects to consider when fuel tankering. The most common are risk ofoverweight landings are reduction in operation performance margins for short, hot or high elevationrunways.

CALCULATIONIdent.: PER-FPL-FLP-FTK-00013356.0001001 / 22 MAR 11Applicable to: ALL

The Fuel Price Ratio (FPR) is defined as the fuel price at the departure airport divided by the fuelprice at the destination airport.The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fueltankering becomes profitable from a fuel cost point of view.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-FTK P 2/6FCOM ← B to C → 30 MAY 13

When Fuel Price Ratio is below the BEFRP‐ The advantage of the lower fuel price at departure compensates the additional fuel burn (the

additional fuel burn is due to the additional fuel tankered)‐ Fuel tankering maximizes the gain when as much fuel as possible is tankered‐ The tankered fuel quantity is limited by:

‐ Maximum fuel capacity‐ Structural or performance limited Maximum Takeoff Weight‐ Structural or performance limited Maximum Landing Weight‐ Fuel required for the next flight.

In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at theirdiscretion in order to avoid possible overweight landing.The following table shows the BEFPR versus the air distance of the first flight leg.The table also indicates the additional fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. Thetotal additional fuel burn must be added to the total trip fuel from the departure airport.

FUEL TANKERING TABLESIdent.: PER-FPL-FLP-FTK-00013357.0046001 / 23 MAR 11Applicable to: PK-GLH, PK-GLI

Table assumptions are:‐ ISA temperature‐ Optimum flight level at Long Range cruise speed‐ 30 min holding at 1 500 ft at Green Dot Speed

AIR DISTANCE (nm) BREAK EVENFUEL PRICE RATIO

FUEL BURN PER 1000 lbOF FUEL TANKERED (lb)

100 0.991 9300 0.974 26500 0.959 41700 0.944 56

1 000 0.919 811 300 0.885 1151 500 0.867 1331 700 0.848 1522 000 0.824 1762 200 No gain

The following table is available for aircraft performance degradation (Performance Factor) :

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-FTK P 3/6FCOM ← C → 30 MAY 13

PERF FACTOR 5% PERF FACTOR 10%AIR DISTANCE(nm) BREAK

EVEN FUELPRICE RATIO

FUEL BURN PER1000 lb OF FUELTANKERED (lb)

BREAKEVEN FUEL

PRICE RATIO

FUEL BURN PER1000 lb OF FUELTANKERED (lb)

100 0.99 10 0.99 10300 0.972 28 0.971 29500 0.957 43 0.955 45700 0.941 59 0.939 61

1 000 0.914 86 0.908 921 300 0.879 121 0.873 1271 500 0.857 143 0.848 1521 700 0.839 161 0.853 1472 000 0.814 186 0.79 2102 400 No gain No gain

FUEL TANKERING TABLESIdent.: PER-FPL-FLP-FTK-00013357.0021001 / 23 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



FUEL BURN PER 1000 kgOF FUEL TANKERED (kg)

100 0.99 10250 0.974 26500 0.961 39750 0.951 49

1 000 0.934 661 250 0.913 871 500 0.897 1031 750 0.875 1252 000 0.856 1442 250 0.832 1682 500 0.774 226


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-FTK P 4/6FCOM ← C → 30 MAY 13



FUEL BURN PER1000 kg OF FUELTANKERED (kg)

BREAKEVEN FUEL

PRICE RATIO


100 0.99 10 0.989 11250 0.972 28 0.98 30500 0.96 40 0.965 35750 0.949 51 0.946 54

1 000 0.93 70 0.927 731 250 0.908 92 0.907 931 500 0.89 110 0.884 1161 750 0.868 132 0.861 1392 000 0.845 155 0.836 1642 250 0.817 183 0.772 2282 500 No gain No gain

FUEL TANKERING TABLESIdent.: PER-FPL-FLP-FTK-00013357.0007001 / 23 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY



FUEL BURN PER 1000 kgOF FUEL TANKERED (kg)

100 0.991 9300 0.974 26500 0.959 41700 0.944 56

1 000 0.919 811 300 0.885 1151 500 0.867 1331 700 0.848 1522 000 0.824 1762 200 No gain


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-FTK P 5/6FCOM ← C to D → 30 MAY 13




BREAKEVEN FUEL

PRICE RATIO


100 0.99 10 0.99 10300 0.972 28 0.971 29500 0.957 43 0.955 45700 0.941 59 0.939 61

1 000 0.914 86 0.908 921 300 0.879 121 0.873 1271 500 0.857 143 0.848 1521 700 0.839 161 0.853 1472 000 0.814 186 0.79 2102 400 No gain No gain

EXAMPLEIdent.: PER-FPL-FLP-FTK-00013775.0014001 / 23 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA : Air distance = 1 000 nmFuel price at departure airport = 830 $ / 1 000 kg (377 $ / 1 000 lb)Fuel price at destination airport = 1000 $ / 1 000 kg (454 $ / 1 000 lb)

1. From the relation between fuel price at departure and fuel price at destinationCurrent fuel price ratio = 0.83

2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)For the defined air distance the BEFPR is 0.934, which is more than the current fuel price ratio.The fuel tankering is profitable.To determine the BEFPR, the interpolation of the table values is permitted.If the user wants to avoid interpolation, select the next longer air distance. This will provide aconservative value for BEFPR.

3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:‐ Total fuel is less than maximum fuel tank capacity‐ TOW with fuel tankering is less than structural or performance limited maximum takeoff weight‐ LW with fuel tankering is less than structural or performance limited maximum landing weight‐ Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.

4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 66 kg (66 lb). Multiplythis value by the amount of fuel tankered.

5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-FPL-FLP-FTK P 6/6FCOM ← D 30 MAY 13

EXAMPLEIdent.: PER-FPL-FLP-FTK-00013775.0003001 / 23 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA : Air distance = 1 100 nmFuel price at departure airport = 830 $ / 1 000 kg (377 $ / 1 000 lb)Fuel price at destination airport = 1000 $ / 1 000 kg (454 $ / 1 000 lb)

1. From the relation between fuel price at departure and fuel price at destinationCurrent fuel price ratio = 0.83

2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)For the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio.The fuel tankering is profitable.To determine the BEFPR, the interpolation of the table values is permitted.If the user wants to avoid interpolation, select the next longer air distance. This will provide aconservative value for BEFPR.

3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:‐ Total fuel is less than maximum fuel tank capacity‐ TOW with fuel tankering is less than structural or performance limited maximum takeoff weight‐ LW with fuel tankering is less than structural or performance limited maximum landing weight‐ Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.

4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiplythis value by the amount of fuel tankered.

5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn

PERFORMANCE

CLIMB

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB


CTV A320 FLEET PER-CLB-PLP-TOC P 1/2FCOM 30 MAY 13

PER-CLB-GEN GENERALGENERAL................................................................................................................................................................ A

PER-CLB-CLT CLIMB TABLESCLIMB - ISA ........................................................................................................................................................... ACLIMB - ISA +10..................................................................................................................................................... BCLIMB - ISA +15.....................................................................................................................................................CCLIMB - ISA +20.....................................................................................................................................................D

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB



CTV A320 FLEET PER-CLB-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

GENERAL

CTV A320 FLEET PER-CLB-GEN P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-CLB-GEN-00001982.0001001 / 15 FEB 11Applicable to: ALL

Climb tables are established at MAX CLIMB THRUST with air conditioning in normal mode and antiice OFF.The climb speed profile is :‐ 250 kt from 1 500 ft up to FL 100‐ acceleration from 250 kt to 300 kt‐ climb at 300 kt then M .78 up to selected altitude.All charts are established with a center of gravity corresponding to 33 %.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

GENERAL


CTV A320 FLEET PER-CLB-GEN P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 1/24FCOM A → 30 MAY 13

CLIMB - ISAIdent.: PER-CLB-CLT-00001986.0021001 / 15 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 2/24FCOM ← A → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


CLIMB - ISAIdent.: PER-CLB-CLT-00001986.0010001 / 15 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


CLIMB - ISAIdent.: PER-CLB-CLT-00001986.0022001 / 15 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 6/24FCOM ← A 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 7/24FCOM B → 30 MAY 13

CLIMB - ISA +10Ident.: PER-CLB-CLT-00001987.0065001 / 15 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 8/24FCOM ← B → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


CLIMB - ISA +10Ident.: PER-CLB-CLT-00001987.0010001 / 15 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES


CLIMB - ISA +10Ident.: PER-CLB-CLT-00001987.0066001 / 15 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 12/24FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 13/24FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 14/24FCOM ← C → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 18/24FCOM ← C 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 19/24FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 20/24FCOM ← D → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECLIMB

CLIMB TABLES

CTV A320 FLEET PER-CLB-CLT P 24/24FCOM ← D 30 MAY 13

PERFORMANCE

CRUISE

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-PLP-TOC P 1/2FCOM 30 MAY 13

PER-CRZ-ECI ECON (CI)PER-CRZ-ECI-10 OPTIMUM MACH NUMBER

OPTIMUM MACH NUMBER................................................................................................................................... ACOST INDEX 0 (MAXIMUM RANGE).....................................................................................................................BCOST INDEX 10 KG/MIN....................................................................................................................................... CCOST INDEX 20 KG/MIN....................................................................................................................................... DCOST INDEX 40 KG/MIN........................................................................................................................................ECOST INDEX 60 KG/MIN........................................................................................................................................FCOST INDEX 80 KG/MIN....................................................................................................................................... GCOST INDEX 100 KG/MIN..................................................................................................................................... HCOST INDEX 10 (100 LB/H).................................................................................................................................... ICOST INDEX 25 (100 LB/H)................................................................................................................................... JCOST INDEX 50 (100 LB/H)...................................................................................................................................KCOST INDEX 75 (100 LB/H)................................................................................................................................... LCOST INDEX 110 (100 LB/H)................................................................................................................................ MCOST INDEX 125 (100 LB/H)................................................................................................................................ N

PER-CRZ-ALT ALTITUDEPER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONS...........................................................................................................................................................ACruise Level Charts General...................................................................................................................................BOPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB............................................................................................. CCRUISE LEVEL CHARTS BLEED CORRECTIONS.............................................................................................. DCRUISE LEVEL CHARTS M.78..............................................................................................................................ECRUISE LEVEL CHARTS LONG RANGE SPEED.................................................................................................F

PER-CRZ-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGEWIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE.......................................................................... A

PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGEOPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A

PER-CRZ-CRT CRUISE TABLESPER-CRZ-CRT-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-CRZ-CRT-20 CRUISE AT M.78CRUISE - M.78 - ISA.............................................................................................................................................. ACRUISE - M.78 - ISA+10........................................................................................................................................ BCRUISE - M.78 - ISA+15........................................................................................................................................CCRUISE - M.78 - ISA+20........................................................................................................................................D


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-PLP-TOC P 2/2FCOM 30 MAY 13

Continued from the previous pagePER-CRZ-CRT-30 CRUISE AT LONG RANGE

LONG RANGE CRUISE - ISA................................................................................................................................ ALONG RANGE CRUISE - ISA+10.......................................................................................................................... BLONG RANGE CRUISE - ISA+15.......................................................................................................................... CLONG RANGE CRUISE - ISA+20.......................................................................................................................... D

PER-CRZ-ICQ IN CRUISE QUICK CHECKPER-CRZ-ICQ-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-CRZ-ICQ-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHTCORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... A

PER-CRZ-ICQ-30 EXAMPLEEXAMPLE................................................................................................................................................................ A

PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78IN CRUISE QUICK CHECK M.78...........................................................................................................................A

PER-CRZ-ICQ-50 IN CRUISE QUICK CHECK LONG RANGEIN CRUISE QUICK CHECK LONG RANGE...........................................................................................................A

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

ECON (CI) - OPTIMUM MACH NUMBER

CTV A320 FLEET PER-CRZ-ECI-10 P 1/30FCOM A 30 MAY 13

OPTIMUM MACH NUMBERIdent.: PER-CRZ-ECI-10-00013065.0001001 / 02 FEB 11Applicable to: ALL

Seven tables give the optimum Mach number versus cost index, altitude and wind as calculated bythe FMGC.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 2/30FCOM B → 30 MAY 13

COST INDEX 0 (MAXIMUM RANGE)Ident.: PER-CRZ-ECI-10-00012747.0006001 / 23 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 3/30FCOM ← B → 30 MAY 13

COST INDEX 0 (MAXIMUM RANGE)Ident.: PER-CRZ-ECI-10-00012747.0030001 / 23 MAR 11Applicable to: PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 4/30FCOM ← B → 30 MAY 13

COST INDEX 0 (MAXIMUM RANGE)Ident.: PER-CRZ-ECI-10-00012747.0044001 / 22 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 5/30FCOM ← B 30 MAY 13

COST INDEX 0 (MAXIMUM RANGE)Ident.: PER-CRZ-ECI-10-00012747.0045001 / 18 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 6/30FCOM C → 30 MAY 13

COST INDEX 10 KG/MINIdent.: PER-CRZ-ECI-10-00012748.0003001 / 09 OCT 12Applicable to: PK-GLA, PK-GLC, PK-GLD

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 7/30FCOM ← C → 30 MAY 13

COST INDEX 10 KG/MINIdent.: PER-CRZ-ECI-10-00012748.0016001 / 09 OCT 12Applicable to: PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 8/30FCOM ← C 30 MAY 13

COST INDEX 10 KG/MINIdent.: PER-CRZ-ECI-10-00012748.0021001 / 09 OCT 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 9/30FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 10/30FCOM ← D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 11/30FCOM ← D 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 12/30FCOM E → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 13/30FCOM ← E → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 14/30FCOM ← E 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 15/30FCOM F → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 16/30FCOM ← F → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 17/30FCOM ← F 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 18/30FCOM G → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 19/30FCOM ← G → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 20/30FCOM ← G 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 21/30FCOM H → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 22/30FCOM ← H → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 23/30FCOM ← H 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 24/30FCOM I 30 MAY 13

COST INDEX 10 (100 LB/H)Ident.: PER-CRZ-ECI-10-00012754.0019001 / 09 OCT 12Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 25/30FCOM J 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 26/30FCOM K 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 27/30FCOM L 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 28/30FCOM M 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ECI-10 P 29/30FCOM N 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



CTV A320 FLEET PER-CRZ-ECI-10 P 30/30FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES

CTV A320 FLEET PER-CRZ-ALT-10 P 1/6FCOM A to C → 30 MAY 13

DEFINITIONSIdent.: PER-CRZ-ALT-10-00001995.0001001 / 06 APR 11Applicable to: ALL

• Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA.

