 The A320neo with Pratt & Whitney engines is

the first variant in the NEO Family to receive

Type Certification.

 The A320neo with CFM engines will be

certified in the coming months.
 The A320neo Family incorporates latest
technologies including new generation
engines and Sharklet wing tip devices, which
together deliver more than 15 percent in fuel
savings from day one and 20 percent by 2020
with further cabin innovations.
 Launched on 1st December 2010, the
A320neo offers airlines an engine choice
between the
◦ Pratt & Whitney Pure Power PW1100G-JM and
◦ CFM International LEAP 1A engines.

 With more than 4,300 orders received from over 75

customers since its launch in 2010, the A320neo Family
has captured some 60 percent share of the market
 1. The cockpit is designed for a two-member crew. It also has a place for 1
observer.
Note - PRINCIPAL DIMENSIONS & GROUND MANEUVERING are
same as Sharklet aircarfts.
 2. ENGINE TYPE - GEARED TURBO FAN

 3. BYPASS RATIO - 12 : 1

 4. ENGINE INLET DIAMETER

OVERALL NACELLE – 102 inches (259 cm)
FAN BLADE TIP – 81 inches ( 205.7cm)
 5. THRUST – 24000-35000 lbs
 6.TOTAL USABLE FUEL (WEIGHT) – 18623 kgs
 7. FUEL NOZZLES – 18
 8. FIRE EXTINGUISHING BOTTLE(CARGO) – 01
 9. ENGINE POWER SETTING – N1
LIMITATIONS
ENGINE EGT

NEOs
vs
CEOs
OIL TEMPERATURE
CEO NEO
Minimum starting temperature -40 °C -40 °C

Minimum prior to exceeding idle -10 °C Not mentioned

Minimum prior to takeoff 50 °C 52 °C

Max continuous temperature 155 °C 151 °C
{ defined as Maximum temperature}

Max transient temperature (15 min) 165 °C Not mentioned

Minimum oil quantity
11 qt + estimated consumption (average Check that the oil quantity is at, or above
estimated 15.5 quarts plus the estimated
consumption ~ 0.3 qt/h). consumption for the intended flight, but
not lower than:
‐ 16.5 quarts, if the OAT is at, or above -
30 °C.
‐ 19 quarts, if the OAT is below -30 °C.

Note: The flight crew should consider an estimated engine oil

consumption for the intended flight of 0.22 quarts per hour.
OIL PRESSURE

CEO NEO
Minimum oil pressure 60 PSI 65 PSI

Maximum oil pressure Not there 270 PSI

 CEO NEO
N1 max normal operation 100 % 100 %

N1 max permissible 105 %

N2 max normal operation 100 % 100 %

N2 max permissible 105 %

Note:
3 consecutive start attempts, each of 2 min duration with a cooling
period of 35 s between each cycle.
(For CEOs, 3 consecutive cycles: 2 cycles of 2 min each, followed by
a 3rd cycle of 1 min .Pause between start attempts: 15 s.)

‐ After 3 cycles, a 15 min cooling period is necessary before a new

start motoring cycle is attempted.
(For CEOs, Cooling period, following 3 start attempts or 4 min of
continuous cranking: 30 min.)

‐ No running engagement of the starter, when N2 is above 20 %.

(For CEOs, N2 above 10 % on ground, and 18 % in flight.)

Following note is unique to NEOs:

Note: High tailwinds (above 10 kt) or crosswinds (above 35 kt) may
have an adverse effect on engine start. It may be necessary to
reposition the aircraft into the wind.
REDUCED THRUST TAKEOFF

• Takeoff at reduced thrust is only permitted, if the airplane meets all

applicable performance requirements at the planned takeoff weight, with
the operating engines at the thrust available for the assumed temperature
• Thrust reduction must not exceed 25 % of the full rated takeoff thrust. To
meet this requirement, the flexible temperature must not be higher than
ISA + 50 °C (TMAX FLEX).
• The assumed temperature must not be lower than the flat rating
temperature, or the actual OAT
• Takeoff at reduced thrust is not permitted on contaminated runways
• Takeoff at reduced thrust is permitted with any inoperative item affecting
the performance, only if the associated performance shortfall has been
applied to meet all performance requirements at the takeoff weight, with
the operating engines at the thrust available for the flex temperature.

CROSSWIND OPERATION

TAKEOFF
Engine crosswind limit at takeoff: 35 kt (gust included).
FUEL TEMPERATURE for CEO

FUEL TEMPERATURE for NEO

 • APU

• APU
ELECTRICAL POWER/AIR BLEED EXTRACTION
COCKPIT FIXED OXYGEN SYSTEM
POWER PLANT
 The PW1100G engine is a high bypass ratio, geared turbofan.

