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significant failure. Company regulations may prohibit landing on runways with particular
braking actions.
Do not retract flaps after landing until after engine shutdown, and they have been visually
inspected to be clear of ice, slush or other obstructions.
If the airplane is to be left in conditions likely to produce a cold soak, follow the procedure for
securing the aircraft in FCOM 3.04.91 (Supplementary Techniques - Adverse Weather).
Even in quite mild conditions, it is advisable to drain the water system to prevent freezing and
possibility of split pipes. This procedure is given in FCOM 3.04.91 (Supplementary
Techniques - Adverse Weather).
HOT WEATHER & HIGH ALTITUDE RUNWAY OPERATIONS
Maximum fuel temperature is +54°C, for most fuels (+49°C for JP4 and JET B). There are
additional altitude restrictions if the fuel (JP4 or JET B) is still warm when reaching cruising
altitude (FCOM 3.01.40 [Limitations]). The maximum brake temperature for take off is
300°C, and if the brakes are above this, the brake fans (if fitted) should be used to aid
cooling. Both fuel temperature and brake temperature are monitored by ECAM and the crew
informed when temperatures approach or exceed a limit. The minimum flight crew oxygen
requirement increases with increasing temperature (FCOM 3.01 [Limitations]).
The avionics ventilation system has limitations on its use, when ground operations in high
temperatures are envisaged. These can be quite penalizing in very hot weather as shown in
FCOM 3.01.40 (Operating Limitations - Systems). It is prohibited to use conditioned air from
packs and LP ground units simultaneously.
Performance will be noticeably worse in hot and high conditions, and care must be taken
when calculating MTOW, any thrust reduction and V1, VR & V2 speeds.
The SOPs and ABN & EMER procedures remain applicable for high altitude airfields. At high
altitude airports towards the upper limit of the environmental envelope, great care must be
taken when calculating performance.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.32 Page 4
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ADVERSE WEATHER
CHAP02\32
COLD/HOT WEATHER AND HIGH ALTITUDE RUNWAY OPERATION (END)
06 - COMPLETION STANDARDS
· Demonstrates a clear knowledge of procedures and documentation associated with
adverse weather operations.
07 - COMMON ERRORS
· Lack of knowledge of documentation and its location
· Poor knowledge of relevant procedures
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.32 Page 5
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ADVERSE WEATHER
CHAP02\32
FLIGHT IN SEVERE TURBULENCE
01 - TRAINING OBJECTIVE
· To be aware of circumstances likely to give rise to severe turbulence.
· To take the correct actions if severe turbulence is encountered.
02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
· QRH 5.01 (Ops data)
· FCOM 01.34.60 (Weather radar)
· FCOM 03.04.91 (Flight in turbulence)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Turbulence penetration speed/mach, actions and handling consequences.
SECONDARY
· Air mass characteristics leading to possible severe turbulence.
· Use of documentation : temperature and wind gradient on computer flight plan.
05 - TRAINEES’ ACTIONS
The best advice is to avoid areas of severe turbulence either by use of the weather radar (for
thunderstorms etc), at the pre-flight planning stage (clear air turbulence forecast in met
briefing) or by a change of flight level if turbulence is reported by preceding aircraft.
Turbulence speeds are 250 kt below 20,000 ft and 275 kt or 0.76 Mach (whichever is slower)
above 20,000 ft.
Follow FCOM 3.04.34 (Supplementary Techniques - Navigation) for use of the weather radar
and FCOM 3.04.91 (Supplementary Techniques - Adverse Weather) for procedures should
severe turbulence be encountered. Also refer to QRH 5.01 for speed and thrust settings
recommended for turbulence.
Cruise levels at close to maximum level should not be used when turbulence is anticipated,
as there will be a much smaller margin between VMAX and VLS leading to the increased risk
of overspeed warnings or activation of low speed protections.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.32 Page 6
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ADVERSE WEATHER
CHAP02\32
FLIGHT IN SEVERE TURBULENCE (END)
06 - COMPLETION STANDARDS
· Takes appropriate measures to avoid areas of known severe turbulence (altitude and/or
　
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