• Maximum altitude is defined as the lower of :‐ maximum altitude at maximum cruise thrust in level flight and‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed.

Note: Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-50-10MCDU).

CRUISE LEVEL CHARTS GENERALIdent.: PER-CRZ-ALT-10-00013130.0001001 / 02 MAR 11Applicable to: ALL

These charts have been established for a center of gravity at 33 % MAC.Maximum and optimum altitudes are given for different temperatures at long range speed andM 0.78.Note: The n = 1.3 g (n = 1.4 g) curve indicates the buffet margin.

OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMBIdent.: PER-CRZ-ALT-10-00012763.0014001 / 14 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

WEIGHT (1 000 kg/1 000 lb)≤ ISA + 10 ISA + 15 ISA + 20

STEPCLIMB

FROM/TO LR M.78 LR M.78 LR M.78310/350 76/167 76/167 73/160 73/160 69/152 69/152330/370 69/152 69/152 66/145 66/145 62/136 62/136350/390 62/136 62/136 59/130 59/130 55/121 55/121

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-10 P 2/6FCOM ← C to D 30 MAY 13

OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMBIdent.: PER-CRZ-ALT-10-00012763.0008001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

WEIGHT (1 000 kg/1 000 lb)≤ ISA + 10 ISA + 15 ISA + 20

STEPCLIMB

FROM/TO LR M.78 LR M.78 LR M.78310/350 75/165 75/165 74/163 73/160 70/154 69/152330/370 68/149 69/152 68/149 67/147 64/141 64/141350/390 61/134 62/136 61/134 61/134 58/127 57/125

CRUISE LEVEL CHARTS BLEED CORRECTIONSIdent.: PER-CRZ-ALT-10-00012764.0008001 / 02 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

BLEED CORRECTIONSENGINE ANTI ICE TOTAL ANTI ICE

Max Alt. : - 900 ft Max Alt. : -1 700 ft≤ ISA + 10 Opt Alt. : No corr. Opt Alt. : No corr.Max Alt. : -1 400 ft Max Alt. : -2 800 ftISA + 15 Opt Alt. : No corr. Opt Alt. : -1 400 ftMax Alt. : -1 700 ft Max Alt. : -2 800 ftISA + 20 Opt Alt. : -1 500 ft Opt Alt. : -2 000 ft

CRUISE LEVEL CHARTS BLEED CORRECTIONSIdent.: PER-CRZ-ALT-10-00012764.0014001 / 02 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

BLEED CORRECTIONSENGINE ANTI ICE TOTAL ANTI ICE

Max Alt. : - 200 ft Max Alt. : - 500 ftISA Opt Alt. : - 200 ft Opt Alt. : - 300 ftMax Alt. : -1 500 ft Max Alt. : -4 200 ftISA + 10 Opt Alt. : - 400 ft Opt Alt. : -3 100 ftMax Alt. : -3 500 ft Max Alt. : -4 800 ftISA + 15 Opt Alt. : -3 500 ft Opt Alt. : -4 300 ftMax Alt. : -5 300 ft Max Alt. : -6 500 ftISA + 20 Opt Alt. : -3 800 ft Opt Alt. : -6 200 ft

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-10 P 3/6FCOM E → 30 MAY 13

CRUISE LEVEL CHARTS M.78Ident.: PER-CRZ-ALT-10-00012765.0015001 / 25 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-10 P 4/6FCOM ← E 30 MAY 13

CRUISE LEVEL CHARTS M.78Ident.: PER-CRZ-ALT-10-00012765.0009001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-10 P 5/6FCOM F → 30 MAY 13

CRUISE LEVEL CHARTS LONG RANGE SPEEDIdent.: PER-CRZ-ALT-10-00012766.0015001 / 25 FEB 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-10 P 6/6FCOM ← F 30 MAY 13

CRUISE LEVEL CHARTS LONG RANGE SPEEDIdent.: PER-CRZ-ALT-10-00012766.0009001 / 25 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

ALTITUDE - WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

CTV A320 FLEET PER-CRZ-ALT-20 P 1/4FCOM A → 30 MAY 13

WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGEIdent.: PER-CRZ-ALT-20-00001998.0008001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN : Weight : 62 000 kg (136 700 lb)Wind at FL 350 : 10 kt head

FIND : Minimum wind difference to descend to FL 330 : (27 - 7) = 20 kt

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-20 P 2/4FCOM ← A → 30 MAY 13

RESULTS : Descent to FL 330 may be considered provided the tail wind at this altitude is morethan (20 - 10) = 10 kt.

WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGEIdent.: PER-CRZ-ALT-20-00001998.0007001 / 10 DEC 09Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN : Weight : 65 000 kg (143 300 lb)Wind at FL 350 : 10 kt head

FIND : Minimum wind difference to descend to FL 310 : (40 - 4) = 36 kt

A320FLIGHT CREW

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PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-20 P 3/4FCOM ← A 30 MAY 13

RESULTS : Descent to FL 310 may be considered provided the tail wind at this altitude is morethan (36 - 10) = 26 kt.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



CTV A320 FLEET PER-CRZ-ALT-20 P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

ALTITUDE - OPTIMUM ALTITUDE ON SHORT STAGE

CTV A320 FLEET PER-CRZ-ALT-30 P 1/4FCOM A → 30 MAY 13

OPTIMUM ALTITUDE ON SHORT STAGEIdent.: PER-CRZ-ALT-30-00002001.0001001 / 25 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,PK-GLU, PK-GLX, PK-GLY

According to the air distance (from brake release point to landing), the cruise flight level is limited bythe distance required to perform climb and descent. The graph determines the optimum altitude.It includes the following profiles:‐ Takeoff‐ Climb: 250 kt/300 kt/M .78‐ Long range cruise (during at least 5 min)‐ Descent: M .78/300 kt/250 kt‐ Approach and landingand it is established for:‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFF

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-30 P 2/4FCOM ← A → 30 MAY 13

OPTIMUM ALTITUDE ON SHORT STAGEIdent.: PER-CRZ-ALT-30-00002001.0002001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

According to the air distance (from brake release point to landing), the cruise flight level is limited bythe distance required to perform climb and descent. The graph determines the optimum altitude.It includes the following profiles:‐ Takeoff‐ Climb: 250 kt/300 kt/M .78‐ Long range cruise (during at least 5 min)‐ Descent: M .78/300 kt/250 kt‐ Approach and landingand it is established for:‐ ISA‐ CG = 33 %

A320FLIGHT CREW

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PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-ALT-30 P 3/4FCOM ← A 30 MAY 13

‐ Normal air conditioning‐ Anti ice OFF

A320FLIGHT CREW

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CTV A320 FLEET PER-CRZ-ALT-30 P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

CRUISE TABLES - GENERAL

CTV A320 FLEET PER-CRZ-CRT-10 P 1/2FCOM A 20 OCT 11

GENERALIdent.: PER-CRZ-CRT-10-00004112.0002001 / 01 MAR 11Applicable to: ALL

Cruise tables are established:‐ for ISA, ISA + 10, ISA + 15 and ISA + 20‐ with normal air conditioning and anti ice OFF‐ from FL 290 to FL 390 at M 0.78‐ from FL 100 to FL 390 at long range speed‐ with a 33 % center of gravity.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

CRUISE TABLES - GENERAL


CTV A320 FLEET PER-CRZ-CRT-10 P 2/2FCOM 20 OCT 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

CRUISE TABLES - CRUISE AT M.78

CTV A320 FLEET PER-CRZ-CRT-20 P 1/16FCOM A → 30 MAY 13

CRUISE - M.78 - ISAIdent.: PER-CRZ-CRT-20-00002005.0010001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 2/16FCOM ← A → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



CRUISE - M.78 - ISAIdent.: PER-CRZ-CRT-20-00002005.0013001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 4/16FCOM ← A 30 MAY 13

CRUISE - M.78 - ISAIdent.: PER-CRZ-CRT-20-00002005.0011001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 5/16FCOM B → 30 MAY 13

CRUISE - M.78 - ISA+10Ident.: PER-CRZ-CRT-20-00002009.0010001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 6/16FCOM ← B → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



CRUISE - M.78 - ISA+10Ident.: PER-CRZ-CRT-20-00002009.0013001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 8/16FCOM ← B 30 MAY 13

CRUISE - M.78 - ISA+10Ident.: PER-CRZ-CRT-20-00002009.0011001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 9/16FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 10/16FCOM ← C → 30 MAY 13

A320FLIGHT CREW

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PERFORMANCECRUISE




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 12/16FCOM ← C 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 13/16FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 14/16FCOM ← D → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE




A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-20 P 16/16FCOM ← D 30 MAY 13


A320FLIGHT CREW

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PERFORMANCECRUISE

CRUISE TABLES - CRUISE AT LONG RANGE

CTV A320 FLEET PER-CRZ-CRT-30 P 1/24FCOM A → 30 MAY 13

LONG RANGE CRUISE - ISAIdent.: PER-CRZ-CRT-30-00002018.0009001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



LONG RANGE CRUISE - ISAIdent.: PER-CRZ-CRT-30-00002018.0013001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



LONG RANGE CRUISE - ISAIdent.: PER-CRZ-CRT-30-00002018.0010001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 6/24FCOM ← A 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 7/24FCOM B → 30 MAY 13

LONG RANGE CRUISE - ISA+10Ident.: PER-CRZ-CRT-30-00002022.0013001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



LONG RANGE CRUISE - ISA+10Ident.: PER-CRZ-CRT-30-00002022.0009001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



LONG RANGE CRUISE - ISA+10Ident.: PER-CRZ-CRT-30-00002022.0010001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 12/24FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 13/24FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 18/24FCOM ← C 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 19/24FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE


CTV A320 FLEET PER-CRZ-CRT-30 P 24/24FCOM ← D 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - GENERAL

CTV A320 FLEET PER-CRZ-ICQ-10 P 1/2FCOM A 25 NOV 11

GENERALIdent.: PER-CRZ-ICQ-10-00002036.0001001 / 14 NOV 11Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption andthe time required to cover a given air distance from any moment in cruise to land.These tables are established for:‐ Cruise Mach number: M 0.78/LR‐ Descent profile: M 0.78/300 kt/250 kt‐ Approach and landing: 120 kg or 270 lb -6 min IMC‐ ISA‐ CG = 33 %‐ Normal air conditioning‐ Anti ice OFFNote: 1. In the tables, the asterisk “*” means that a step climb of 4 000 ft has been made to reach

the corresponding flight level.2. The flight level shown on the top of each column is the final flight level.3. For each degree celsius above ISA apply a fuel correction of

0.005 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM)or 0.011 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM)

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - GENERAL


CTV A320 FLEET PER-CRZ-ICQ-10 P 2/2FCOM 25 NOV 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - CORRECTIONFOR DEVIATION FROM REFERENCE WEIGHT

CTV A320 FLEET PER-CRZ-ICQ-20 P 1/2FCOM A 19 JUL 11

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHTIdent.: PER-CRZ-ICQ-20-00002039.0001001 / 09 DEC 09Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight.The fuel consumption must be corrected when the actual weight is different from the reference initialweight.If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correctionpart of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - CORRECTIONFOR DEVIATION FROM REFERENCE WEIGHT


CTV A320 FLEET PER-CRZ-ICQ-20 P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - EXAMPLE

CTV A320 FLEET PER-CRZ-ICQ-30 P 1/4FCOM A → 30 MAY 13

EXAMPLEIdent.: PER-CRZ-ICQ-30-00002042.0010001 / 14 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

In-cruise quick check with cruise at M .78FL 370Actual cruise weight : 55 000 kgRemaining ground distance : 800 nmISA +10Average wind during flight : -40 kt (head wind)‐ Evaluation of air distance to be covered

• Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEOM.78), the corresponding air distance is : 880 nm

‐ Determination of the fuel consumption and time for the reference initial weight in cruise.• Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance

of 880 nm and FL 370 for ISA.Fuel consumption : 3 941 kgTime needed : 2 h 08 min

‐ Correction due to real in cruise weight of 55 000 kgΔ fuel consumption : -50 kg per 1 000 kg below referenceΔ fuel : -50 × (60 - 55) = - 250 kg

‐ Temperature correction :Δ fuel consumption : +0.005 kg per 1 °above ISA and per 1 nm Air distanceΔ fuel : +0.005 × 10 × 880 = 44 kg

RESULTFuel : 3 941 - 250 + 44 = 3 735 kgTime : 2 h 08 min

EXAMPLEIdent.: PER-CRZ-ICQ-30-00002042.0213001 / 14 NOV 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

In-cruise quick check with cruise at M .78FL 370Actual cruise weight : 55 000 kgRemaining ground distance : 800 nmISA +10Average wind during flight : -40 kt (head wind)

A320FLIGHT CREW

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CTV A320 FLEET PER-CRZ-ICQ-30 P 2/4FCOM ← A → 30 MAY 13

‐ Evaluation of air distance to be covered• Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEO

M.78), the corresponding air distance is : 880 nm‐ Determination of the fuel consumption and time for the reference initial weight in cruise.

• Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distanceof 880 nm and FL 370 for ISA.Fuel consumption: 4 053 kgTime needed: 2 h 07 min

‐ Correction due to real in cruise weight of 55 000 kgΔ fuel consumption : -49 kg per 1 000 kg below referenceΔ fuel : -49 × (60 - 55) = - 245 kg

‐ Temperature correction :Δ fuel consumption : +0.005 kg per 1 °above ISA and per 1 nm Air distanceΔ fuel : +0.005 × 10 × 880 = 44 kg

RESULTFuel : 4 053 - 245 + 44 = 3 852 kgTime : 2 h 07 min

EXAMPLEIdent.: PER-CRZ-ICQ-30-00002042.0214001 / 14 NOV 11Applicable to: PK-GLH, PK-GLI

In-cruise quick check with cruise at M .78FL 370Actual cruise weight : 120 000 lbRemaining ground distance : 800 nmISA +10Average wind during flight : -40 kt (head wind)‐ Evaluation of air distance to be covered

• Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEOM.78), the corresponding air distance is : 880 nm

‐ Determination of the fuel consumption and time for the reference initial weight in cruise.• Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance

of 880 nm and FL 370 for ISA.Fuel consumption: 8 856 lbTime needed: 2 h 07 min

A320FLIGHT CREW

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CTV A320 FLEET PER-CRZ-ICQ-30 P 3/4FCOM ← A 30 MAY 13

‐ Correction due to real in cruise weight of 120 000 lbΔ fuel consumption : -47 lb per 1 000 lb below referenceΔ fuel : -47 × (130 - 120) = - 470 lb

‐ Temperature correction:Δ fuel consumption : + 0.011 lb per 1 °above ISA and per 1 nm Air distanceΔ fuel : +0.011 × 10 × 880 = 97 lb

RESULTFuel : 8 856 - 470 + 97 = 8 483 lbTime : 2 h 07 min

A320FLIGHT CREW

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CTV A320 FLEET PER-CRZ-ICQ-30 P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78


IN CRUISE QUICK CHECK M.78Ident.: PER-CRZ-ICQ-40-00002045.0021001 / 08 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

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PERFORMANCECRUISE



A320FLIGHT CREW

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PERFORMANCECRUISE



IN CRUISE QUICK CHECK M.78Ident.: PER-CRZ-ICQ-40-00002045.0010001 / 08 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

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PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



IN CRUISE QUICK CHECK M.78Ident.: PER-CRZ-ICQ-40-00002045.0022001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

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PERFORMANCECRUISE



CTV A320 FLEET PER-CRZ-ICQ-40 P 16/16FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE

IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE


IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-CRZ-ICQ-50-00002047.0021001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-CRZ-ICQ-50-00002047.0010001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-CRZ-ICQ-50-00002047.0187001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCECRUISE



PERFORMANCE

HOLDING

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING


CTV A320 FLEET PER-HLD-PLP-TOC P 1/2FCOM 30 MAY 13

PER-HLD-GEN GENERALGENERAL................................................................................................................................................................ A

PER-HLD-HLD HOLDING TABLESCONF 0 - GREEN DOT SPEED.............................................................................................................................ACONF 0 - 210KT..................................................................................................................................................... BCONF 1 - S SPEED................................................................................................................................................CCONF 1 - 170KT.....................................................................................................................................................D

A320FLIGHT CREW

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PERFORMANCEHOLDING



CTV A320 FLEET PER-HLD-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

GENERAL

CTV A320 FLEET PER-HLD-GEN P 1/2FCOM A 30 MAY 13

GENERALIdent.: PER-HLD-GEN-00002129.0001001 / 16 MAR 11Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Holding tables contain information about the total fuel flow that allows the flight crew to plan holdingand reserve fuel requirements.They are established for flight in a race track holding pattern for two different configurations:• Clean configuration at 210 kt and green dot speed• Configuration 1 at 170 kt and S speed.Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuelspeed and the minimum drag speed.These charts are established with air conditioning in normal mode and the center of gravity at 33 %.

GENERALIdent.: PER-HLD-GEN-00002129.0002001 / 16 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Holding tables contain information about the total fuel flow that allows the flight crew to plan holdingand reserve fuel requirements.They are established for flight in a race track holding pattern for two different configurations:• Clean configuration at 210 kt and green dot speed + 20 kt• Configuration 1 at 170 kt and S speed.Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuelspeed and the minimum drag speed.These charts are established with air conditioning in normal mode and the center of gravity at 33 %.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

GENERAL


CTV A320 FLEET PER-HLD-GEN P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 1/12FCOM A → 30 MAY 13

CONF 0 - GREEN DOT SPEEDIdent.: PER-HLD-HLD-00002146.0023001 / 16 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 2/12FCOM ← A → 30 MAY 13

CONF 0 - GREEN DOT SPEEDIdent.: PER-HLD-HLD-00002146.0010001 / 16 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 3/12FCOM ← A 30 MAY 13

CONF 0 - GREEN DOT SPEEDIdent.: PER-HLD-HLD-00002146.0024001 / 16 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 4/12FCOM B → 30 MAY 13

CONF 0 - 210KTIdent.: PER-HLD-HLD-00002147.0010001 / 16 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 5/12FCOM ← B → 30 MAY 13

CONF 0 - 210KTIdent.: PER-HLD-HLD-00002147.0021001 / 16 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 6/12FCOM ← B 30 MAY 13

CONF 0 - 210KTIdent.: PER-HLD-HLD-00002147.0022001 / 16 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 7/12FCOM C → 30 MAY 13

CONF 1 - S SPEEDIdent.: PER-HLD-HLD-00002148.0021001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 8/12FCOM ← C → 30 MAY 13

CONF 1 - S SPEEDIdent.: PER-HLD-HLD-00002148.0010001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 9/12FCOM ← C 30 MAY 13

CONF 1 - S SPEEDIdent.: PER-HLD-HLD-00002148.0022001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 10/12FCOM D → 30 MAY 13

CONF 1 - 170KTIdent.: PER-HLD-HLD-00002149.0010001 / 16 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 11/12FCOM ← D → 30 MAY 13

CONF 1 - 170KTIdent.: PER-HLD-HLD-00002149.0021001 / 16 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEHOLDING

HOLDING TABLES

CTV A320 FLEET PER-HLD-HLD P 12/12FCOM ← D 30 MAY 13

CONF 1 - 170KTIdent.: PER-HLD-HLD-00002149.0022001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

PERFORMANCE

DESCENT

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT


CTV A320 FLEET PER-DES-PLP-TOC P 1/2FCOM 30 MAY 13

PER-DES-GEN GENERALGENERAL................................................................................................................................................................ A

PER-DES-STD STANDARDDESCENT- M.78/300KT/250KT...............................................................................................................................A

PER-DES-EMG EMERGENCYEMERGENCY DESCENT - M.82/350KT................................................................................................................ A

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT



CTV A320 FLEET PER-DES-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

GENERAL

CTV A320 FLEET PER-DES-GEN P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-DES-GEN-00002131.0001001 / 09 DEC 09Applicable to: ALL

Descent tables are established for normal descent speed M .78 / 300 kt /250 kt and emergencydescent at MMO/VMO with airbrakes extended, down to 1 500 ft with :• Normal air conditioning• CG = 33 %• Anti ice OFFFor normal descent, cabin vertical speed is limited to 350 ft/min

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

GENERAL


CTV A320 FLEET PER-DES-GEN P 2/2FCOM 19 JUL 11

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

STANDARD

CTV A320 FLEET PER-DES-STD P 1/4FCOM A → 30 MAY 13

DESCENT- M.78/300KT/250KTIdent.: PER-DES-STD-00002133.0028001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

STANDARD

CTV A320 FLEET PER-DES-STD P 2/4FCOM ← A → 30 MAY 13

DESCENT- M.78/300KT/250KTIdent.: PER-DES-STD-00002133.0037001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

STANDARD

CTV A320 FLEET PER-DES-STD P 3/4FCOM ← A 30 MAY 13

DESCENT- M.78/300KT/250KTIdent.: PER-DES-STD-00002133.0038001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

STANDARD


CTV A320 FLEET PER-DES-STD P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

EMERGENCY

CTV A320 FLEET PER-DES-EMG P 1/4FCOM A → 30 MAY 13

EMERGENCY DESCENT - M.82/350KTIdent.: PER-DES-EMG-00002134.0011001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

EMERGENCY

CTV A320 FLEET PER-DES-EMG P 2/4FCOM ← A → 30 MAY 13

EMERGENCY DESCENT - M.82/350KTIdent.: PER-DES-EMG-00002134.0201001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

EMERGENCY

CTV A320 FLEET PER-DES-EMG P 3/4FCOM ← A 30 MAY 13

EMERGENCY DESCENT - M.82/350KTIdent.: PER-DES-EMG-00002134.0202001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEDESCENT

EMERGENCY


CTV A320 FLEET PER-DES-EMG P 4/4FCOM 30 MAY 13

PERFORMANCE

GO AROUND

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEGO AROUND


CTV A320 FLEET PER-GOA-PLP-TOC P 1/2FCOM 30 MAY 13

PER-GOA-GEN GENERALGENERAL................................................................................................................................................................ APROCEDURE.......................................................................................................................................................... B

PER-GOA-ACG APPROACH CLIMB LIMITING WEIGHTPER-GOA-ACG-NOR NORMAL

CONF 2....................................................................................................................................................................ACONF 3....................................................................................................................................................................B

PER-GOA-ACG-CAT CAT IICAT II - CONF 2..................................................................................................................................................... ACAT II - CONF 3..................................................................................................................................................... B

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-GOA-PLP-TOC P 2/2FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-GOA-GEN P 1/2FCOM A to B → 30 MAY 13

GENERALIdent.: PER-GOA-GEN-00002140.0001001 / 28 JAN 11Applicable to: ALL

In the go around configuration corresponding to the all engine procedure, the minimum steadygradient one engine inoperative required by the regulations is 2.1 % at a speed not exceeding 1.4Vs. This requirement is also called approach climb performance by regulations.The following tables allow to determine the go around limiting weight which satisfies the requiredgradient with the certified go around configurations 3 and 2.The required gradient of 2.1 % is considered at the airport reference altitude. The power settingis “GO AROUND” thrust with the air conditioning ON. The speed is 1.23 Vs of the specifiedconfiguration. For the occasional cases where approach climb performance is found restrictive, acorrection is given for an increased speed, up to 1.4 Vs.Note: Landing climb performance (2 engines running) is never limiting.

PROCEDUREIdent.: PER-GOA-GEN-00002141.0001001 / 11 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

According to airport pressure altitude and temperature determine if the slats/flaps setting must berestricted as a function of the landing weight, in order to meet the go around gradient requirement of2.1 %.Establish the final approach configuration with one more step of flaps. If the approach is interrupted,retract the flaps by one step during the go-around.In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % tobe maintained.Use the tables for CAT II approach to determine the maximum approach climb limiting weightaccording to airport pressure altitude and temperature.

A320FLIGHT CREW

OPERATING MANUAL


GENERAL

CTV A320 FLEET PER-GOA-GEN P 2/2FCOM ← B 30 MAY 13

Note: 1. If circumstances dictate, landing may be made at a weight corresponding to themaximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING).

2. When icing conditions are predicted during the flight and TAT is 10 °C or below and thereis an evidence of significant ice accretion, to take into account ice formation on the nonheated structure :‐ decrease the approach climb limiting weight by 4.5 %.‐ in CONF FULL, the approach speed must not be lower than VREF +5 kt.

orin CONF 3, the approach speed must not be lower than VLS +10 kt.

For Landing Performance assessment, refer to QRH FPE-IFL.3. In the following tables corrections for anti ice are only valid for OAT lower than 10 °C.

PROCEDUREIdent.: PER-GOA-GEN-00002141.0014001 / 27 MAY 13Applicable to: PK-GLX, PK-GLY

According to airport pressure altitude and temperature determine if the slats/flaps setting must berestricted as a function of the landing weight, in order to meet the go around gradient requirement of2.1 %.Establish the final approach configuration with one more step of flaps. If the approach is interrupted,retract the flaps by one step during the go-around.In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % tobe maintained.Use the tables for CAT II approach to determine the maximum approach climb limiting weightaccording to airport pressure altitude and temperature.Note: 1. If circumstances dictate, landing may be made at a weight corresponding to the

maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING).2. When icing conditions are predicted during the flight and TAT is 10 °C or below and there

is an evidence of significant ice accretion, to take into account ice formation on the nonheated structure:‐ decrease the approach climb limiting weight by 8.5 %‐ in CONF FULL, the approach speed must not be lower than VREF +5 kt.

orin CONF 3, the approach speed must not be lower than VLS +10 kt.

For Landing Performance assessment, refer to QRH FPE-IFL.3. In the following tables corrections for anti ice are only valid for OAT lower than 10 °C.