For CEOs : The V2500-A5 engine is a high bypass ratio

turbofan.
 LOW-PRESSURE (LP) COMPRESSOR/TURBINE
 The low-speed rotor (N1) consists of a front fan
(single-stage) and a three-stage LP compressor
connected to a three-stage LP turbine. There is a
reduction gearbox between the fan and the LP shaft
called the Fan Drive Gear System (FDGS)

HIGH-PRESSURE (HP) COMPRESSOR/TURBINE

 The high-speed rotor (N2) consists of a eight-stage HP
compressor connected to a two-stage HP turbine.

COMBUSTION CHAMBER
The annular combustion chamber is fitted with 18 fuel nozzles and 2 igniters.
 CEO
LOW-PRESSURE (LP) The low-speed rotor (N1)
COMPRESSOR/TURBINE consists of a front fan
(single-stage) and a four-
stage LP compressor
connected to a five-stage
LP turbine.
HIGH-PRESSURE (HP) The high-speed rotor (N2)
COMPRESSOR/TURBINE consists of a ten-stage HP
compressor connected to a
two-stage HP
turbine.
COMBUSTION CHAMBER The annular combustion
chamber is fitted with 20
fuel nozzles and 2 igniters.
NEO
The low-speed rotor (N1)
consists of a front fan
(single-stage) and a three-
stage LP compressor
connected to a three-stage
LP turbine.
There is a reduction gearbox
between the fan and the LP
shaft called the Fan Drive Gear
System (FDGS)
The high-speed rotor (N2)
consists of a eight-stage
HP compressor connected
to a two-stage HP
turbine.
The annular combustion
chamber is fitted with 18
fuel nozzles and 2 igniters.
 ENGINE GENERAL

GENERAL description of FADEC for NEO is

similar to CEO.
Following is an additional statement for NEO:

 The FADEC controls the IFPC (Integrated Fuel Pump

and Control) that regulates fuel flow to the engine.
ARCHITECTURE

Following amendments
are made in system
architecture:

• Inputs from BMC, FCU

and ANTI-ICE engine
feed is associated
with Engine Interface
Unit (EIU) along with
ZONE CONT (ACSC
for CEOs) &LGCIU.

• The FADEC controls

the IFPC (Integrated
Fuel Pump and
Control) that
regulates fuel flow to
the engine.
Following documentary changes regarding FADEC system
functions are identified for NEO:
 Control of gas generator:
Control of fuel and oil flow (for CEOs it is control of fuel flow)

 Protection against engine exceeding limits

During auto-start on ground only, protection against EGT over
limit.( for CEOs it is monitoring of EGT during engine start)

 Transmission of engine parameters and engine

monitoring information to cockpit indicators
Primary and secondary engine parameters (for CEOs it is only
Primary engine parameters)
Vibration monitoring (This is unique of NEO)

 Protection against engine stall & Protection against

Thrust Control Malfunction (This is unique of NEO)
In the event of surge detection, the FADEC will control the
stator vanes to recover from the engine stall condition.
(For CEOs, it is Protection against fan flutter)
The FADEC has the following three idle modes
on NEO :

Minimum idle
Approach idle
Reverse idle

For CEO, these are:

Modulated idle
Approach idle
Reverse idle
On NEO :

You will see minimum idle changing to

Approach Idle:
When Gears are down in CONFIG 2, or
When you select CONFIG 3 even with gears up.

For CEO, these are:

Approach idle only a function of FLAPS lever
not at zero.
If the ENG MODE selector is set to NORM position before engine
start, FADEC supply remains for 5 minutes. (For CEOs, FADEC
system is cut off immediately.)
 A FADEC dedicated to each engine controls
thrust.

 The pilot uses the thrust levers to set the

thrust in manual mode, and the FMGS sets
the thrust in automatic mode.

 The FADEC prevents the thrust from

exceeding the limit for the thrust lever
position in both manual and automatic
modes.
• The thrust can be controlled manually (pilot) or automatically (auto-pilot)

 To monitor the engines, a thrust control parameter is necessary : this

parameter should be :
 function of the thrust
 easily measurable

• IAE engines:
Thrust control parameter: EPR
(Engine Pressure Ratio).

P’ P

EPR = P’ / P
 The FADEC computes the thrust rating limit for
each thrust lever position, as shown below.
 If the thrust lever is set in a detent, the FADEC
selects the rating limit corresponding to this
detent.
 If the thrust lever is set between two detents,
the FADEC selects the rating limit corresponding
to the higher detent.
 The engines are in the manual mode provided
the A/THR function is not armed or armed and
not active (thrust lever not in the A/THR
operating range and no alpha floor).
 In these conditions, each engine is controlled by
the position of its thrust lever.
 The pilot controls thrust by moving the thrust
lever between the IDLE and TOGA positions. Each
position of the thrust lever within these limits
corresponds to an N1.
 When the thrust lever is in a detent, the
corresponding N1 is equal to the N1 rating limit
computed by the FADEC for that engine.
 In the autothrust mode (A/THR function active), the FMGC
computes the thrust which is limited to the value
corresponding to the thrust lever position (unless the alpha-
floor mode is activated).
Position of the thrust lever within these limits
corresponds to an N1 (For CEO it is EPR).

