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Minimum Alternate Fuel 550
Holding Fuel per Hour 2300
APU Fuel per Hour 130
Approx Fuel Flow per Hour (normal conditions) 3200
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Example of Fuel Planning - Faro (LPFR) to Lisbon (LPPT)
Trip Information. You must consider:
For example:
· Trip Length – nm 200
· Distance to Alternate – nm // Porto (LPPR) 200
· Route Contingency – min 15
· APU Time – min 45
· Taxi Time – min 30
· Cruise Altitude – ft 16000
· Zero Fuel Weight – Kg 50000
· +H/-T Wind – Knots + 15
· TAT – ºC - 4
Fuel Load with example inputs - Kg
Trip Fuel 2244
Alternate Fuel 1906
Contingency Fuel 762
APU Fuel 98
Taxi Fuel 340
Minimum Desired Landing Fuel 725
Total Left Wing Fuel Total Center Fuel Total Right Wing Fuel
3039 Kg 0 3039 Kg
6079 Kg
· To calculate your fuel, you must know the topics and tables above, for a
mental calculation, or simply get a fuel planner software for Airbus
A320.
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Landing Gear
· Max Landing Gear extension altitude: 25,000 ft
Flaps/Slats
· Max operating altitude w/ slats or/and flaps extended: 20,000 ft
Autopilot
· After Takeoff (if SRS is indicated): 100 ft AGL
Autoland
· Autoland Max headwind:
25 Knots
· Autoland Max Tailwind:
10 Knots
· Autoland is permitted using FULL flaps only.
Avionics
· Do not arm ILS APPR mode above 8200 ft AGL.
· Inertial Reference System – In the NAV mode the IRU will not provide
valid magnetic heading above 73º North and 60º South. Flights
above/below these latitudes are not permitted.
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Powerplant
· Airbus A320: CFM 56-53 rated at 27,000lbs. Thrust.
Five Thrust Lever Detents
TOGA Takeoff go-around
FLX/MCT Flex Takeoff, Max Continuous
CL Climb Thrust
IDLE Idle Thrust for forward and reverse
FULL REV Maximum reverse Thrust
Normal Start Sequence
Note: Start ENG 2 first to pressurize Yellow Hydraulics for parking brake.
· ENG Mode selector to IGN/START
· ENG Master switch to ON (after amber X’s go away)
At 16 % ignition ON
At 22% starts fuel flow
At 50% start valve closes, ignition off
Engine idle should stabilize at about 58%
· ENG mode selector to NORM
Normal Idle: – 2,4,6,6 –
20% N1 approx;
400 °C EGT;
60% N2;
600 lbs/hr FF. (270 Kg/hr FF)
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Manual Start Sequence
· ENG Mode selector to IGN/START
· ENG MAN START pb ON
· At Max Motoring (min. 20% N2) select ENG Master switch ON
Fuel and ignition will begin when ENG Master selected ON
At 50% start valve closes, ignition off
· At idle, about 58%, ENG MAN START pb OFF
· ENG mode selector to NORM
Airbus Flight Control Laws
FLIGHT CONTROL LAWS SUMMARY
NORMAL LAW
Normal operating configuration of the system. Failure of any single computer does not affect
normal law. Covers 3-axis control, flight envelope protection, and load alleviation. Have 3 modes
according to phase of flight.
Ground
Mode
· Active when aircraft is on the ground.
· Direct proportional relationship between the sidestick deflection and
deflection of the flight controls.
· Is active until shortly after liftoff.
· After touchdown, ground mode is reactivated and resets the stabilizer trim
to zero.
Flight
Mode
· Becomes active shortly after takeoff and remains active until shortly before
touchdown.
· Sidestick deflection and load factor imposed on the aircraft are directly
proportional, regardless of airspeed.
· With sidestick neutral and wings level, system maintains a 1 g load in pitch.
· No requirement to change pitch trim for changes in airspeed, configuration,
or bank up to 33 degrees.
· At full aft/fwd sidestick deflection system maintains maximum load factor
for flap position.
· Sidestick roll input commands a roll rate request.
· Roll rate is independent of airspeed.
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· A given sidestick deflection always results in the same roll rate response.
· Turn coordination and yaw damping are computed by the ELACs and
transmitted to the FACs.
· No rudder pedal feedback for the yaw damping and turn coordination
functions.
Flare
Mode
· Transition to flare mode occurs at 50' RA during landing .
· System memorizes pitch attitude at 50' and begins to progressively reduce
　
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