A320FLIGHT CREW

OPERATING MANUAL


APPROACH CLIMB LIMITING WEIGHT - NORMAL

CTV A320 FLEET PER-GOA-ACG-NOR P 1/8FCOM A → 30 MAY 13

CONF 2Ident.: PER-GOA-ACG-NOR-00002142.0320001 / 21 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 2/8FCOM ← A → 30 MAY 13

CONF 2Ident.: PER-GOA-ACG-NOR-00002142.0322001 / 24 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 3/8FCOM ← A → 30 MAY 13

CONF 2Ident.: PER-GOA-ACG-NOR-00002142.0315001 / 21 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 4/8FCOM ← A 30 MAY 13

CONF 2Ident.: PER-GOA-ACG-NOR-00002142.0598001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2ONE ENGINE OUT High Air Conditioning Gradient : 2.1 %ONE ENGINE AT GO AROUND THRUST Anti Ice OFF V = 1.23 Vs

PRESSURE ALTITUDE (FT)OAT(°C) -2000 0 200 400 600 800 1000 1500 2000 5000 8000 9200 12000 14100≤10 88.7 87.7 87.5 87.2 87.0 86.7 86.4 85.8 85.2 85.5 80.7 76.6 69.0 63.320 88.4 87.4 87.1 86.9 86.6 86.4 86.1 85.5 84.9 85.3 79.2 73.9 63.4 57.022 88.3 87.3 87.1 86.8 86.6 86.3 86.1 85.5 84.9 85.2 78.2 72.6 62.3 56.124 88.2 87.2 87.0 86.8 86.5 86.3 86.0 85.4 84.8 84.8 77.1 71.3 61.4 55.226 88.2 87.2 87.0 86.7 86.5 86.2 86.0 85.4 84.8 83.8 75.9 70.0 60.4 54.228 88.1 87.1 86.9 86.7 86.4 86.2 85.9 85.3 84.7 82.8 74.5 68.9 59.430 88.0 87.1 86.9 86.6 86.4 86.1 85.9 85.3 84.7 81.8 73.3 67.7 58.432 88.0 87.0 86.8 86.6 86.3 86.1 85.8 85.3 84.7 80.8 71.9 66.534 87.9 87.0 86.8 86.5 86.3 86.0 85.8 85.2 84.6 79.8 70.5 65.336 87.9 87.0 86.7 86.5 86.3 86.0 85.8 85.2 84.6 78.1 69.1 64.138 87.8 86.9 86.7 86.5 86.2 86.0 85.8 85.2 84.6 76.3 67.640 87.8 86.9 86.7 86.5 86.2 86.0 85.8 85.2 84.6 74.442 87.8 86.9 86.7 86.4 86.2 85.9 85.7 84.2 82.6 72.744 87.7 86.8 86.2 85.6 85.0 84.4 83.8 82.3 80.8 71.046 87.7 84.9 84.3 83.7 83.1 82.5 81.9 80.4 78.948 87.5 83.0 82.4 81.8 81.2 80.6 80.0 78.6 77.250 85.5 81.1 80.5 79.9 79.3 78.7 78.2 76.8 75.452 83.5 79.2 78.6 78.0 77.5 77.0 76.4 75.054 81.5 77.3 76.8 76.355 80.5 76.5

CORRECTIONS AIR CONDITIONING ENGINE ANTI ICE TOTAL ANTI ICE SPEEDOFF ON ON INCREASE

(PER 0.01 Vs)WEIGHT + 1500 kg - 240 kg up to 9200 ft - 1100 kg up to 5000 ft + 210 kg

- 3700 kg above 9200 ft - 7300 kg above 5000 ft

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 5/8FCOM B → 30 MAY 13

CONF 3Ident.: PER-GOA-ACG-NOR-00002143.0385001 / 21 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 6/8FCOM ← B → 30 MAY 13

CONF 3Ident.: PER-GOA-ACG-NOR-00002143.0380001 / 21 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 7/8FCOM ← B → 30 MAY 13

CONF 3Ident.: PER-GOA-ACG-NOR-00002143.0387001 / 24 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-NOR P 8/8FCOM ← B 30 MAY 13

CONF 3Ident.: PER-GOA-ACG-NOR-00002143.0678001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3ONE ENGINE OUT High Air Conditioning Gradient : 2.1 %ONE ENGINE AT GO AROUND THRUST Anti Ice OFF V = 1.23 Vs

PRESSURE ALTITUDE (FT)OAT(°C) -2000 0 200 400 600 800 1000 1500 2000 5000 8000 9200 12000 14100≤10 87.8 86.8 86.6 86.3 86.1 85.8 85.6 85.0 84.4 84.7 79.8 75.7 68.2 62.620 87.5 86.5 86.3 86.0 85.8 85.5 85.3 84.7 84.1 84.4 78.3 73.0 62.6 56.422 87.4 86.4 86.2 86.0 85.7 85.5 85.2 84.7 84.1 84.4 77.4 71.8 61.6 55.524 87.3 86.4 86.1 85.9 85.7 85.4 85.2 84.6 84.0 83.9 76.3 70.5 60.7 54.626 87.3 86.3 86.1 85.8 85.6 85.4 85.1 84.6 84.0 82.9 75.0 69.2 59.8 53.728 87.2 86.3 86.0 85.8 85.5 85.3 85.1 84.5 83.9 82.0 73.7 68.1 58.830 87.1 86.2 86.0 85.7 85.5 85.3 85.0 84.5 83.9 81.0 72.4 67.0 57.832 87.1 86.2 85.9 85.7 85.5 85.2 85.0 84.5 83.9 80.0 71.1 65.834 87.0 86.1 85.9 85.7 85.4 85.2 85.0 84.4 83.8 78.9 69.7 64.636 87.0 86.1 85.9 85.6 85.4 85.2 84.9 84.4 83.8 77.3 68.3 63.438 87.0 86.1 85.8 85.6 85.4 85.1 84.9 84.4 83.8 75.5 66.940 86.9 86.0 85.8 85.6 85.4 85.1 84.9 84.4 83.8 73.742 86.9 86.0 85.8 85.6 85.3 85.1 84.8 83.3 81.8 71.944 86.8 85.9 85.3 84.7 84.1 83.5 83.0 81.5 80.0 70.246 86.8 84.0 83.4 82.9 82.3 81.7 81.1 79.6 78.148 86.7 82.1 81.6 81.0 80.4 79.8 79.2 77.8 76.450 84.6 80.3 79.7 79.1 78.5 78.0 77.4 76.0 74.652 82.7 78.4 77.8 77.3 76.8 76.2 75.7 74.254 80.7 76.6 76.1 75.555 79.7 75.7

CORRECTIONS AIR CONDITIONING ENGINE ANTI ICE TOTAL ANTI ICE SPEEDOFF ON ON INCREASE

(PER 0.01 Vs)WEIGHT + 1500 kg - 230 kg up to 9200 ft - 1100 kg up to 5000 ft + 180 kg


A320FLIGHT CREW

OPERATING MANUAL


APPROACH CLIMB LIMITING WEIGHT - CAT II

CTV A320 FLEET PER-GOA-ACG-CAT P 1/8FCOM A → 30 MAY 13

CAT II - CONF 2Ident.: PER-GOA-ACG-CAT-00002144.0060001 / 02 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 2/8FCOM ← A → 30 MAY 13

CAT II - CONF 2Ident.: PER-GOA-ACG-CAT-00002144.0055001 / 25 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 3/8FCOM ← A → 30 MAY 13

CAT II - CONF 2Ident.: PER-GOA-ACG-CAT-00002144.0062001 / 24 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 4/8FCOM ← A 30 MAY 13

CAT II - CONF 2Ident.: PER-GOA-ACG-CAT-00002144.0354001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2 - CAT II

ONE ENGINE OUT High AirConditioning Gradient : 2.5 %

ONE ENGINE AT GO AROUND THRUST Anti Ice OFFPRESSURE ALTITUDE (FT)OAT

(°C) -2000 0 200 400 600 800 1000 1500 2000 5000 8000 9200 12000 14100≤10 86.6 85.6 85.3 85.1 84.8 84.6 84.3 83.7 83.1 83.4 78.7 74.7 67.4 61.920 86.2 85.2 85.0 84.8 84.5 84.3 84.0 83.4 82.8 83.2 77.3 72.1 61.9 55.822 86.2 85.2 85.0 84.7 84.5 84.2 84.0 83.4 82.8 83.1 76.5 70.9 61.0 54.924 86.1 85.1 84.9 84.6 84.4 84.2 83.9 83.3 82.7 82.7 75.3 69.7 60.0 54.026 86.0 85.1 84.8 84.6 84.4 84.1 83.9 83.3 82.7 81.7 74.1 68.4 59.1 53.128 86.0 85.0 84.8 84.5 84.3 84.1 83.8 83.2 82.6 80.8 72.8 67.3 58.230 85.9 85.0 84.7 84.5 84.3 84.0 83.8 83.2 82.6 79.8 71.6 66.2 57.232 85.9 84.9 84.7 84.5 84.2 84.0 83.7 83.2 82.6 78.9 70.2 65.034 85.8 84.9 84.7 84.4 84.2 83.9 83.7 83.1 82.6 77.9 68.9 63.836 85.8 84.9 84.6 84.4 84.2 83.9 83.7 83.1 82.5 76.4 67.5 62.638 85.7 84.8 84.6 84.4 84.1 83.9 83.7 83.1 82.5 74.5 66.140 85.7 84.8 84.6 84.4 84.1 83.9 83.7 83.1 82.5 72.742 85.7 84.8 84.6 84.3 84.1 83.8 83.6 82.1 80.6 71.044 85.6 84.7 84.1 83.5 83.0 82.4 81.8 80.3 78.8 69.346 85.6 82.9 82.3 81.7 81.1 80.6 80.0 78.5 77.248 85.4 81.0 80.4 79.9 79.3 78.7 78.2 76.8 75.450 83.5 79.2 78.6 78.0 77.5 77.0 76.5 75.1 73.752 81.5 77.4 76.9 76.3 75.8 75.2 74.7 73.354 79.6 75.6 75.1 74.555 78.7 74.7CORRECTIONS AIR CONDITIONING ENGINE ANTI ICE TOTAL ANTI ICE

OFF ON ONWEIGHT + 1400 kg - 220 kg up to 9200 ft - 1100 kg up to 5000 ft


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 5/8FCOM B → 30 MAY 13

CAT II - CONF 3Ident.: PER-GOA-ACG-CAT-00002145.0055001 / 21 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 6/8FCOM ← B → 30 MAY 13

CAT II - CONF 3Ident.: PER-GOA-ACG-CAT-00002145.0060001 / 21 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-GOA-ACG-CAT P 7/8FCOM ← B → 30 MAY 13

CAT II - CONF 3Ident.: PER-GOA-ACG-CAT-00002145.0062001 / 24 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

A320FLIGHT CREW

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CTV A320 FLEET PER-GOA-ACG-CAT P 8/8FCOM ← B 30 MAY 13

CAT II - CONF 3Ident.: PER-GOA-ACG-CAT-00002145.0412001 / 14 DEC 12Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3 - CAT II

ONE ENGINE OUT High AirConditioning Gradient : 2.5 %

ONE ENGINE AT GO AROUND THRUST Anti Ice OFFPRESSURE ALTITUDE (FT)OAT

(°C) -2000 0 200 400 600 800 1000 1500 2000 5000 8000 9200 12000 14100≤10 84.3 83.3 83.1 82.8 82.6 82.4 82.1 81.6 81.0 81.2 76.6 72.6 65.6 60.220 83.9 83.0 82.8 82.5 82.3 82.1 81.8 81.3 80.8 81.0 75.2 70.1 60.2 54.322 83.9 83.0 82.7 82.5 82.2 82.0 81.8 81.3 80.7 80.9 74.3 68.9 59.3 53.524 83.8 82.9 82.7 82.4 82.2 82.0 81.7 81.2 80.6 80.5 73.2 67.7 58.4 52.626 83.7 82.8 82.6 82.4 82.1 81.9 81.7 81.2 80.6 79.6 72.0 66.5 57.5 51.728 83.7 82.8 82.5 82.3 82.1 81.9 81.6 81.1 80.6 78.6 70.7 65.4 56.630 83.6 82.7 82.5 82.3 82.0 81.8 81.6 81.1 80.5 77.7 69.6 64.4 55.732 83.6 82.7 82.5 82.2 82.0 81.8 81.6 81.0 80.5 76.8 68.3 63.334 83.5 82.7 82.4 82.2 82.0 81.7 81.5 81.0 80.5 75.8 67.0 62.236 83.5 82.6 82.4 82.2 81.9 81.7 81.5 81.0 80.4 74.3 65.7 61.038 83.4 82.6 82.4 82.2 81.9 81.7 81.5 81.0 80.4 72.5 64.340 83.4 82.6 82.4 82.1 81.9 81.7 81.5 81.0 80.4 70.842 83.4 82.6 82.3 82.1 81.9 81.6 81.4 80.0 78.5 69.144 83.3 82.5 81.9 81.3 80.8 80.2 79.6 78.2 76.9 67.646 83.3 80.7 80.1 79.5 79.0 78.4 77.9 76.5 75.148 83.2 78.9 78.3 77.8 77.3 76.8 76.2 74.8 73.450 81.3 77.2 76.7 76.1 75.6 75.0 74.5 73.1 71.752 79.4 75.4 74.9 74.3 73.8 73.3 72.7 71.454 77.5 73.7 73.1 72.655 76.7 72.8CORRECTIONS AIR CONDITIONING ENGINE ANTI ICE TOTAL ANTI ICE

OFF ON ONWEIGHT + 1400 kg - 220 kg up to 9200 ft - 1000 kg up to 5000 ft


PERFORMANCE

LANDING

A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-PLP-TOC P 1/2FCOM 30 MAY 13

PER-LDG-GEN GENERALGENERAL................................................................................................................................................................ ADISPATCH............................................................................................................................................................... BUse of the Autobrake System.................................................................................................................................C

PER-LDG-CTA RUNWAY CONTAMINATIONPER-LDG-CTA-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-LDG-CTA-20 DEFINITIONSDEFINITIONS...........................................................................................................................................................AEQUIVALENCES..................................................................................................................................................... B

PER-LDG-DIS DISPATCHPER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing

Runway Condition Assessment Matrix....................................................................................................................A

PER-LDG-DIS-RLD REQUIRED LANDING DISTANCES / MANUAL LANDINGRLD CONF FULL.................................................................................................................................................... ARLD CONF 3........................................................................................................................................................... BExample................................................................................................................................................................... C

PER-LDG-DIS-RLA REQUIRED LANDING DISTANCESAUTOMATIC LANDING ON DRY RUNWAY.......................................................................................................... A

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CTV A320 FLEET PER-LDG-PLP-TOC P 2/2FCOM 30 MAY 13

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GENERAL

CTV A320 FLEET PER-LDG-GEN P 1/4FCOM A → 30 MAY 12

GENERALIdent.: PER-LDG-GEN-00013287.0001001 / 22 MAY 12Applicable to: ALL

REQUIRED LANDING DISTANCE (RLD) AT DISPATCHThe RLD is the regulatory reference to be used for dispatch landing performance computation.The RLD is the factored certified landing distance based on:‐ Maximum manual braking initiated immediately after main gear touchdown‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when

credit is used)‐ Antiskid and all spoilers operative‐ The regulatory dispatch factor.MANUAL LANDING

CONTAMINATED RUNWAYIf the surface is contaminated, EU-OPS operators must use the longer of the RLD for wetrunway and the RLD for the applicable contaminant for dispatch.