When the thrust lever is in a detent, the

corresponding N1 is equal to the N1 rating
limit computed by the FADEC for that engine
(For CEO its EPR) .
This logic is designed for NEOs: The FADEC provides a protection in the case of
uncontrollable high thrust during critical flight phases: the Thrust Control
Malfunction (TCM) protection.
The TCM protection is active on ground and during the takeoff and the
approach phases.
TCM protection logic enables the following:
 Detection of the Thrust Control Malfunction

 Reaction to the detected Thrust Control Malfunction

A Thrust Control Malfunction is detected either:

 When actual N1 exceeds the commanded N1 value increased by 3 %, or
 When actual N1 exceeds the maximum possible N1 value for takeoff.
When a Thrust Control Malfunction is detected, the TCM protection
function performs the following:
 Shuts down the engine on ground if thrust levers are at idle or in reverse
position, or
 Reduces the fuel flow during flare and approach phases.

 {you may face loss of thrust during approach or shutdown during landing roll}
• For NEO, the FADEC controls the fuel supply via the Integrated Fuel Pump
and Control (IFPC). [For CEOs, it’s via the Fuel Metering Unit (FMU)]
• Also the fuel system consists of 18 fuel injectors (20 for CEOs) along
with other constituents.
 The Integrated Fuel Pump and Control combines both the fuel
pump and fuel control functions into a single unit, thereby
reducing the number of components installed on the Main
Gearbox (MGB).
 The IFPC serves the dual function of providing pressurized and
metered fuel to the engine to support combustion and
pressurized fuel for the engine component actuators. The
FADEC controls the Fuel Metering Functions of the IFPC
which transmits its orders through torque motors/servo valves.
[CEOs have separate FUEL PUMP & FUEL METERING UNIT]
 Cooling of IDG oil and engine oil are accomplished
respectively by the Integrated Drive Generator / Fuel
oil heat exchanger (IDG FOHE) and by the main
Fuel/Oil heat exchanger.

 [In CEOs, Cooling of IDG oil and engine oil are

accomplished respectively by the IDG cooler and by
the Fuel/Oil heat exchanger.]
Oil system contain
following extra
elements over that
of CEOs:

 oil pump for HP

and LP rotors

 oil pump for

FDGS.
COOLING
Under FADEC control as a function of N2 and altitude, cooling air is taken
from the 3rd, 6th or 8th stage stage (10th Stage for CEOs) of the HPC to cool
the HPT stage blade.

ENGINE STABILITY
Two air bleed systems [station 2.5 of the LPC and stages 3 and 8 (stages 7th
and 10th FOR CEOs) provide greater compressor stability in the different
flight phases.
The 3rd and 8th stage bleed valves are normally open for most engine
operation but fully closed for engine starting. Their failsafe position is
closed. Theses valves are controlled by FADEC through IPFC.

[For CEOs, The 7th and 10th stage bleed valves are normally closed for most
engine operation but fully open for engine starting. Their failsafe position is
open. Theses valves are controlled by FADEC through FMU.]
Following documentary excerpt has been added for NEOs:

 AUTO RESTOW FUNCTION (ON GROUND ONLY)

The FADEC will automatically command the reverse thrust to stow, if
the thrust reversers are not
commanded to deploy and :
 N2 is greater than 50 % , or
 1 lock failed open

Following documentary excerpt are not applicable for NEOs:

 IDLE PROTECTION
The FADEC will automatically select the thrust to idle :
In case of inadvertent thrust reverser stowage (while thrust reversers
are commanded deployed), as soon as the thrust reverser feedback
position is below 78 % deployed (thrust decreasing toward idle
between 90 % and 78 %).
As opposed to CEOs, in case of NEOs FADEC does not take the position of
the ENG 1(2) ANTI ICE pb-sw to control the ignition and starting system.

IGNITION FOR STARTING

IGNITION FOR STARTING ON THE GROUND

 Automatic start: • The ignition comes on automatically when N2 reaches

18 % and cuts off automatically when N2 reaches 55 %. [For CEOs, the
ignition comes on automatically after the dry crank sequence, and cuts
off automatically when N2 reaches 43 %.]
 Manual start: Both igniters are cut off when N2 reaches approximately
55 %.

[For CEOs, Both igniters are cut off when N2 reaches 43 %.]
As opposed to CEOs, in case of NEOs FADEC does not take the position of
the ENG 1(2) ANTI ICE pb-sw to control the ignition system.

Otherwise not much explained in the FCOMs..

For NEOs, ENG N1 MODE 1 (2) pb-sw
(guarded) is omitted from the OVERHEAD
PANEL due to system characteristics.
 The ECAM’s upper E/WD permanently displays the engines’ primary parameters.
The ECAM’s lower SD displays the secondary parameters, either when they are
automatically selected by the system, or manually selected by the flight crew .

