FMGS PROGRAMMING

FMGS programming involves inserting navigation data, then performance data. It is to be noted that:

• Boxed fields must be filled

• Blue fields inform the crew that entry is permitted

• Green fields are used for FMS generated data, and cannot be changed

• Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet • Yellow characters indicate a temporary flight plan display

• Amber characters signify that the item being displayed is important and requires immediate action

• Small font signifies that data is FMS computed • Large font signifies manually entered data.

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 9/14

FCTM ← G → 18 SEP 12

This sequence of entry is the most practical. INIT B should not be filled immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. These computations would slow down the entry procedure.

To obtain correct predictions, the fields of the various pages must be completed correctly, with available planned data for the flight:

• DATA

The database validity, NAVAIDs and waypoints (possibly stored in previous flight), and PERF FACTOR must be checked on the STATUS page.

• INIT A

The INIT A page provides access to aircraft present position. The flight crew will check that it corresponds to the real aircraft position. (Refer to NO-020 ADIRS INITIALIZATION). The history wind is the vertical wind profile, that has been encountered during the previous descent and should be entered at this stage if it is representative of the vertical wind profile for the next flight.

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 10/14

FCTM ← G → 18 SEP 12

• F-PLN

The F-PLN A page is to be completed thoroughly including: ‐ The take-off runway

‐ SID

‐ Altitude and speed constraints ‐ Correct transition to the cruise waypoint

‐ Intended step climb/descents, according to the Computerized Flight Plan (CFP). If time permits, the wind profile along the flight plan may be inserted using vertical revision through wind prompt.

The flight crew should also check the overall route distance (6th line of the F-PLN page), versus CFP distance.

• SEC F-PLN

The SEC F-PLN should be used to consider an alternate runway for take-off, a return to departure airfield or a routing to a take-off alternate.

• RAD NAV

The RAD NAV page is checked, and any required NAVAID should be manually entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 11/14

FCTM ← G → 18 SEP 12

• INIT B The flight crew:

‐ Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN computation. ‐ Checks fuel figures consistent with flight preparation fuel figures.

The flight crew will update weight and CG on receipt of the load sheet.

The FMS uses the trip wind for the entire flight from origin to destination. The trip wind is an average wind component that may be extracted from the CFP. The trip wind facility is available if the wind profile has not already been entered.

After Engine start, the INIT B page is no longer available. The flight crew should use the FUEL PRED page for weight and fuel data insertion, if required.

The INIT B page should not be completed immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. This would slow down the entry procedure.

• PERF

The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to default at 1 500 ft, or at a value defined by airline policy. The THR RED/ACC may be changed in the PERF TAKE-OFF page, if required. The flight crew should consider the applicable noise abatement procedure.

The one-engine-out acceleration altitude must: ‐ Be at least 400 ft above airport altitude

‐ Ensure that the net flight path is 35 ft above obstacles

‐ Ensure that the maximum time for takeoff thrust is not exceeded.

Therefore, there are generally a minimum and a maximum one engine out acceleration altitude values. The minimum value satisfies the first two criteria. The maximum value satisfies the last one. Any value between those two may be retained.

The one engine out acceleration altitude is usually defaulted to 1 500 ft AGL and will be updated as required.

The flight crew uses the PERF CLB page to pre-select a speed. For example, "Green Dot" speed for a sharp turn after take-off.

The crew may also check on the PROG page the CRZ FL, MAX REC FL and OPT FL.

Once the FMGS has been programmed, the PNF should then cross check the information prior to the take-off briefing.

When the predictions are available, the crew may print the PREFLIGHT DATA  . This listing provides all the predictions which may be used during the initial part of the flight.

3 _{TAKE-OFF BRIEFING}

The PF should perform the takeoff briefing at the gate , when the flight crew workload permits, Cockpit preparation has been completed and, before engine start.

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 12/14

FCTM ← G → 18 SEP 12

The takeoff briefing should be relevant, concise and chronological. When a main parameter is referred to by the PF, both flight crewmembers must crosscheck that the parameter has been set or programmed correctly. The takeoff briefing covers the following:

Take off briefing with associated checks

1- Miscellaneous

Aircraft type and model (Tail strike awareness)

Aircraft technical status (MEL and CDL considerations, relevant OEB) NOTAMS

Weather RWY conditions Use of ENG/Wing Anti Ice ENG Start Procedure Push Back

Expected Taxi Clearance Use of Radar

Use of Packs for Takeoff

2- INIT B Page

Block Fuel (1) _{(FOB on EW/D)}

Estimated TOW Extra time at destination

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 13/14

FCTM ← G to H → 18 SEP 12

3- Takeoff Perf Page

TO RWY TO CONF

FLEX / TOGA (1) _{(FLEX TOGA on MCDU)}

V1, VR, V2 (1) _{(V1, V2 on PFD)}

TRANS ALT

THR RED / ACC Altitude

4- Flight Plan

Minimum Safe Altitude

First assigned FL (1) _{(altitude target in blue on PFD)}

Flight Plan description (1) _{(SID on MCDU FPLN page)}

RAD NAV (1) _{(RAD NAV on ND)}

5- Abnormal Operations

For any failure before V1: CAPT will call "STOP" or "GO" In case of failure after V1:

continue TO, no actions before 400 ft AGL except gear up reaching 400 ft AGL, ECAM actions

reaching EO ACC altitude

‐ If the engine is secured, level off, accelerate and clean up

‐ Otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude) at green dot: OP CLB, MCT, resume ECAM, after TO C/L, status

ENG OUT routing: EOSID, SID, radar vector, immediate return ...

(1) Items that must be cross-checked on the associated display.

MISCELLANEOUS

Ident.: NO-020-00005455.0001001 / 25 JUN 08 Criteria: SA

Applicable to: ALL SEATING POSITION

To achieve a correct seating position, the aircraft is fitted with an eye-position indicator on the centre windscreen post. The eye-position indicator has two balls on it. When the balls are superimposed on each other, they indicate that the pilot's eyes are in the correct position. The flight crew should not sit too low, to avoid increasing the cockpit cut-off angle, therefore reducing the visual segment. During Low Visibility Procedures (LVP), it is important that the pilot's eyes are positioned correctly, in order to maximize the visual segment, and consequently, increase the possibility of achieving the appropriate visual reference for landing as early as possible. After adjusting the seat, each pilot should adjust the outboard armrest, so that the forearm rests comfortably on it, when holding the sidestick. There should be no gaps between the pilot's forearm and the armrest. The pilot's wrist should not be bent when holding the sidestick. This ensures that

2T1 A318/A319/A320/A321 For A/C: 18-CMHE NO-020 P 14/14

FCTM ← H 18 SEP 12

the pilot can accomplish flight maneuvers by moving the wrist instead of lifting the forearm from the armrest.

Symptoms of incorrect armrest adjustment include over-controlling, and not being able to make small, precise inputs.

The rudder pedals must then be adjusted to ensure the pilot can achieve both full rudder pedal displacement and full braking simultaneously on the same side.

The armrest and the rudder pedals have position indicators. These positions should be noted and set accordingly for each flight.