AUTOMATIC LANDINGThe RLD for automatic landing is defined as the RLD in manual landing corrected with theincrement given in AFM. These increments assume maximum manual braking from main geartouchdown.

IN-FLIGHT LANDING DISTANCEThe flight crew should use the Landing Distances published in the QRH as the referencefor In-Flight landing performance computation. The In-Flight Landing Distances reflect theperformance achievable in a typical operational landing without margin, assuming realistic airbornephase from threshold to touchdown and deceleration on ground to full stop.The In-Flight Landing Distances consider:‐ Touchdown within the touchdown zone‐ Maximum manual braking initiated immediately after main gear touchdown‐ Normal system delays in braking activation in case of autobrake‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when

credit is used)‐ Antiskid and all spoilers operative.

A320FLIGHT CREW

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GENERAL

CTV A320 FLEET PER-LDG-GEN P 2/4FCOM ← A to C → 30 MAY 12

FACTORED IN-FLIGHT LANDING DISTANCEThe flight crew should apply an appropriate margin to the In-Flight Landing Distances publishedin the QRH to account for operational variability (e.g. in wind and runway condition reporting) andflying technique (e.g. speed and height above threshold, flare).This factor should account for:‐ The Applicable Regulations‐ The Airline Policy‐ The discretion of the Pilot.The Factored In-Flight Landing Distance may in some cases, and in particular on contaminatedrunway, exceed the RLD considered at dispatch.The requirements for dispatch remain unchanged and are based on the RLD. However, whenarrival conditions are expected to be marginal it is recommended to make a preliminary calculationof In-Flight Landing Distance or Factored In-Flight Landing Distance at dispatch in order tonominate suitable destination alternates.

DISPATCHIdent.: PER-LDG-GEN-00013288.0001001 / 18 MAR 11Applicable to: ALL

The pilot must check before departure that the available runway length at destination is at least equalto the required landing distance for the forecasted landing weight.In case of aircraft system failure affecting landing distance known before the dispatch, the availablerunway length must be at least equal to the required landing distance with failure, i.e. the requiredlanding distance without failure multiplied by the coefficient given in the Flight Manual or the MMEL.

USE OF THE AUTOBRAKE SYSTEMIdent.: PER-LDG-GEN-00012045.0001001 / 22 MAY 12Applicable to: ALL

The autobrake system is designed to help the pilot in case of :‐ aborted takeoff or‐ landing on short runways or‐ operation with low visibility weather conditionsFurthermore, it ensures a straight roll-out and optimizes the landing distance on contaminatedrunways provided the contamination is evenly distributed.

A320FLIGHT CREW

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GENERAL

CTV A320 FLEET PER-LDG-GEN P 3/4FCOM ← C 30 MAY 12

At landing, select the braking mode according to :‐ runway length‐ configuration‐ runway condition

A320FLIGHT CREW

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GENERAL


CTV A320 FLEET PER-LDG-GEN P 4/4FCOM 30 MAY 12

A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-CTA-10 P 1/2FCOM A 19 JUL 11

GENERALIdent.: PER-LDG-CTA-10-00013002.0001001 / 28 FEB 11Applicable to: ALL

This section presents the recommendations of Airbus Industrie for operations from wet runways orfrom runways which are covered with contaminants such as standing water, slush or snow.

A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-CTA-10 P 2/2FCOM 19 JUL 11

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CTV A320 FLEET PER-LDG-CTA-20 P 1/2FCOM A to B → 30 MAY 13

DEFINITIONSIdent.: PER-LDG-CTA-20-00013004.0001001 / 22 MAY 13Applicable to: ALL

DAMP : A runway is damp when the surface is not dry, but when the water on itdoes not give it a shiny appearance.

WET : A runway is considered as wet when the surface has a shinyappearance due to a thin layer of water. When this layer does notexceed 3 mm depth, there is no substantial risk of hydroplaning.

STANDING WATER : is caused by heavy rainfall and/or insufficient runway drainage with adepth of more than 3 mm.

SLUSH : is water saturated with snow which spatters when stepping firmly onit. It is encountered at temperatures around 5 °C and its density isapproximately 0.85 kg/l (7.1 lb/US Gal).

WET SNOW : is a condition where, if compacted by hand, snow will stick togetherand tend to form a snowball. Its density is approximately 0.4 kg/l(3.35 lb/US Gal).

DRY SNOW : is a condition where snow can be blown if loose, or if compacted byhand, will fall apart again upon release. Its density is approximately0.2 kg/l (1.7 lb/US Gal).

COMPACTED SNOW : is a condition where snow has been compressed.ICY : is a condition where the friction coefficient is 0.05 or below.

EQUIVALENCESIdent.: PER-LDG-CTA-20-00014917.0002001 / 22 MAY 13Applicable to: PK-GLX, PK-GLY

For the below-listed reported contaminants, the following equivalent runway conditions can beretained for the landing performance determination.


SlushWater

Wet snowDry snow

≤ 3 mm (0.12 in) Wet

A320FLIGHT CREW

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PERFORMANCELANDING


CTV A320 FLEET PER-LDG-CTA-20 P 2/2FCOM ← B 30 MAY 13

EQUIVALENCESIdent.: PER-LDG-CTA-20-00014917.0001001 / 22 MAY 13Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,PK-GLO, PK-GLU

For the below-listed reported contaminants, the following equivalent runway conditions can beretained for the landing performance determination.



≤ 3 mm (0.12 in)Wet

Wet snow ≤ 30 mm (1.18 in) Slush≤ 3 mm (0.12 in) WetDry snow ≤ 130 mm (5.12 in) Slush

A320FLIGHT CREW

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DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING

CTV A320 FLEET PER-LDG-DIS-MAT P 1/2FCOM A 13 SEP 12

RUNWAY CONDITION ASSESSMENT MATRIXIdent.: PER-LDG-DIS-MAT-00014450.0001001 / 30 AUG 12Applicable to: ALL

A320FLIGHT CREW

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DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING


CTV A320 FLEET PER-LDG-DIS-MAT P 2/2FCOM 13 SEP 12

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELANDING

DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING

CTV A320 FLEET PER-LDG-DIS-RLD P 1/10FCOM A → 30 MAY 13

RLD CONF FULLIdent.: PER-LDG-DIS-RLD-00013995.0093001 / 03 APR 13Applicable to: PK-GLX, PK-GLY

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reversethrust, manual landing, and VAPP=VLS.

Required Landing Distances (m)Runway State

Weight (1000 kg) Dry Wet Compactedsnow

Dry / Wetsnow Slush Standing

Water46 1 170 1 340 1 370 1 530 1 360 1 41050 1 220 1 400 1 450 1 620 1 450 1 50054 1 270 1 460 1 540 1 720 1 540 1 59058 1 330 1 530 1 620 1 810 1 630 1 69062 1 390 1 600 1 700 1 900 1 720 1 82066 1 500 1 730 1 780 1 990 1 820 1 950

Corrections on Landing Distances (m)

Runway State Dry Wet Compactedsnow


Water

Altitude Per 1 000 ftABOVE SL + 60 + 70 + 80 + 90 + 130 + 130

Speed Per 5 kt + 100 + 110 + 90 + 100 + 110 + 170Wind Per 5 kt TW + 150 + 170 + 160 + 190 + 240 + 330

ReversePer ThrustReverserOperative

- - - 70 - 90 - 70 - 80

CG ExtendedForward CG + 30 + 30 + 50 + 60 + 40 + 50

RLD CONF FULLIdent.: PER-LDG-DIS-RLD-00013995.0035001 / 22 MAY 12Applicable to: PK-GLH, PK-GLI


Required landing distances (ft)Runway State

Weight (1000 lb) Dry Wet Compactedsnow Slush Standing

Water100 3 800 4 370 4 470 4 430 4 570110 3 980 4 580 4 750 4 740 4 890120 4 180 4 810 5 060 5 070 5 240130 4 390 5 050 5 370 5 420 5 650


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CTV A320 FLEET PER-LDG-DIS-RLD P 2/10FCOM ← A → 30 MAY 13

Continued from the previous pageRequired landing distances (ft)

Runway StateWeight (1000 lb) Dry Wet Compacted

snow Slush StandingWater

140 4 670 5 370 5 670 5 760 6 120150 5 180 5 950 5 980 6 110 6 600

Corrections on landing distances (ft)

Runway State Dry Wet Compactedsnow Slush Standing

Water

Altitude Per 1 000 ftABOVE SL + 190 + 220 + 270 + 430 + 430

Speed Per 5 kt + 320 + 370 + 300 + 420 + 580Wind Per 5 kt TW + 490 + 560 + 510 + 800 + 1 090

Reverse Per ThrustReverser Operative - - - 240 - 240 - 250

CG ExtendedForward CG + 80 + 100 + 150 + 160 + 180

RLD CONF FULLIdent.: PER-LDG-DIS-RLD-00013995.0018001 / 22 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



Weight (1000 kg) Dry Wet Compactedsnow Slush Standing

Water46 1 150 1 320 1 310 1 300 1 35050 1 210 1 390 1 400 1 390 1 44054 1 260 1 450 1 480 1 480 1 53058 1 320 1 510 1 560 1 570 1 63062 1 380 1 580 1 640 1 670 1 75066 1 480 1 710 1 730 1 760 1 880



Water


Speed Per 5 kt + 100 + 100 + 80 + 110 + 160Wind Per 5 kt TW + 140 + 170 + 150 + 220 + 300


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CTV A320 FLEET PER-LDG-DIS-RLD P 3/10FCOM ← A to B → 30 MAY 13

Continued from the previous pageCorrections on Landing Distances (m)


Water



RLD CONF FULLIdent.: PER-LDG-DIS-RLD-00013995.0001001 / 22 MAY 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




Water46 1 170 1 340 1 370 1 360 1 41050 1 220 1 400 1 450 1 450 1 50054 1 270 1 460 1 540 1 540 1 59058 1 330 1 530 1 620 1 630 1 69062 1 390 1 600 1 700 1 720 1 82066 1 500 1 730 1 780 1 820 1 950



Water





RLD CONF 3Ident.: PER-LDG-DIS-RLD-00013996.0098001 / 03 APR 13Applicable to: PK-GLX, PK-GLY


A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-DIS-RLD P 4/10FCOM ← B → 30 MAY 13


Weight (1000 kg) Dry Wet Compactedsnow


Water46 1 250 1 430 1 500 1 690 1 490 1 54050 1 300 1 500 1 590 1 790 1 590 1 65054 1 360 1 570 1 680 1 890 1 690 1 76058 1 430 1 640 1 770 1 990 1 800 1 91062 1 520 1 750 1 860 2 090 1 900 2 06066 1 670 1 920 1 950 2 200 2 030 2 210


Runway State Dry Wet Compactedsnow


Water

Altitude Per 1 000 ftABOVE SL + 60 + 70 + 90 + 110 + 150 + 150

Speed Per 5 kt + 100 + 120 + 100 + 100 + 150 + 200Wind Per 5 kt TW + 150 + 180 + 170 + 200 + 270 + 370

ReversePer ThrustReverserOperative

- - - 90 - 120 - 90 - 90

CG ExtendedForward CG + 30 + 30 + 50 + 50 + 60 + 60

RLD CONF 3Ident.: PER-LDG-DIS-RLD-00013996.0035001 / 22 MAY 12Applicable to: PK-GLH, PK-GLI


Required Landing Distances (ft)Runway State

Weight (1000 lb) Dry Wet Compactedsnow Slush Standing

Water100 4 040 4 650 4 860 4 840 5 000110 4 260 4 900 5 190 5 210 5 380120 4 480 5 150 5 520 5 580 5 830130 4 720 5 430 5 860 5 960 6 370140 5 150 5 920 6 200 6 360 6 930150 5 740 6 600 6 540 6 870 7 500

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELANDING


CTV A320 FLEET PER-LDG-DIS-RLD P 5/10FCOM ← B → 30 MAY 13

Corrections on Landing Distances (ft)


Water


Speed Per 5 kt + 340 + 390 + 320 + 500 + 660Wind Per 5 kt TW + 510 + 580 + 540 + 900 + 1 250



RLD CONF 3Ident.: PER-LDG-DIS-RLD-00013996.0018001 / 22 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ




Water46 1 210 1 390 1 410 1 410 1 46050 1 270 1 460 1 500 1 510 1 56054 1 330 1 520 1 590 1 610 1 66058 1 390 1 600 1 680 1 700 1 80062 1 470 1 690 1 770 1 810 1 94066 1 610 1 850 1 860 1 910 2 080