PRIMARY PARAMETERS
 CONTROLS AND INDICATORS
(PW1100G)
SECONDARY PARAMETERS

START CONFIGURATION AFTER START CONFIGURATION

Some discussion on AUTO START and MANUAL START from FCOM

\
At ISA Sea Level: EGT about 600°C, FF about 270/600 kph/pph, N1
about 19% and N2 about 59%

Some minor differences..

PNEUMATIC
The HP valve does not closes automatically
(electrically) in case of overpressure upstream
of the HP valve with wing anti-ice off, two
packs on and aircraft altitude above 15 000 ft.
AIR CONDITIONING /
PRESSURIZATION /
VENTILATION
Following Function is added in
ENGINE WARNING DISPLAY

PACKS status
PACKS appears when the
engine bleeds supply the air
conditioning packs.
ICE AND RAIN
PROTECTION
WING ANTI-ICE - CONTROLS AND INDICATORS

ENGINE WARNING DISPLAY

WING ANTI-ICE status

WAI appears when the

wing anti-ice is ON.
 ENGINE ANTI-ICE - DESCRIPTION
• Each engine has its own anti-ice system, with an independent hot
bleed air source. The bleed air is extracted from the High Pressure
Compressor to anti-ice the engine air inlet.
• Two Pressure Regulated & Shut off Valves (PRSOV) enable the flow
of bleed air to the engines air intake inlet. Each valve is electrically
controlled and pneumatically actuated.
• Both PRSOVs are regulating in cascade when the engine anti-ice is
on. Only one PRSOV is performing the shut off function when the
engine anti-ice is off.
• A continuous monitoring of the system enables the detection of
bleed air duct leak or burst and deactivation of the system.
• In the case of a detected burst duct, both valves are commanded
closed.
• In the case of an electrical failure, both PRSOVs are failed open
providing the air inlet with enough pressure for the anti-ice
function.

CEOs: Air is supplied through a two-position (open and closed) valve

that the flight crew controls with two pushbuttons, one for each
engine.
 ENGINE ANTI-ICE - OVERHEAD PANEL

Following excerpt is added in

accordance with system criteria:

ENG 1 (2) ANTI ICE pb-sw when ON –

ECAM MEMO displays “ENG A. ICE”

and NAI appears on the Engine
Warning Display.
ENGINE NACELLE ANTI-ICE status
NAI appears when the engine nacelle
anti-ice is ON.
ENGINE ANTI-ICE - WARNINGS AND CAUTIONS
 FIRE
PROTECTION
FOR NEOs
FOR NEOs
• A fire extinguishing system protects
the FWD and AFT cargo
compartments.
• One fire bottle supplies three nozzles
(one in FWD compartment and two in
AFT compartment).
• The bottle has two discharge heads,
one for each compartment. When a
member of the flight crew presses
the DISCH pushbutton for either
compartment, the action ignites the
corresponding squib on the fire
bottle, which then discharges
extinguishing agent into that
compartment.
• When the bottle has discharged, the
amber DISCH light comes on.
In lieu of these changes, “CARGO COMPARTMENTS -
CONTROLS AND INDICATORS” DOCUMENTARY unit is
FOR CEOs
• Two fire bottles supply three nozzles (one
in the FWD compartment, and two in the
AFT compartment). Each bottle has two
discharge heads, one for each
compartment.
• Further, when the FWD (AFT) SMOKE light
comes on, the flight crew selects AGENT 1
with the corresponding toggle switch.
• This action ignites the corresponding
squib on the fire bottle, which then
discharges extinguishing agent into that
compartment.
• 60 min after the discharge of the first
bottle, the AGENT 2 DISCH light appears.
This is to indicate that the flight crew has
to discharge AGENT 2 to maintain the
required extinguishant concentration.
• Bottle 1 is discharged in approximately 60
s, whereas Bottle 2 discharges within
approximately 90 min controlled by a flow
metering system. This ensures sufficient
agent concentration for 205 min.
AUTO FLIGHT
 AUTO FLIGHT - GENERAL
FMGC STANDARD
The aircraft is equipped with FMS2 HONEYWELL Release 1A H2B
and FG PI14.

WARNINGS AND CAUTIONS

Following failure conditions have been added as per system criteria:
OTHER FUNCTIONS - ENGINE OUT

FLIGHT MANAGEMENT PART-

The managed target speeds is immediately set to a value that depends upon the
flight phase

 All preselected speeds entered in the MCDU are deleted

 Step climb (or step descent), if entered, is deleted
 The time constraint is deleted.
 The PROG page shows the engine-out maximum recommended (EO MAX
REC) altitude.
 The system automatically calls up the current performance page, which has
the EO CLR (engine-out clear) prompt displayed in the 1R field (except
during takeoff, before the diversion point is reached).
If the crew presses the EO CLR, the 2 engine predictions and performance
will be restored. Reverting back to one engine-out performance is not possible,
unless the system detects a new EO condition. Therefore, the pilot should not
press the EO CLR key, if an actual engine-out is detected.
 It is not permitted to use the autopilot to perform non precision approaches
in engine-out in the following modes: FINAL APP, NAV V/S, NAV / FPA. Only
FD use is authorized.
AP/FD COMMON MODES - APPROACH

AUTOLAND WARNING LIGHT

Following is an additional condition for NEOs when The

AUTOLAND warning flashes:

The FMGS detects an untimely Flare condition.

