Compiled by Matt Zagoren
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1 The information provided in this document is to be used during simulated flight only and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please do not post this information as a web page on your site. To all others: This information is provided for your personal use only. Distribution of this information in any form is not permitted without my approval. Distribution of this information in any payware product, CD or otherwise is not permitted. Compiled by Matt Zagoren
2 ABBREVIATED CHARTS A320 Flight Planning Chart 2
3 POWER SETTING CHARTS A320 Takeoff Thrust Setting - EPR EPR settings in shaded area are for FLEX EPR only. TAT Pressure Altitude (Feet) ( F/ C) SL / / / / / / / / / / / / / / / / / / / / / / / / / /20 50/10 32/0-4/-20-40/-40-76/
4 A320 Reduced Takeoff Thrust Reduced EPR is the minimum thrust required under normal conditions and is recommended since it results in reduced engine wear and fuel consumption. Do not use reduced takeoff thrust when: Braking action is reported less than good The probability of windshear exists Takeoff runway is other than dry Headwind adjustment has been used to increase the allowable takeoff weight Takeoff is made with a tailwind EPR indications are inop A brake is deactivated The FMGS automatically computes reduced takeoff thrust when a FLEX temp higher than ambient temp is entered on the MCDU TAKEOFF page. To determine FLEX (ASMD) temp, see the Takeoff Data provided by dispatch. 4
5 A320 Maximum Climb Thrust - EPR TAT ( C) Pressure Altitude (Feet) SL ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ A320 EPR Mode Inoperative Takeoff Thrust and Maximum Climb Thrust - N1 If the EPR mode is unavailable, thrust control automatically reverts to the N1 mode (rated or unrated), and the autothrottle is not available. In the rated N1 mode, thrust limits for takeoff, maximum climb, maximum continuous and go-around are calculated by the FADEC. Maximum cruise thrust is the only limit not monitored by the FADEC. If one engine reverts to the unrated mode (N1 value not displayed on ECAM), the N1 of the engine in the unrated mode must be aligned with the N1 of the engine in the rated mode. If both engines are in the unrated mode, use the following thrust setting tables. 5
6 EPR Mode Inoperative Takeoff Thrust N1 OAT ( C) Pressure Altitude (Feet) 1000 SL EPR Mode Inoperative Climb Thrust N1 OAT ( C) Pressure Altitude (Feet) SL
7 TAKEOFF CHARTS A320 Takeoff Vspeeds FLAPS 1 V1 Adjustments: Altitude/Temperature, Slope, Wind - See Adjustments page. Vr Adjustments: Altitude/Temperature - See Adjustments page. WT V1 Vr V2 F S Green Dot
8 If speed is in shaded region, check Vmin and use higher FLAPS 2 V1 Adjustments: Altitude/Temperature, Slope, Wind - See Adjustments page. WT V1 Vr V2 F S Green Dot Vr Adjustments: Altitude/Temperature See Adjustments page
9 If speed is in shaded region, check Vmin and use higher
10 FLAPS 3 V1 Adjustments: Altitude/Temperature, Slope, Wind - See Adjustments page. Vr Adjustments: Altitude/Temperature - See Adjustments page. WT V1 Vr V2 F S Green Dot
11 If speed is in shaded region, check Vmin and use higher
12 A320 V-Speed Adjustments Minimum V1 / Vr / V2 Pressure Altitude (Feet) Flaps 1 Flaps 2 Flaps 3 V1, Vr, V2 Min V1, Vr, V2 Min V1, Vr, V2 Min /112/ /110/ /110/ /115/ /113/ /113/ /118/ /116/ /116/ /121/ /119/ /118/122 SL 117/122/ /120/ /119/123 CRUISE CHARTS A320 Enroute Weight Limitations - Engine Inoperative All flights must plan a route and/or limit the MTOGW so that the airplane will have sufficient performance to clear enroute terrain if an engine fails. Other airplanes can either dump fuel to reduce weight or they have sufficient engine inoperative performance so that MTOGW is not restricted. Since the A320 is unable to dump fuel, MTOGW may be limited on routes over mountainous terrain. A320 Recommended Step Climb Weight This table provides a weight for a given step climb and windshear difference at which fuel burn will 12