Water





A320FLIGHT CREW

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PERFORMANCELANDING


CTV A320 FLEET PER-LDG-DIS-RLD P 6/10FCOM ← B to C → 30 MAY 13

RLD CONF 3Ident.: PER-LDG-DIS-RLD-00013996.0001001 / 22 MAY 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




Water46 1 250 1 430 1 500 1 490 1 54050 1 300 1 500 1 590 1 590 1 65054 1 360 1 570 1 680 1 690 1 76058 1 430 1 640 1 770 1 800 1 91062 1 520 1 750 1 860 1 900 2 06066 1 670 1 920 1 950 2 030 2 210



Water





EXAMPLEIdent.: PER-LDG-DIS-RLD-00014000.0035001 / 22 MAY 12Applicable to: PK-GLH, PK-GLI

EXAMPLE 1Required Landing Distance (RLD) determination with multiple correctionsData: Landing CONF = CONF FULL

LW = 130 klbDRY runwayAirport altitude = 2 000 ftApproach speed = VLS5 kt TW

A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-DIS-RLD P 7/10FCOM ← C → 30 MAY 13

ISA conditionsNo slope

Read the reference distance for 130 klb from RLD table:RLD (DRY, 0 ft, VLS, no wind) = 4 390 ft

Read the different corrections:Altitude correction: 190 x 2 = + 380 ftWind correction: 490 x 1 = + 490 ft

RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 4 390 + 380 + 490 = 5 260 ftEXAMPLE 2

Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASAoperators)Data: Landing CONF = CONF FULL

LW = 130 klbRunway covered with STANDING WATERAirport altitude = 2 000 ftApproach speed = VLSCredit for all thrust reversersISA conditionsNo slope

RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 5 650 + 430 x 2 - 250 x 2 = 6 010 ftCompare this distance to the landing distance in the same conditions on WET runway:

RLD (WET, 2 000 ft, VLS, no wind) = 5 050 + 220 x 2 = 5 490 ftRLD (WET) < RLD (WATER), therefore RLD = 6 010 ft

EXAMPLEIdent.: PER-LDG-DIS-RLD-00014000.0018001 / 22 MAY 12Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


LW = 58 TDRY runwayAirport altitude = 2 000 ftApproach speed = VLS

A320FLIGHT CREW

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CTV A320 FLEET PER-LDG-DIS-RLD P 8/10FCOM ← C → 30 MAY 13

5 kt TWISA conditionsNo slope

Read the reference distance for 58 T from RLD table:RLD (DRY, 0 ft, VLS, no wind) = 1 320 m

Read the different corrections:Altitude correction: 60 x 2 = + 120 mWind correction: 140 x 1 = + 140 m

RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 320 + 120 + 140 = 1 580 mEXAMPLE 2


LW = 58 TRunway covered with STANDING WATERAirport altitude = 2 000 ftApproach speed = VLSCredit for all thrust reversersISA conditionsNo slope

RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 630 + 140 x 2 - 110 x 2 = 1 690 mCompare this distance to the landing distance in the same conditions on WET runway:

RLD (WET, 2 000 ft, VLS, no wind) = 1 510 + 70 x 2 = 1 650 mRLD (WET) < RLD (WATER), therefore RLD = 1 690 m

EXAMPLEIdent.: PER-LDG-DIS-RLD-00014000.0001001 / 22 MAY 12Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


LW = 58 TDRY runwayAirport altitude = 2 000 ft

A320FLIGHT CREW

OPERATING MANUAL

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CTV A320 FLEET PER-LDG-DIS-RLD P 9/10FCOM ← C 30 MAY 13

Approach speed = VLS5 kt TWISA conditionsNo slope

Read the reference distance for 58 T from RLD table:RLD (DRY, 0 ft, VLS, no wind) = 1 330 m

Read the different corrections:Altitude correction: 60 x 2 = + 120 mWind correction: 150 x 1 = + 150 m

RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 330 + 120 + 150 = 1 600 mEXAMPLE 2


LW = 58 TRunway covered with STANDING WATERAirport altitude = 2 000 ftApproach speed = VLSCredit for all thrust reversersISA conditionsNo slope

RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 690 + 130 x 2 - 80 x 2 = 1 790 mCompare this distance to the landing distance in the same conditions on WET runway:

RLD (WET, 2 000 ft, VLS, no wind) = 1 530 + 70 x 2 = 1 670 mRLD (WET) < RLD (WATER), therefore RLD = 1 790 m

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELANDING



CTV A320 FLEET PER-LDG-DIS-RLD P 10/10FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL

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DISPATCH - REQUIRED LANDING DISTANCES

CTV A320 FLEET PER-LDG-DIS-RLA P 1/2FCOM A → 30 MAY 13

AUTOMATIC LANDING ON DRY RUNWAYIdent.: PER-LDG-DIS-RLA-00013359.0023001 / 18 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Determine the corrected required landing distance for manual landing from the data above.The required landing distance for automatic landing is equal to the corrected required landingdistance for manual landing except in the following case:‐ In case of landing in CONF 3 with landing weight equal to or less than 55 000 kg and with no wind

or headwind, it is equal to the corrected required landing distance for manual required landingincreased by 95 m.

‐ In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg it is equal tothe corrected required landing distance for manual required landing increased by 90 m.

AUTOMATIC LANDING ON DRY RUNWAYIdent.: PER-LDG-DIS-RLA-00013359.0191001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Determine the corrected required landing distance for manual landing from the data above.The required landing distance for automatic landing is equal to the corrected required landingdistance for manual landing except in the following case:‐ In case of landing in CONF 3 with landing weight equal to or less than 65 000 kg and with

headwind at or above 10 kt, it is equal to the corrected required landing distance for manuallanding increased by 90 m.

‐ In case of landing in CONF FULL with landing weight equal to or less than 45 000 kg and withheadwind at or above 30 kt, it is equal to the corrected required landing distance for manuallanding increased by 10 m.

AUTOMATIC LANDING ON DRY RUNWAYIdent.: PER-LDG-DIS-RLA-00013359.0022001 / 18 MAR 11Applicable to: PK-GLH, PK-GLI

Determine the corrected required landing distance for manual landing from the data above.The required landing distance for automatic landing is equal to the corrected required landingdistance for manual landing except in the following case:‐ In case of landing in CONF 3 with landing weight equal to or less than 121 300 lb and with no wind

or headwind, it is equal to the corrected required landing distance for manual required landingincreased by 310 ft.

‐ In case of landing in CONF FULL with landing weight equal to or less than 154 400 lb it is equal tothe corrected required landing distance for manual required landing increased by 285 ft.

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCELANDING

DISPATCH - REQUIRED LANDING DISTANCES

CTV A320 FLEET PER-LDG-DIS-RLA P 2/2FCOM ← A 30 MAY 13

AUTOMATIC LANDING ON DRY RUNWAYIdent.: PER-LDG-DIS-RLA-00013359.0595001 / 26 NOV 12Applicable to: PK-GLX, PK-GLY

Determine the corrected required landing distance for manual landing from the data above.The required landing distance for automatic landing is equal to the corrected required landingdistance for manual landing except in the following case:‐ In case of landing in CONF 3 with landing weight equal to or less than 70 000 kg and with no wind

or headwind, it is equal to the corrected required landing distance for manual landing increased by240 m.

‐ In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg and withheadwind, it is equal to the corrected required landing distance for manual landing increased by170 m.

PERFORMANCE

ONE ENGINE INOPERATIVE

A320FLIGHT CREW

OPERATING MANUAL

PERFORMANCEONE ENGINE INOPERATIVE


CTV A320 FLEET PER-OEI-PLP-TOC P 1/2FCOM 30 MAY 13

PER-OEI-GEN GENERALPER-OEI-GEN-05 GENERAL

INTRODUCTION......................................................................................................................................................AFLIGHT PREPARATION......................................................................................................................................... BSTRATEGY..............................................................................................................................................................C

PER-OEI-GEN-10 STANDARD STRATEGYPROCEDURE.......................................................................................................................................................... AEXAMPLE................................................................................................................................................................ B

PER-OEI-GEN-15 OBSTACLE STRATEGYPROCEDURE.......................................................................................................................................................... AEXAMPLE................................................................................................................................................................ B

PER-OEI-GEN-20 FIXED SPEED STRATEGIESPROCEDURE.......................................................................................................................................................... AEXAMPLE................................................................................................................................................................ B

PER-OEI-ALT ALTITUDEPER-OEI-ALT-10 CEILINGS

GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS.................................................................... ANET CEILING AT GREEN DOT SPEED................................................................................................................ B

PER-OEI-CRT CRUISE TABLESPER-OEI-CRT-10 STANDARD AND OBSTACLE STRATEGIES

LONG RANGE CRUISE - 1 ENGINE OUT - ISA................................................................................................... ALONG RANGE CRUISE - 1 ENGINE OUT - ISA +10............................................................................................BLONG RANGE CRUISE - 1 ENGINE OUT - ISA +15............................................................................................CLONG RANGE CRUISE - 1 ENGINE OUT - ISA +20............................................................................................D

PER-OEI-CRT-20 FIXED SPEED STRATEGIESCRUISE - MCT/VMO - 1 ENGINE OUT - ISA........................................................................................................ACRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10.................................................................................................BCRUISE - MCT/VMO - 1 ENGINE OUT - ISA +15................................................................................................ CCRUISE - MCT/VMO - 1 ENGINE OUT - ISA +20................................................................................................ DCRUISE - MCT/320KT - 1 ENGINE OUT - ISA..................................................................................................... ECRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10.............................................................................................. FCRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15..............................................................................................GCRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20.............................................................................................. H


A320FLIGHT CREW

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CTV A320 FLEET PER-OEI-PLP-TOC P 2/2FCOM 30 MAY 13

Continued from the previous pagePER-OEI-ICQ IN CRUISE QUICK CHECKPER-OEI-ICQ-10 STANDARD STRATEGIES

IN CRUISE QUICK CHECK AT LONG RANGE SPEED........................................................................................ACORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... BIN CRUISE QUICK CHECK LONG RANGE...........................................................................................................C

PER-OEI-ICQ-20 FIXED SPEED STRATEGIESGENERAL................................................................................................................................................................ ACORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... BIN CRUISE QUICK CHECK VMO.......................................................................................................................... CIN CRUISE QUICK CHECK 320KT........................................................................................................................ D

PER-OEI-HLD HOLDINGHOLDING.................................................................................................................................................................A

PER-OEI-DES DESCENTPER-OEI-DES-10 STANDARD STRATEGY

DESCENT - M.78/300KT.........................................................................................................................................A

PER-OEI-DES-15 OBSTACLE STRATEGYGROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA......................................................................AGROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10...............................................................BGROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15...............................................................CGROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20...............................................................D

PER-OEI-DES-20 FIXED SPEED STRATEGIESDESCENT - M.80/350KT.........................................................................................................................................ADESCENT - M.78/320KT ....................................................................................................................................... B

PER-OEI-DES-30 DESCENT TO LANDINGDESCENT TO LANDING........................................................................................................................................ A

A320FLIGHT CREW

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GENERAL - GENERAL

CTV A320 FLEET PER-OEI-GEN-05 P 1/2FCOM A to C → 25 NOV 11

INTRODUCTIONIdent.: PER-OEI-GEN-05-00002064.0001001 / 10 DEC 09Applicable to: ALL

This chapter provides the single engine performance data to be used for the conduct and monitoringof the flight following an engine failure.The diversion strategy (descent and cruise speed schedules) shall be selected, and specified in theoperator’s routes specifications, as a function of the prevailing operational factors (e.g. obstaclesclearance requirements and/or ETOPS operation).

FLIGHT PREPARATIONIdent.: PER-OEI-GEN-05-00002065.0001001 / 28 FEB 11Applicable to: ALL

In readiness for a possible engine failure occurring during the flight, any flight shall be planned so asto comply with any of the following requirements, as applicable :• obstacle clearance,• oxygen,• maximum diversion distance (ETOPS operation).The following FCOM sections provide flight preparation and fuel planning information :• Refer to PER-FPL-GEN-INT GENERAL, for Standard Fuel Planning,• Refer to PRO-SPO-40-10 General, for Extended Range Operation (ETOPS) and associated fuel

requirements.

STRATEGYIdent.: PER-OEI-GEN-05-00002067.0001001 / 23 NOV 11Applicable to: ALL

Depending on the prevailing operational constraints, the most appropriate diversion strategy shall beselected, out of the following options:

A320FLIGHT CREW

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GENERAL - GENERAL

CTV A320 FLEET PER-OEI-GEN-05 P 2/2FCOM ← C 25 NOV 11

FIXED SPEED STRATEGIESSTANDARDSTRATEGY

OBSTACLESTRATEGY 320 kt VMO

DESCENTTO CEILING

• M .78/300 kt• MCT

• Green Dot Speed• MCT

• M .78/320 kt• MCT

• M .80/350 kt• MCT

CRUISE LR ceilingLR speed

‐ Obstacle notcleared:Maintain Green DotSpeed at MCT

‐ Obstacle cleared :Revert to standardstrategy

FL per Refer toPRO-SPO-40-60

ETOPS Fuel FromCritical Point to

Landing - One EngineOut - Cruise at 320kt

MCT/320 kt

FL per Refer toPRO-SPO-40-60

ETOPS Fuel FromCritical Point to

Landing - One EngineOut - Cruise at 350kt

MCT/350 kt

DESCENTTO LANDING IDLE/M .78/300 kt/250 kt

Approxincrease in fuelconsumption

compared withboth engines

operative

+33 %

For ETOPS operations, any of the above diversion strategies can be used provided that the selectedstrategy and speed schedule is used in:‐ establishing the area of operation (maximum diversion distance), Refer to PRO-SPO-40-60

General,‐ calculating the diversion fuel requirements for the single engine ETOPS critical scenario, Refer to

PRO-SPO-40-30 ETOPS Fuel Scenarios,‐ demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).During the diversion, the flight crew is expected to use the planned speed schedule.However, based on the evaluation of the actual situation, the pilot in command has the authority todeviate from this planned one engine inoperative speed.