The FMGS detects an untimely Flare condition when one

radio altimeter is inoperative, and the time between
LAND engagement (measured radio height is below 400
ft) and FLARE condition (measured radio height is below
50 ft) is lower than 2 s.
 FLIGHT MODE ANNUNCIATOR (FMA)

SPECIAL MESSAGES (FMA COLUMNS 2 AND 3)

Following is added as per system criteria:

ALPHA-FLOOR PROTECTION

Following is not applicable for NEO:

Alpha-floor is lost when the FADECs are in N1 degraded mode

COMMUNICATIONS
EMERGENCY LOCATOR TRANSMITTER - CONTROLS AND INDICATORS
OVERHEAD PANEL

ELT selector has a

common switch to
select ON, Armed
and TEST/RESET.

EXTERNAL POWER PANEL Note- CEOs have

separate sectors
for ARMED &
TEST/RESET
ELECTRICAL
WARNINGS AND CAUTIONS
 FLIGHT
CONTROLS
FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS

ALTERNATE LAW

REDUCED PROTECTIONS

LOW SPEED STABILITY

Stall warnings (crickets + “STALL” synthetic voice message and "STALL

STALL" red message on PFD) are activated at an appropriate margin
from the stall condition.

"STALL STALL" red message on PFD is not applicable for CEOs

FUEL
 FUEL TANKS

Total usable fuel for NEOs is 18623kgs.

(For CEOs it is 18728 / 18692 kgs)
Following note is appended as per system criteria of NEOs:
 For low fuel quantities, up to 7 tons, a fluctuation of the inner
tank fuel quantity indications occurs after takeoff. Due to
acceleration and high pitch angle, the fuel moves in the tank and
the FOB indication will reduce for 2 minutes, then increase and
come back to accurate values about 6 minutes later during the
climb.
 The maximum fluctuation may reach 400kg. The EFOB
indication may turn amber on the MCDU during this phase. For
higher fuel loads, the phenomenon does not occur. In case of go-
around, the fluctuation will not be more than 300kg.
The Total Fuel Flow is displayed in kg/mn.
Units may either be in KG or LB, depending on
the DMC pin program.
‐ It is normally in green.
‐ It is replaced by an amber XX if there is no
valid data.

Otherwise Fuel System on NEOs is similar to

later series a/cs.
 INDICATING /
RECORDING SYSTEMS
INDICATIONS ON E/WD
INDICATIONS ON PFD
FLAGS AND MESSAGES DISPLAYED ON PFD

Following is an
additional feature of
NEOs:

STALL STALL warning

(red) -PFD displays this
message when the AOA
is greater than a
predetermined angle.
NAVIGATION
 ADIRS - WARNINGS AND CAUTIONS
STALL WARNING (No ECAM message)

LOCAL WARNING- STALL STALL (on PFD)

For CEOs this local warning is absent.

L(R) CAPT (F/O) STATIC FAULT

This is unique to NEOs.

 GPS - WARNINGS AND CAUTIONS

FM/GPS POS DISAGREE-

FLT PHASE INHIB - 1, 3, 4, 8, 10

For CEOs it is - 1, 3, 4, 10
OXYGEN
FIXED OXYGEN SYSTEM FOR COCKPIT

The cockpit’s fixed oxygen system is separated into two sub-

systems:
• One sub-system supplies oxygen to the Captain and the 3rd
Occupant,
• One sub-system supplies oxygen to the First Officer and the
4th Occupant.

For NEOs, the cockpit’s fixed oxygen system consists of:

 Two high-pressure cylinders.

For CEOs, the cockpit’s fixed oxygen system consists of only

one high-pressure cylinder.
APU
GENERAL

APU Schematic contains “SURGE CONTROL VALVE”

 The ECB always sets the APU speed to 100 %
except for air conditioning demand, if the
ambient temperature is between -18 °C and 35
°C. In this case, the ECB sets the APU speed to
99 %. For all other ambient temperatures (less
than -18 °C or more than 35 °C), the ECB sets
the APU speed to 100 %.

Note- For CEOs, the APU speed is always 100 %

whatever the air bleed system demand and the
ground/flight configuration are.
When MASTER SW pb shutdown (OFF) , the APU keeps
running for a cooling period of 60 s if the aircraft was
using APU bleed air,

Following additional conditions when an automatic APU

shutdown occurs have been added for which amber light
(Fault it) comes on, and a caution appears on ECAM:

• Oil system shutdown

• Inlet overheat
• Clogged oil filter
• Loss of EGT thermocouples
 APU EGT

ECB calculates EGT MAX and transmits it

to the ECAM. It is a function of N during
start, and a function of ambient
temperature when the APU is running.

