Here’s a short collection of useful documents for the A320. 

At the end of 2021, Airbus announced a Standard Operating Procedures (SOP) amendment that included updated checklists. Among the most notable changes is the end to the “down to the line” and “below the line” concepts. I’ve included both the old and the revised checklist, linked from my Google Drive. I’ve also included up-to-date normal procedures (including flows), as well as limitations. 

Revised (2022) checklist:

https://drive.google.com/file/d/1J6dqgYRB2HWluDktpCUD6eCsRlmp2EGM/view?usp=drivesdk

Old checklist:

https://drive.google.com/file/d/1kxWsWzO8_ktYiz7rpFRzC6nKRIviwEYE/view?usp=drivesdk

Normal procedures:

https://drive.google.com/file/d/1i52-IXQpwkn0uwf1-1jAr0Bd95vnpAXa/view?usp=drivesdk

Limitations:

https://drive.google.com/file/d/1CIEWTqWTGnTtuWcAf16Fi3KoLvAfEDTj/view?usp=drivesdk

A quick note on limitations for the A320 in general, and the Fenix A320 in particular (specific to weights):

Weights:

Here are the maximum weights for the Fenix A320 CFM version.

OEW (Empty Weight).............................................44 029 kg

MZFW (Maximum Zero Fuel Weight).....................61 000 kg

MTOW (Maximum Take Off Weight)......................73 500 kg

MLW (Maximum Landing Weight)..........................64 500 kg

Max Passenger Amount........................................162

Max Fuel Capacity..................................................19 004 kg

Max Cargo Weight...................................................9 440 kg

Fenix Simbrief profile

Winds:

Maximum demonstrated crosswind (takeoff and landing): 38 knots (gust included) 

Maximum tailwind for Takeoff – BLY & BLZ = 15 knots, Others 10 knots.

Maximum tailwind for Landing – BLY & BLZ = 15 knots, Others 10 knots.

For landing with a tailwind greater than 10 knots, use FLAPS FULL only. 

Maximum tailwind for Automatic Landing and Rollout = 10 knots.

Icing:

Icing conditions may be expected when the OAT (on ground and for takeoff), or when the TAT (in flight) is at or below 10 °C, and there is visible moisture in the air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runways.

WARNING: Pilots must turn on the engine anti-ice system, when temperature and visible moisture meet these criteria, and should not wait until they see ice building up.

Note: Icing conditions are severe when there is approximately 5 mm of ice accretion on the airframe.

ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions exist, or are anticipated, except during climb and cruise when the SAT is below -40 °C. ENGINE ANTI ICE must be ON before and during a descent in icing conditions, even if the SAT is below -40 °C.

WING ANTI ICE may either be used to prevent ice formation, or to remove ice accumulation from the wing leading edges. 

WING ANTI ICE should be selected ON, whenever there is an indication that airframe icing exists. This can be evidenced by ice accumulation on the visual ice indicator (located between the two cockpit windshields), or on the windshield wipers. 

Edited June 12, 20224 yr by Cpt_Piett

WOW !!!  Thank you !!!

This is EXCELLENT MATERIAL !!!

 

Edited June 11, 20224 yr by jcomm

This documentation is fantastic! Thank you for sharing this.

Thanks, some great reading material.

On 6/11/2022 at 11:08 PM, Cpt_Piett said:

Normal procedures:

https://drive.google.com/file/d/1i52-IXQpwkn0uwf1-1jAr0Bd95vnpAXa/view?usp=drivesdk

 

 

Great stuff!

But why there is no Fuel Pumps ON before Engine Start?

(There is a Fuel Pumps OFF in the Parking section)