13 be optimized. This weight will put the airplane above the optimum altitude initially. As fuel is burned off, the weight will approach optimum conditions and burn below the optimum weight until the weight reduces to the point for the next step climb Feet Step Climb - Mach.80 Headwind, Knots Flight Level Headwind Stronger at Higher Altitude Headwind Stronger at Lower Altitude Change Tailwind, Knots Flight Level Tailwind Stronger at Lower Altitude Tailwind Stronger at Higher Altitude Change A320 Optimum Cruise Weights, Mach.80 Optimum weight for the best NAM/1000 pounds of fuel at Mach.80 Flight Level Standard TAT ( C) Optimum Weight (Pounds) 122, , , , , ,800 13
14 A320 Mach.78 Cruise Flight Level Std TAT ( C) IAS TAS Gross Weight (1000 Pounds) EPR NAM/1000 LBS Adjustments: TAS (knots) is for standard temperature; add 1 knot/ C above standard, subtract 1 knot/ C below standard Fuel consumption (1000 pounds/hour) = TAS for actual temperature + NAM/1000 pounds 14
15 A320 Mach.80 Cruise Flight Level Std TAT ( C) IAS TAS Gross Weight (1000 Pounds) EPR NAM/1000 LBS Adjustments: TAS (knots) is for standard temperature; add 1 knot/ C above standard, subtract 1 knot/ C below standard Fuel consumption (1000 pounds/hour) = TAS for actual temperature + NAM/1000 pounds 15
16 A Knot Cruise Flight Level Std TAT ( C) TAS Gross Weight (1000 Pounds) EPR NAM/1000 LBS Adjustments: TAS (knots) is for standard temperature; add 1 knot/ C above standard, subtract 1 knot/ C below standard Fuel consumption (1000 pounds/hour) = TAS for actual temperature + NAM/1000 pounds 16
17 A320 Two Engine Holding Speeds and Fuel Flow (Green Dot) 17
18 LANDING CHARTS A320 Landing Reference Speeds - Flaps Full WT Vref
19 Landing Speed Definitions Vls (REF Speed) - The speed for a specific flap configuration which provides adequate stall margin for landing. Vls is computed by the FMGC to provide Vs protection for the selected landing configuration. It is the basis for computing Vapp and threshold speeds. Vls is not modifiable by the crew. Vref - Vls for configuration FULL. Vapp (Target Speed) - The speed at which the approach is flown. Vapp, as computed by the FMGC, is Vls + 5 knots plus 1/3 the headwind component, not to exceed Vls No additions are made for gusts. Threshold Speed - The speed crossing the runway threshold. Since wind gusts are not considered in calculating Vapp, Threshold and Vapp are the same. Minimum Groundspeed (Mini GS) - The speed, which is computed by the FMGC, that is equal to the Vapp minus the headwind component of the magnetic winds inserted by the crew on the PERF APPR page. If the headwind component is less than 10 knots, it defaults to 10 knots. MINI GS is the calculated managed approach speed expressed as an equivalent groundspeed. Managed Approach Speed - The speed, which is computed by the FMGC, at which the approach is flown in managed speed. It is the minimum groundspeed (Mini GS) plus the actual wind component, and is never lower than Vapp. Managed speed is limited by both Vapp and Vfe. When in managed speed, the FMGC maintains the minimum groundspeed by continuously adjusting the managed approach speed as the actual wind direction and/or velocity changes. When MINI GS is maintained, safe aerodynamic margins are provided by taking advantage of the airplane's inertia while flying through gusty or shear situations. EXAMPLE: A Vapp of 120 knots minus the pilot-entered wind of 15 knots equals a MINI GS of 105 knots. With an actual headwind of 20 knots: Managed approach speed is 125 knots (to maintain MINI GS of 105 knots). With an actual headwind of 50 knots: Managed approach speed is 155 knots (to maintain MINI GS of 105 knots). With an actual headwind of 5 knots: Managed approach speed is 120 knots (to maintain MINI GS of 105 knots). In this case, managed approach speed is no lower than Vapp (120 knots). With an actual tailwind of 20 knots: Managed approach speed is 120 knots ( to maintain MINI GS of 105 knots). In this case, managed approach speed in no lower than Vapp (120 knots). 19
Compiled by Matt Zagoren
The information provided in this document is to be used during simulated flight only and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please
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