Maximum EGT during start: 1 090 °C.

Maximum EGT with APU running: 675 °C.

For CEOs,
Maximum EGT during start: 982 °C.
Maximum EGT with APU running:
• 682 °C during at least 5 s.
• or, 700 °C to 742 °C depending on the ambient temperature
ABNORMAL AND EMERGENCY
PROCEDURE
 OPERATING TECHNIQUES
CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE
(PRO-ABN-10 P 5/22)

MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG) values

are different than CEOs.
Weights have augmented as compared to CEOs

 AUTO FLT FAC 1 + 2 FAULT

AUTO FLT RUD TRV LIM SYS

Depending on when the failure occurs, the rudder travel limiter

system may not be in the correct position for the flight speed.
Therefore, to prevent damage to the aircraft structure, use the
rudder with care, when the speed is above 140 kt. (160 kt for CEOs)
 AUTO FLIGHT
(PRO-ABN-22 P 24/26)
Following warnings have been added for NEOs:

T.O SPEEDS NOT INSERTED

T.O SPEEDS TOO LOW
T.O V1/VR/V2 DISAGREE
• F/CTL L (R) ELEV FAULT

Following excerpt is added:

MANEUVER WITH CARE

FOR GA: MAX PITCH 15 DEG

• F/CTL SLATS AND FLAPS FAULT IN CONF 0

AT 300 FT AGL:
TARGET SPD.......................................VREF +55
KT (For CEOs it is 50 KT )

• HYD B+Y SYS LO PR -

or
HYD G+B SYS LO PR -

Following excerpt is added:

FOR GA: MAX PITCH 15 DEG

 • HYD G+Y SYS LO PR

APPR SPD..................................................VREF +30 KT

(For CEOs it is 25 KT )
• ICE AND RAIN PROTECTION - PRO-ABN-30 P 8/20
Following abnormal procedures have been added:

 ANTI ICE ENG 1(2) CTL FAULT

(ENG 1(2) A.ICE VALVE OPEN)
ENG 1(2) A.ICE VALVE OPEN
ENG 1(2) ANTI ICE...................................... ON
Note: This is to have the NAI command consistent with system status and
allow thrust adaptation.

 ANTI ICE ENG 1(2) CTL FAULT

(ENG 1(2) A.ICE MON FAULT)

ENG 1(2) A.ICE MON FAULT

AVOID ICING CONDITIONS
STATUS AVOID ICING CONDITIONS

 ANTI ICE ENG 1(2) OVER PRESS

Pressure regulation is lost on both NAI valves.
• NAV RA 1 AND 2 FAULT -
(DUAL RA FAILURE)

Following APPR PROC is added for NEOs:

FOR LDG................................................... USE

FLAPS 3
GPWS LDG FLAP 3....................................................
ON
APPR SPD...................................................VREF+10
KT
STALL WARNING -
LDG DIST
PROC...................................................APPLY
When the threshold is reached, permanent aural and visual alerts (“STALL,
STALL” synthetic voice then cricket, "STALL STALL" red message on
PFD) are triggered until a correct angle-of-attack is recovered.
This is an unique feature of NEOs
 AIR APU BLEED LEAK - PRO-ABN-36 P 2/30
APU LEAK FED BY ENG
Following ABNORMAL PROCEDURE is added as per system criteria

This warning appears in case a leak is detected in APU duct and the APU is
off, which means that there is an APU leak fed by engine.
The "APU LEAK FED BY ENG" subtitle and the associated action lines may
be displayed 50 s after the triggering of the ECAM alert.

ENG 1 BLEED........................................................OFF
X BLEED.........................................................SHUT
PACK 1......................................................OFF
WING ANTI ICE............................................... OFF
AVOID ICING CONDITIONS

 AIR ENG 1(2) BLEED FAULT - PRO-ABN-36 P 6/30

Following note is added as per system criteria

On ground, if only one bleed temperature sensor is lost, AIR ENG 1(2) BLEED
FAULT is triggered without flight crew actions. In that case, maintenance action is
due.
 AIR ENG 1(2) BLEED FAULT - PRO-ABN-36 P 6/30
BLEED NOT CLOSED

This abnormal procedure is added as per system criteria:

The alert is triggered with any single failure of the Engine Bleed Air Temperature
control subsystem.