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GENERAL - STANDARD STRATEGY

CTV A320 FLEET PER-OEI-GEN-10 P 1/4FCOM A 30 MAY 13

PROCEDUREIdent.: PER-OEI-GEN-10-00002068.0001001 / 21 MAR 11Applicable to: ALL

Unless a specific procedure has been established before dispatch (ETOPS, mountainous areas) therecommended procedure is as follows :

A320FLIGHT CREW

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CTV A320 FLEET PER-OEI-GEN-10 P 2/4FCOM B → 30 MAY 13

EXAMPLEIdent.: PER-OEI-GEN-10-00002069.0019001 / 14 NOV 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVENGW at engine failure = 70 000 kgFL at engine failure = 310Temperature = ISADistance to diversion airport = 540 nmNo wind

FINDLRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGSAT LONG RANGE AND GREEN DOT SPEEDS)

FL 220

Descent to cruise level : (FL 220) Refer to PER-OEI-DES-10DESCENT - M.78/300KT

Distance = 231 - 151 = 80 nmFuel = 1 274 - 896 = 378 kgTime = 35 - 24 = 11 min

Cruise at long range speed (FL 220) to landing :(Weight = 70 000 - 378 = 69 622 kg : Distance = 540 - 80 = 460 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time andfuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remainingair distance of 460 nm at FL 220.Fuel : 2 482 kgTime : 1 h 29 minCorrection due to actual in-cruise weightΔFuel = +25 kg per 1 000 kg above reference weightΔFuel = +25 kg × (69.7 – 55) ~ 368 kg

RESULTTotal Fuel = 378 + 2 482 + 368 = 3 228 kgTime = 1 h 29 min + 11 min = 1 h 40 min

EXAMPLEIdent.: PER-OEI-GEN-10-00002069.0008001 / 14 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN:GW at engine failure = 70 000 kg

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CTV A320 FLEET PER-OEI-GEN-10 P 3/4FCOM ← B → 30 MAY 13

FL at engine failure = 310Temperature = ISADistance to diversion airport = 560 nmNo wind

FIND:LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGSAT LONG RANGE AND GREEN DOT SPEEDS)

FL 182

Descent to cruise level: (FL 180) Refer to PER-OEI-DES-10DESCENT - M.78/300KT

Distance = 235 - 98 = 137 nmFuel = 1 248 - 567 = 681 kgTime = 35.6 - 16.0 = 19.6 min

Cruise at long range speed (FL 180) to landing.(Weight = 70 000 - 681 = 69 319 kg: Distance = 560 - 137 = 423 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) timeand fuel consumption at ISA conditions and for a reference weight of 55 000 kg. Interpolate theremaining air distance of 423 nm at FL 180.Fuel : 2 435 kgTime : 1 h 24 minCorrection due to actual in-cruise weightΔFuel = +19 kg per 1 000 kg above reference weightΔFuel = +19 kg × (69.3 – 55) ~ 280 kg

RESULT:Total Fuel = 681 + 2 435 + 280 = 3 396 kgTime = 1 h 24 min + 20 min = 1 h 44 min

EXAMPLEIdent.: PER-OEI-GEN-10-00002069.0020001 / 14 NOV 11Applicable to: PK-GLH, PK-GLI

GIVEN:GW at engine failure = 150 000 lbFL at engine failure = 310Temperature = ISADistance to diversion airport = 540 nmNo wind

A320FLIGHT CREW

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CTV A320 FLEET PER-OEI-GEN-10 P 4/4FCOM ← B 30 MAY 13

FINDLRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGSAT LONG RANGE AND GREEN DOT SPEEDS)

FL 230

Descent to cruise level : (FL 230) Refer to PER-OEI-DES-10DESCENT - M.78/300KT

Distance = 232 - 104 = 68 nmFuel = 2 799 -2 119 = 680 lbTime = 35.1 - 25.9 = 9.2 min

Cruise at long range speed (FL 230) to landing :(Weight = 150 000 - 680 = 149 320 lb : Distance = 540 - 68 = 472 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time andfuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remainingair distance of 472 nm at FL 230.Fuel : 5 551 lbTime : 1 h 32 minCorrection due to actual in-cruise weightΔFuel = +21 lb per 1 000 lb above reference weightΔFuel = +21 lb × (149.3 – 120) ~ 615.3 lb

RESULTTotal Fuel = 680 + 5 551 + 616 = 6 847 lbTime = 1 h 32 min + 10 min = 1 h 42 min

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - OBSTACLE STRATEGY

CTV A320 FLEET PER-OEI-GEN-15 P 1/6FCOM A → 30 MAY 13


In order to maintain the highest possible level, the drift down procedure must be adopted.This requires maximum continuous thrust on the remaining engine at green dot speed. If, having reached drift down ceiling altitude, an obstacle problem remains, the drift down

procedure must be maintained so as to fly an ascending cruise profile. If, after drift down, no obstacle problem remains, the speed should be allowed to increase

to long range speed and maintained. The subsequent cruise should be made using eitherthe long range speed by adjusting it as a function of aircraft weight or by maintaining theinitial cruise speed.

Note: Due to the fact that the long range speed is higher than the green dot speed, the cruise willbe made at an altitude lower than the drift down ceiling.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-GEN-15 P 2/6FCOM ← A to B → 30 MAY 13

EXAMPLEIdent.: PER-OEI-GEN-15-00002075.0020001 / 14 NOV 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVENGW at engine failure = 62 000 kgFL at engine failure = 350Temperature = ISADistance to destination airport = 1 500 nmNo wind

A320FLIGHT CREW

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FINDLevel off (drift down ceiling) (Refer toPER-OEI-DES-15 GROSS FLIGHT PATHDESCENT AT GREEN DOT SPEED - ISA)

: 25 400 ft

Distance : 267 nmFuel : 1 400 kgTime : 48 minLRC ceiling : (Refer to PER-OEI-ALT-10GROSS CEILINGS AT LONG RANGE ANDGREEN DOT SPEEDS)

: FL 250

Cruise at long range speed (FL 250) to landing(weight = 62 000 - 1 400 = 60 600 kg : Distance = 1 500 - 267 = 1 233 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time andfuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remainingair distance of 1 233 nm at FL 250.Fuel : 6 462 kgTime : 3 h 42 minCorrection due to actual in-cruise weightΔFuel = +82 kg per 1 000 kg above reference weightΔFuel = +82 kg × (60.6 – 55) ~ 459 kg

RESULTTotal Fuel = 6 462 + 459 + 1 400 = 8 321 kgTime = 3 h 42 min + 48 min = 4 h 30 min

EXAMPLEIdent.: PER-OEI-GEN-15-00002075.0008001 / 14 NOV 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVENGW at engine failure = 62 000 kgFL at engine failure = 350Temperature = ISADistance to destination airport = 1 500 nmNo wind

A320FLIGHT CREW

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: 24 300 ft

Distance : 338 nmFuel : 1 800 kgTime : 1 h 04 minLRC ceiling : (Refer to PER-OEI-ALT-10GROSS CEILINGS AT LONG RANGE ANDGREEN DOT SPEEDS)

: FL 202

Cruise at long range speed (FL 200) to landing(weight = 62 000 - 1 800 = 60 200 kg : Distance = 1 500 - 338 = 1 162 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time andfuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remainingair distance of 1 162 nm at FL 200.Fuel : 6 503 kgTime : 3 h 34 minCorrection due to actual in-cruise weightΔFuel = +58 kg per 1 000 kg above reference weightΔFuel = +58 kg × (60.2 – 55) ~ 302 kg

RESULTTotal Fuel = 6 503 + 302 + 1 800 = 8 605 kgTime = 3 h 34 min + 1 h 04 min = 4 h 38 min

EXAMPLEIdent.: PER-OEI-GEN-15-00002075.0021001 / 14 NOV 11Applicable to: PK-GLH, PK-GLI

GIVENGW at engine failure = 135 000 lbFL at engine failure = 350Temperature = ISADistance to destination airport = 1 500 nmNo wind

A320FLIGHT CREW

OPERATING MANUAL





: 25 600 ft

Distance : 347 nmFuel : 4 200 lbTime : 1 h 04 minLRC ceiling (Refer to PER-OEI-ALT-10GROSS CEILINGS AT LONG RANGE ANDGREEN DOT SPEEDS)

: FL 250

Cruise at long range speed (FL 250) to landing(weight = 135 000 - 4 200 = 130 800 lb : Distance = 1 500 - 347 = 1 153 nm)Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time andfuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remainingair distance of 1 153 nm at FL 250.Fuel : 13 246 lbTime : 3 h 29 minCorrection due to actual in-cruise weightΔFuel = +74 lb per 1 000 lb above reference weightΔFuel = +74 lb × (130.8 – 120) ~ 799 lb

RESULTTotal Fuel = 13 246 + 799 + 4 200 = 18 245 lbTime = 3 h 29 min + 1 h 04 min = 4 h 33 min

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OEI-GEN-15 P 6/6FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


GENERAL - FIXED SPEED STRATEGIES

CTV A320 FLEET PER-OEI-GEN-20 P 1/4FCOM A 30 MAY 13


This section provides single engine performance data for two fixed speed diversion strategies(fixed descent and cruise speed schedules) recommended for ETOPS operation, provided that therequirements set forth, Refer to PER-OEI-GEN-05 INTRODUCTION, are complied with.

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-GEN-20 P 2/4FCOM B → 30 MAY 13

EXAMPLEIdent.: PER-OEI-GEN-20-00002093.0010001 / 22 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN :GW at engine failure = 70 000 kgFL at engine failure = 350Temperature = ISADistance to diversion airport = 500 nmSpeed selected before dispatch = 350 ktCruise level for diversionSelected before dispatch = FL 180

FIND :Descent to cruise level (Refer toPER-OEI-DES-20 DESCENT - M.80/350KT)

: Distance = 199 - 106 = 93 nmFuel = 1 186 - 760 = 426 kgTime = 26.9 - 15.1 = 11.8 min

CruiseWeight = 70 000 - 426 = 69 574 kgDistance = 500 - 93 = 407 nmDetermine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuelconsumption at ISA conditions for a reference weight of 55 000 kgInterpolate the remaining distance of 407 nm at FL 180Fuel = 2 595 kgTime = 1 h 12 minCorrection due to actual in-cruise weight : no correction here

RESULT :Total Fuel = 2 595 + 426 = 3 021 kgTime = 1 h 12 min + 12 min = 1 h 24 min

EXAMPLEIdent.: PER-OEI-GEN-20-00002093.0021001 / 22 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN :GW at engine failure = 70 000 kg

A320FLIGHT CREW

OPERATING MANUAL




FL at engine failure = 350Temperature = ISADistance to diversion airport = 500 nmSpeed selected before dispatch = 350 ktCruise level for diversionSelected before dispatch = FL 180

FIND :Descent to cruise level (Refer toPER-OEI-DES-20 DESCENT - M.80/350KT)

: Distance = 178 - 92 = 86 nmFuel = 1 030 - 651 = 379 kgTime = 24.1 - 13.1 = 11 min

CruiseWeight = 70 000 - 379 = 69 621 kgDistance = 500 - 86 = 414 nmDetermine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuelconsumption at ISA conditions for a reference weight of 55 000 kgInterpolate the remaining distance of 414 nm at FL 180Fuel = 2 804 kgTime = 1 h 11 minCorrection due to actual in-cruise weight▵Fuel = +3 kg per 1 000 kg above reference weight▵Fuel = +3 kg × (69.6 – 55) ~ 44 kg

RESULT :Total Fuel = 2 804 + 44 + 379 = 3 227 kgTime = 1 h 11 min + 11 min = 1 h 22 min

EXAMPLEIdent.: PER-OEI-GEN-20-00002093.0022001 / 22 FEB 11Applicable to: PK-GLH, PK-GLI

GIVEN:GW at engine failure = 150 000 lbFL at engine failure = 350Temperature = ISADistance to diversion airport = 500 nm

A320FLIGHT CREW

OPERATING MANUAL




Speed selected before dispatch = 350 ktCruise level for diversionSelected before dispatch = FL 180

FIND:Descent to cruise level (Refer toPER-OEI-DES-20 DESCENT - M.80/350KT)

: Distance = 178 - 92 = 86 nmFuel = 2 263 - 1 433 = 830 lbTime = 24 - 13.1 = 10.9 min

CruiseWeight = 150 000 - 830 = 149 170 lbDistance = 500 - 86 = 414 nmDetermine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuelconsumption at ISA conditions for a reference weight of 120 000 lbInterpolate the remaining distance of 414 nm at FL 180Fuel = 6 182 lbTime = 1 h 11 minCorrection due to actual in-cruise weight▵Fuel = +3 lb per 1 000 lb above reference weight▵Fuel = +3 lb × (149.2 – 120) ~ 88 lb

RESULT:Total Fuel = 6 182 + 88 + 830 = 7 100 lbTime = 1 h 11 min + 10.9 min = 1 h 22 min

A320FLIGHT CREW

OPERATING MANUAL


ALTITUDE - CEILINGS

CTV A320 FLEET PER-OEI-ALT-10 P 1/4FCOM A → 30 MAY 13

GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDSIdent.: PER-OEI-ALT-10-00002099.0481001 / 22 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note: If severe icing conditions are encountered, ice formation may build up on non heatedstructure and therefore the ceiling will be reduced by 2 000 ft.

