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NAVIGATION - NAVIGATION DATABASE
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GENERAL
Applicable to: ALL
Overall navigation performance is mainly based on two elements:
‐ The accuracy of the aircraft position calculation
‐ The validity of the flight path definition, as extracted from the navigation database.
The level of validation depends on the type of operations. For example, JAA TGL 10 requires that, for
Precision RNAV in terminal area, providers and operators implement a quality assurance program for
the navigation database, which may include a navigation database validation process. The highest
level of validation is required for RNAV approach, with lateral and vertical navigation.
The navigation databases are revised every 28 days (ARINC cycle). Flights should be conducted
with a navigation database that is within its cycle. This should be checked on the AIRCRAFT
STATUS MCDU page.
OPERATIONS WITH AN OUTDATED NAVIGATION DATABASE
Applicable to: ALL
Airbus recommends flying with an updated navigation database. However, in exceptional
circumstances, and for a limited period of time, an aircraft can continue to operate beyond the end
data of the database cycle, provided it is approved by the national authorities.
The following precautions need to be considered:
Prior to flight, identify recent changes on the intended ‐ route, with the navigation charts and
manuals. Some “strategic” new waypoints, not in the navigation database, may be worth entering
as DEFINED WAYPOINT on MCDU.
Note: Flying with an outdated database, in an airspace that was recently restructured with
numerous new waypoints, should be avoided.
‐ Check SID, STAR, and approach procedures of departure, destination and required alternates for
recent changes.
Do not attempt to modify or manually construct terminal instrument procedures or approaches.
‐ Fly terminal instrument procedures and approaches with managed guidance, that are in the
navigation database and that have been checked for accuracy. Otherwise, fly the procedure, or
the approach, in selected guidance with conventional radio navaid raw data.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
NAVIGATION - NAVIGATION DATABASE
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A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
FLIGHT PLANNING - GENERAL
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FLIGHT PLANNING
Applicable to: ALL
The flight crew uses the MCDU to insert flight plans into the FMGS:
‐ A lateral flight plan that defines the intended horizontal flight path
‐ A vertical flight plan that defines the intended speed and altitude profile for the aircraft to follow
while flying the lateral flight plan.
Note: The flight planning function is available for both the primary and secondary flight plans.
The FMGS can contain two different flight plans:
‐ The ACTIVE flight plan, which is the basis for:
• Lateral and vertical guidance
• MCDU and ND display
• Radio navigation autotuning
• Performance predictions
• Fuel planning.
The SECONDARY flight ‐ plan which the flight crew may use:
• When an alternate takeoff runway is probable
• To plan a diversion
• To prepare the next flight
• To compare predictions or evaluations.
Each flight plan is composed of the same elements:
‐ The primary flight plan, from origin to destination and missed approach
‐ The alternate flight plan, from destination to alternate destination.
The flight crew enters the flight plan in either of two ways:
‐ Automatically by selecting a company route. Such a selection will call all the elements of the route
out of the database.
‐ Manually by selecting an ORIGIN/DEST pair, and then selecting all successive waypoints,
procedures, and vertical constraints on the MCDU.
The flight crew may then modify the flight plan on the ground or in flight, by making lateral and
vertical revisions.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
FLIGHT PLANNING - GENERAL
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A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
FLIGHT PLANNING - LATERAL FUNCTIONS
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