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· Effects of temperature.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.33 Page 13
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
PERFORMANCE
CHAP02\33
PREFLIGHT PLANNING FOR ONE ENGINE OUT (END)
05 - TRAINEES’ ACTIONS
This supplementary information will deal with the pre-flight planning and in flight performance
determination following an engine failure. Procedures for dealing with an engine failure in
the cruise and landing on one engine are dealt with in the abnormal operations section of this
manual.
At the pre-flight planning stage, should the flight be over mountainous terrain, then it is
important to consider the calculation of a point of no return (PNR) and aircraft net flight path.
This is detailed in FCOM 2.04.35 (Special Operations - Flight Over Mountainous Area) and
the aircraft flight manual.
Performance for the three strategies of standard strategy (no obstacles), obstacle strategy
and ETOPS strategy is detailed in FCOM 3.06 (Single Engine Operations). In flight gross
ceiling at drift down speed and at long range cruise speed can be determined from
QRH 4.04. Also gross flight path at drift down speed, fuel consumption at long range cruise
speed and quick check of fuel and time to landing are available in QRH 4.05 to 4.07. These
tables are very useful but require a little bit of studying in order to fully appreciate the
information contained in them.
06 - COMPLETION STANDARDS
· Demonstrates good knowledge of documentation.
· Makes valid use of information.
07 - COMMON ERRORS
· Not disconnecting ATHR following engine failure in the cruise.
· Misreading QRH tables.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.33 Page 14
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
PERFORMANCE
CHAP02\33
01 - TRAINING OBJECTIVE
· To handle the aircraft using basic skills without FD and A/THR.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
DOC references :
· FCOM 1.22.30 (Auto Flight)
· FCOM 1.27 (Flight Controls)
· FCOM 3.02.80 (Flight with unreliable speed indication)
· FCOM 3.04.27 (Flight controls)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Flight path stability
· Pitch attitude / Power setting characteristics
SECONDARY
· Pitch attitude / Power settings for all flight phases.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.34 Page 1
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
FLIGHT CONTROLS
FLIGHT CHARACTERISTICS
CHAP02\34
05 - TRAINEES’ ACTIONS
This briefing will provide an overview of the flight control laws on the A320 family of aircraft
and the protections provided to the pilot. It will not provide a full technical description of the
flight control system which is available in FCOM 1.27 (Flight Controls) and excellent guide to
the flight control laws is provided in FCOM 3.04.27 (Supplementary Techniques - Flight
Controls).
The aircraft can be flown in normal law, alternate law (with and without reduced protections),
direct law and mechanical back up.
NORMAL LAW
There are three modes of normal law; ground mode, flight mode and flare mode.
Ground mode
· Direct control of elevator, spoilers, ailerons and rudder. This is progressively blended out
when airborne so that flight mode becomes effective.
Flight mode
· Side-stick movement in the pitch axis commands a change in "g". Zero displacement is a
positive command for 1g flight. 1g flight means no change in flight path. So once the
correct flight path has been established, in the short term it will be maintained, despite any
changes to thrust or speed. Hence there is no need to trim.
· Side-stick movement in the roll axis commands a given rate of roll. Zero displacement is a
positive command for zero roll rate flight. Once the required bank angle has been
established, release the side-stick to neutral and it will be maintained.
· Resist the temptation to "overcontrol" the aircraft. Make a small input then gently release to
neutral and leave the stick alone unless a further adjustment is required. All turns may
require some side-stick and power adjustments.
Flare mode
· A change in pitch control below 50 ft only, requiring a gentle pull on the sidestick during the
flare in order to maintain a progressive flare.
Protections :
Full flight envelope protection is provided in normal law using the following individual
protections.
· Load factor limitation
　
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