A320FLIGHT CREW

OPERATING MANUAL


ALTITUDE - CEILINGS

CTV A320 FLEET PER-OEI-ALT-10 P 2/4FCOM ← A → 30 MAY 13

GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDSIdent.: PER-OEI-ALT-10-00002099.0478001 / 22 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


A320FLIGHT CREW

OPERATING MANUAL


ALTITUDE - CEILINGS

CTV A320 FLEET PER-OEI-ALT-10 P 3/4FCOM ← A to B → 30 MAY 13

GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDSIdent.: PER-OEI-ALT-10-00002099.0479001 / 02 FEB 11Applicable to: PK-GLH, PK-GLI


NET CEILING AT GREEN DOT SPEEDIdent.: PER-OEI-ALT-10-00002101.0376001 / 18 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling atgreen dot speed:

A320FLIGHT CREW

OPERATING MANUAL


ALTITUDE - CEILINGS

CTV A320 FLEET PER-OEI-ALT-10 P 4/4FCOM ← B 30 MAY 13

WEIGHT (1 000 kg)48 52 56 60 64 68 72 76

≤ ISA +10 -4 500 ft -4 700 ft -4 700 ft -4 000 ft -3 300 ft -3 300 ft -3 700 ft -4 600 ftISA +20 -5 200 ft -4 800 ft -3 800 ft -3 100 ft -3 300 ft -4 000 ft -5 200 ft -6 800 ft

NET CEILING AT GREEN DOT SPEEDIdent.: PER-OEI-ALT-10-00002101.0098001 / 25 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


WEIGHT (1 000 kg)48 52 56 60 64 68 72 76

≤ ISA +10 -5 800 ft -4 200 ft -2 700 ft -2 400 ft -3 600 ft -4 700 ft -5 100 ft -6 100 ftISA +20 -4 200 ft -2 800 ft -2 600 ft -3 800 ft -4 500 ft -6 300 ft -10 100 ft -11 800 ft

NET CEILING AT GREEN DOT SPEEDIdent.: PER-OEI-ALT-10-00002101.0099001 / 31 MAR 11Applicable to: PK-GLH, PK-GLI


WEIGHT (1 000 lb)110 120 130 140 150 160 170

≤ ISA +10 -5 200 ft -3 200 ft -2 300 ft -3 500 ft -4 700 ft -5 200 ft -6 900 ftISA +20 -3 300 ft -2 400 ft -3 500 ft -4 400 ft -6 300 ft -10 500 ft -12 200 ft

A320FLIGHT CREW

OPERATING MANUAL


CRUISE TABLES - STANDARD AND OBSTACLE STRATEGIES

CTV A320 FLEET PER-OEI-CRT-10 P 1/24FCOM A → 30 MAY 13

LONG RANGE CRUISE - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-10-00002108.0020001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 2/24FCOM ← A → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-10-00002108.0009001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-10-00002108.0021001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 6/24FCOM ← A 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 7/24FCOM B → 30 MAY 13

LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-10-00002109.0020001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 8/24FCOM ← B → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-10-00002109.0009001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-10-00002109.0021001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 12/24FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 13/24FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 14/24FCOM ← C → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISA +15Ident.: PER-OEI-CRT-10-00002110.0020001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 18/24FCOM ← C 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 19/24FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 20/24FCOM ← D → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




LONG RANGE CRUISE - 1 ENGINE OUT - ISA +20Ident.: PER-OEI-CRT-10-00002111.0063001 / 04 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-10 P 24/24FCOM ← D 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


CRUISE TABLES - FIXED SPEED STRATEGIES

CTV A320 FLEET PER-OEI-CRT-20 P 1/48FCOM A → 30 MAY 13

CRUISE - MCT/VMO - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002112.0012001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/VMO - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002112.0023001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/VMO - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002112.0024001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 6/48FCOM ← A 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 7/48FCOM B → 30 MAY 13

CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002113.0012001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002113.0023001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002113.0024001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 12/48FCOM ← B 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 13/48FCOM C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 18/48FCOM ← C 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 19/48FCOM D → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 24/48FCOM ← D 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 25/48FCOM E → 30 MAY 13

CRUISE - MCT/320KT - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002116.0012001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 26/48FCOM ← E → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002116.0023001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISAIdent.: PER-OEI-CRT-20-00002116.0024001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 30/48FCOM ← E 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 31/48FCOM F → 30 MAY 13

CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002117.0012001 / 04 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 32/48FCOM ← F → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002117.0062001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10Ident.: PER-OEI-CRT-20-00002117.0063001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 36/48FCOM ← F 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 37/48FCOM G → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 38/48FCOM ← G → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15Ident.: PER-OEI-CRT-20-00002118.0027001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 42/48FCOM ← G 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 43/48FCOM H → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 44/48FCOM ← H → 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL




CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20Ident.: PER-OEI-CRT-20-00002119.0012001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-CRT-20 P 48/48FCOM ← H 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


IN CRUISE QUICK CHECK - STANDARD STRATEGIES

CTV A320 FLEET PER-OEI-ICQ-10 P 1/4FCOM A to B 30 MAY 13

IN CRUISE QUICK CHECK AT LONG RANGE SPEEDIdent.: PER-OEI-ICQ-10-00002122.0001001 / 14 NOV 11Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption andthe time required to cover a given air distance from any moment in cruise to landing, with one engineinoperative.These tables are established for:‐ Cruise Mach number : long range‐ Descent profile : M .78/300 kt/250 kt‐ Approach and landing : 120 kg or 270 lb - 6 min IMC‐ ISA‐ CG = 33 %‐ Pack flow HI‐ Anti ice OFFNote: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach

the corresponding flight level.2. The flight level shown on the top of each column is the final flight level.3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015

(kg/°C/NM) × Δ ISA (°C) × air distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × airdistance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHTIdent.: PER-OEI-ICQ-10-00002123.0001001 / 28 JAN 11Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight.A correction on the fuel consumption has to be made, when the actual initial weight is different fromthe reference initial weight.If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correctionpart of the table per 1 000 kg or 1 000 lb below (or above) the reference initial weight (Refer toPER-OEI-GEN-20 EXAMPLE).

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-10 P 2/4FCOM C → 30 MAY 13

IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-OEI-ICQ-10-00002124.0019001 / 08 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-10 P 3/4FCOM ← C → 30 MAY 13

IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-OEI-ICQ-10-00002124.0008001 / 08 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-10 P 4/4FCOM ← C 30 MAY 13

IN CRUISE QUICK CHECK LONG RANGEIdent.: PER-OEI-ICQ-10-00002124.0020001 / 08 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL


IN CRUISE QUICK CHECK - FIXED SPEED STRATEGIES

CTV A320 FLEET PER-OEI-ICQ-20 P 1/8FCOM A to B 30 MAY 13

GENERALIdent.: PER-OEI-ICQ-20-00002125.0001001 / 14 NOV 11Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption andthe time required to cover a given air distance from any moment in cruise to landing with one engineinoperative.These tables are established for:‐ Cruise speed: MCT/VMO, MCT/320 kt.‐ Descent profile: M .78/300 kt/250 kt‐ Approach and landing: 120 kg or 270 lb - 6 min IMC‐ ISA‐ CG = 33 %‐ Pack flow HI‐ Anti ice OFFNote: 1. In the tables, the asterisk "*" means that a step climb of 4 000 ft has been made to reach

the corresponding flight level.2. The flight level shown on the top of each column is the final flight level.3. For each degree Celsius above ISA apply a fuel correction of

0.015 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM)or 0.033 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM)

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHTIdent.: PER-OEI-ICQ-20-00002126.0001001 / 03 MAR 11Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight. The fuel consumption mustbe corrected when the actual weight is different from the reference initial weight.If it is lower (or greater) than the reference weight, subtract (or add) the value given in thecorrection part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight (Refer toPER-OEI-GEN-20 EXAMPLE).

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 2/8FCOM C → 30 MAY 13

IN CRUISE QUICK CHECK VMOIdent.: PER-OEI-ICQ-20-00002127.0022001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 3/8FCOM ← C → 30 MAY 13

IN CRUISE QUICK CHECK VMOIdent.: PER-OEI-ICQ-20-00002127.0011001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 4/8FCOM ← C 30 MAY 13

IN CRUISE QUICK CHECK VMOIdent.: PER-OEI-ICQ-20-00002127.0023001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 5/8FCOM D → 30 MAY 13

IN CRUISE QUICK CHECK 320KTIdent.: PER-OEI-ICQ-20-00002128.0022001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 6/8FCOM ← D → 30 MAY 13

IN CRUISE QUICK CHECK 320KTIdent.: PER-OEI-ICQ-20-00002128.0011001 / 10 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-ICQ-20 P 7/8FCOM ← D 30 MAY 13

IN CRUISE QUICK CHECK 320KTIdent.: PER-OEI-ICQ-20-00002128.0023001 / 01 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OEI-ICQ-20 P 8/8FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


HOLDING

CTV A320 FLEET PER-OEI-HLD P 1/4FCOM A → 30 MAY 13

HOLDINGIdent.: PER-OEI-HLD-00002130.0024001 / 28 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL


HOLDING

CTV A320 FLEET PER-OEI-HLD P 2/4FCOM ← A → 30 MAY 13

HOLDINGIdent.: PER-OEI-HLD-00002130.0012001 / 28 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL


HOLDING

CTV A320 FLEET PER-OEI-HLD P 3/4FCOM ← A 30 MAY 13

HOLDINGIdent.: PER-OEI-HLD-00002130.0025001 / 28 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL


HOLDING


CTV A320 FLEET PER-OEI-HLD P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


DESCENT - STANDARD STRATEGY

CTV A320 FLEET PER-OEI-DES-10 P 1/4FCOM A → 30 MAY 13

DESCENT - M.78/300KTIdent.: PER-OEI-DES-10-00002135.0009001 / 09 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-10 P 2/4FCOM ← A → 30 MAY 13

DESCENT - M.78/300KTIdent.: PER-OEI-DES-10-00002135.0020001 / 09 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-10 P 3/4FCOM ← A 30 MAY 13

DESCENT - M.78/300KTIdent.: PER-OEI-DES-10-00002135.0021001 / 09 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL




CTV A320 FLEET PER-OEI-DES-10 P 4/4FCOM 30 MAY 13

A320FLIGHT CREW

OPERATING MANUAL


DESCENT - OBSTACLE STRATEGY


GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISAIdent.: PER-OEI-DES-15-00002080.0022001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISAIdent.: PER-OEI-DES-15-00002080.0009001 / 10 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISAIdent.: PER-OEI-DES-15-00002080.0023001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 4/16FCOM B → 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10Ident.: PER-OEI-DES-15-00002082.0022001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 5/16FCOM ← B → 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10Ident.: PER-OEI-DES-15-00002082.0009001 / 24 MAR 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 6/16FCOM ← B 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10Ident.: PER-OEI-DES-15-00002082.0023001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 7/16FCOM C → 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15Ident.: PER-OEI-DES-15-00002086.0020001 / 10 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 8/16FCOM ← C → 30 MAY 13


A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 9/16FCOM ← C 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15Ident.: PER-OEI-DES-15-00002086.0021001 / 10 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 10/16FCOM D → 30 MAY 13

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20Ident.: PER-OEI-DES-15-00002088.0022001 / 24 MAR 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 11/16FCOM ← D → 30 MAY 13

‐ For LONG RANGE CRUISE table Refer to PER-OEI-CRT-10 LONG RANGE CRUISE - 1 ENGINEOUT - ISA

‐ For IN CRUISE QUICK CHECK Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONGRANGE

A320FLIGHT CREW

OPERATING MANUAL





A320FLIGHT CREW

OPERATING MANUAL




GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20Ident.: PER-OEI-DES-15-00002088.0023001 / 24 MAR 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-15 P 15/16FCOM ← D 30 MAY 13



A320FLIGHT CREW

OPERATING MANUAL





A320FLIGHT CREW

OPERATING MANUAL


DESCENT - FIXED SPEED STRATEGIES


DESCENT - M.80/350KTIdent.: PER-OEI-DES-20-00002136.0023001 / 22 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




DESCENT - M.80/350KTIdent.: PER-OEI-DES-20-00002136.0012001 / 22 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




DESCENT - M.80/350KTIdent.: PER-OEI-DES-20-00002136.0024001 / 22 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-20 P 4/6FCOM B → 30 MAY 13

DESCENT - M.78/320KTIdent.: PER-OEI-DES-20-00002137.0012001 / 02 FEB 11Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-20 P 5/6FCOM ← B → 30 MAY 13

DESCENT - M.78/320KTIdent.: PER-OEI-DES-20-00002137.0023001 / 02 FEB 11Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL



CTV A320 FLEET PER-OEI-DES-20 P 6/6FCOM ← B 30 MAY 13

DESCENT - M.78/320KTIdent.: PER-OEI-DES-20-00002137.0024001 / 02 FEB 11Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL


DESCENT - DESCENT TO LANDING


DESCENT TO LANDINGIdent.: PER-OEI-DES-30-00002138.0011001 / 09 DEC 09Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

A320FLIGHT CREW

OPERATING MANUAL




DESCENT TO LANDINGIdent.: PER-OEI-DES-30-00002138.0022001 / 09 DEC 09Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A320FLIGHT CREW

OPERATING MANUAL




DESCENT TO LANDINGIdent.: PER-OEI-DES-30-00002138.0023001 / 09 DEC 09Applicable to: PK-GLH, PK-GLI

A320FLIGHT CREW

OPERATING MANUAL





FCOM - Performance

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Transcript of FCOM - Performance