L1 ENG BLEED AFFECTED..........................................OFF

PACK (AFFECTED)............................................................. OFF
X BLEED..............................................................SHUT
WING ANTI ICE...................................................... OFF
AVOID ICING CONDITIONS
APU BLEED (IF ENG 1 BLEED AFFECTED).................. OFF
NORMAL PROCEDURES
STANDARD OPERATING
PROCEDURES
  PRELIMINARY COCKPIT
PREPARATION
ECAM – (PRO-NOR-SOP-04 P 5/8)
Following instructions are added for NEOs:
Check that the oil quantity is at, or above 15.5 quarts (11 qt for the CEOs) plus the
estimated consumption for the intended flight, but not lower than:
• 16.5 quarts, if the OAT is at, or above -30 °C.
• 19 quarts, if the OAT is below -30 °C.

Note: The flight crew should consider estimated engine oil consumption for the intended
flight of 0.22 quarts per hour.
 ENGINE START
AUTOMATIC ENGINE START – PRO NOR-SOP-08 P 4/8
Following excerpt is added for NEOs:

Depending on the engine thermal state, the FADEC can command an automatic dry
cranking before the start of the engine. A memo COOLING is displayed on the E/WD
during dry cranking.
The dry cranking time is of approximately 2 min.

20 s (maximum) after fuel is on

• N1 increases prior to 48 % N2.( 34 % for CEOs)
At approximately 55 % N2, Igniter indication off.(For CEOs it is At 43 % N2)
 ENGINE START
GROUND RUN UP - DANGER AREAS – (PRO-NOR-SOP-08 P 8/8)

Flight Crew to notice that,

GROUND RUN UP -
DANGER AREAS have
altered for NEOs as
compared to CEOs
 APPROACH
MANAGEMENT OF DEGRADED GUIDANCE – (PRO-NOR-SOP-18-C P 4/24)
Following excerpt has been added as AUTOLAND WARNING LIGHT
FEATURE for NEOs:

The FMGS detects an untimely Flare condition.

The FMGS detects an untimely Flare condition when one radio altimeter is
inoperative, and the time between LAND engagement (measured radio height is
below 400 ft) and FLARE condition (measured radio height is below 50 ft) is
lower than 2 s.

PARKING – (PRO-NOR-SOP-22 P ¼)
Following caution has been appended for NEOs:

During parking, with brakes temperature above 200 °C, brakes vibrations
may be experienced.
In the case of severe vibrations, the flight crew should stop the aircraft
and request towing.
The flight crew must report any brakes vibrations phenomenon in the
logbook.
SPECIAL OPERATIONS
 FLIGHT WITH GEAR DOWN – PERFORMANCE
(PRO-SPO-25-40)

• All the tables for climb, cruise, decent, holding as

well as ceilings are separate from CEOs.

• It is observed to have better climb, cruise and

decent performance in NEOs than CEOs.
SUPPLEMENTARY
PROCEDURES
 CHARACTERISTIC SPEEDS - PRO-SUP-10 P 1/8

F: Minimum speed at which the flaps may be retracted at takeoff.

In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.
Represented by “F” on the PFD speed scale. Equal to 1.26 VS (1.23VS for CEOs) of
CONF 1 + F, and limited to a minimum of 1.1 VMCA and VMCL + 15 kt.

S: Minimum speed at which the slats may be retracted at takeoff.

In approach, used as a target speed when the aircraft is in CONF 1.
Represented by “S” on the PFD airspeed scale.
Equal to 1.23 VS(1.29VS for CEOs) of clean configuration, and limited to a minimum of
VMCL + 20 kt.

O: Green dot speed.

Engine-out operating speed in clean configuration.
(Best lift-to-drag ratio speed).
Also corresponds to the final takeoff speed.
Represented by a green dot on the PFD scale.
Below 20 000 ft equal to 2 × weight (tons) +85 (80 for CEOs)
Above 20 000 ft, add 1 kt per 1 000 ft
PERFORMANCE
• CG limits are
given in
percentage of the
reference chord
length aft of the
leading edge.
• The reference
chord length is
4.193 m (13.76
ft). It is 16.31 m
(53.51 ft) aft of
the aircraft nose.
• The CG must
always be within
these limits,
regardless of fuel
load.
WEIGHT LIMITATIONS
Maximum taxi weight......................................................................................... 73 900 kg (162 921 lb)
Maximum takeoff weight (brake release)...........................................................73 500 kg (162 039 lb)
Maximum landing weight................................................................................... 67 400 kg (148 591 lb)
Maximum zero fuel weight.................................................................................64 300 kg (141 757 lb)
Minimum weight...................................................................................................40 300 kg (88 847 lb)
In exceptional cases (in flight turn back or diversion), an immediate landing at weight above
maximum landing weight is permitted, provided the pilot follows the overweight landing procedure .
AIRPORT OPERATIONS AND WIND LIMITATIONS

Runway slope (mean)............................................................. ±2 %

Runway altitude......................................................................6 000 ft (For CEOs , it is
9200/12000ft)
Nominal
Wind forrunway
takeoffwidth..........................................................
and landing: 45 m
Maximum demonstrated crosswind for takeoff...................................................35 kt (gust included)
(FOR CEOs , it is 38kts)
Maximum demonstrated crosswind for landing..................................................38 kt (gust included)

Maximum tailwind for takeoff..............................................................................................15 kt

Maximum tailwind for landing.............................................................................................15 kt

Note: ‐ The maximum tailwind for automatic landing and rollout remains 10 kt.
‐ For landing with 15 kt tailwind, only FLAPS FULL is permitted.
Wind for passenger/cargo door operation:
 Maximum wind for passenger door
operation:...............................................65 kt

 Maximum wind for cargo door operation: 40 kt (or

50 kt, if the aircraft nose is oriented into the wind, or
the cargo door is on the leeward side).
 The cargo door must be closed, before the wind speed
exceeds 65 kt.
Note: The maximum
crosswind values given
in the above table are
recommended values
based on computations.
SPEED LIMITATIONS
MAXIMUM DESIGN MANOEUVERING SPEED VA
Note: This limitation only applies in alternate or direct flight control laws.
 If alternate or direct law is active:
 Full ailerons and rudder application should be confined to speeds below VA
 Manoeuvres involving angle of attack near stall should be confined to speeds below VA.

CAUTION
Rapid and large
alternating control
inputs, especially in
combination with
large changes in
pitch, roll or yaw
(e.g. large sideslip
angles) may result in
structural failures at
any speed, even
below VA.
 SPEED LIMITATIONS
BUFFET ONSET
Examples
1. Determine Maximum Bank
Angle limited by buffet:
DATA : M = 0.73, FL = 350,
CG = 31 %,

WEIGHT = 60 000 kg
RESULT: load factor = 1.7 g

2. Determine low speed

limited by buffet:
DATA : 1 g, WEIGHT =60
000 kg, CG = 31 %, FL = 350
RESULT: M = 0.54 (low
speed buffet).
 SPEED LIMITATIONS

MINIMUM CONTROL SPEEDS

 SPEED LIMITATIONS

STALLING SPEEDS (BASIC FORWARD C.G.)

SPEED LIMITATIONS

 STALLING SPEEDS (ALTERNATE FORWARD C.G.)

 AUTOMATIC APPROACH, LANDING AND ROLL OUT

ENGINE OUT
CAT II and CAT III fail passive autoland are only approved in configuration 3
and FULL, and if engine-out procedures are completed before reaching 1000
ft in approach.

MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III

AUTOMATIC APPROACH LANDING AND ROLL OUT

Headwind : 20 kt (30kt for CEOs)

Tailwind : 5 kt (10kt for CEOs)
Crosswind : 15 kt (20kt w/o auto roll out & 15kts with auto roll out for CEOs)

Note: Wind limitation is based on the surface wind reported by ATC. If the
wind displayed on ND exceeds the above-noted autoland limitations, but the
tower reports a surface wind within the limitations, then the autopilot can
remain engaged. If the tower reports a surface wind beyond limitations, only
CAT I automatic approach without autoland can be performed.
 AUTOMATIC APPROACH, LANDING AND ROLL OUT

AUTOMATIC LANDING
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.

Automatic landing is demonstrated:

‐ With CAT II and CAT III ILS beam
‐ With a glide slope angle within (-2.5 °, -3.25 °) range
‐ For airport elevation at or below 5 750 ft
‐ With a runway slope within +/- 0.8 %
‐ With aircraft weight at or above 46 000 kg (101 413 lb)
‐ At or below the maximum landing weight
‐ At approach speed (VAPP) = VLS + wind correction
Minimum wind correction 5 kt, maximum wind correction 15 kt.

 Automatic landing is not allowed below -2 000 ft pressure altitude.

 Automatic rollout performance has been approved on dry and wet
runways, but performance on snow-covered or icy runways has not
been demonstrated.
EFFECT OF QNH AND BLEEDS
CORRECTIONS ON WEIGHT are different from CEOs.
Refer PER-TOF-TOD-24 P 1/8

SPEEDS LIMITED BY VMCG/VMCA

Minimum V1/VR/V2 are different (slightly higher in most cases)
from CEOs.
Refer PER-TOF-TOD-25-10 P 1/4

MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) TABLE is different

from CEOs.
Refer PER-TOF-TOD-25-20 P 2/8

RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE tables are

different from CEOs.
Refer PER-TOF-CTA-40-20 P 3/10
FLIGHT PLANNING
FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
tables are different from CEOs.
It shows a approx. reduction by 15% of fuel consumption across the
data points.
Refer PER-FPL-FLP-QFP

ALTERNATE PLANNING tables are different from CEOs.

Refer PER-FPL-FLP-ALN

PERFORMANCE

CLIMB, CRUSE, DECENT & HOLDING TABLES are different from CEOs and
shows considerable reduction of fuel consumption across the data points.
Additionally, following are also different from CEO data:
APPROACH CLIMB LIMITING WEIGHT
DISPATCH - REQUIRED LANDING DISTANCES
ONE ENGINE INOPERATIVE Performance Tables