THE SUPPLEMENTARY PROCEDURES

OPERATING SPEEDS DEFINITION

A318/A319/A320

GENERAL

This chapter shows the speed symbols and definitions.
The source of the computation is also given, when applicable.

CHARACTERISTIC SPEEDS
to: PR-AVP, PR-AVQ, PR-AVR

The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy
purposes), and aerodynamic data as a backup.

VLS (of normal landing configuration: CONF 3 or FULL), F, S, and Green Dot speeds are also
displayed on the MCDU TAKEOFF and/or APPR pages.

These values are computed by the FMS, based on the aircraft gross weight (which is computed
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or
go-around).

VS : Stalling speed.
Not displayed.

For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor
that is less than 1 g.
This gives a stall speed that is lower than the stall speed at 1 g. All
operating speeds are expressed as functions of this speed
(for example, VREF = 1.3 VSmin).

Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of
stall speed for these aircraft.

All the operating speeds must be referenced to a speed that can be demonstrated fight
tests. This speed is designated VS1g.

Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types.

As a result, Authorities allow aircraft of the A320 family to use the following factors:

‐ V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
‐ VREF = 1.3 × 0.94 VS1g = 1.23 VS1g

These speeds are identical to those that the conventional 94 % rule would have defined for
these aircraft.

The A318, A319, A320, and A321 have exactly the same maneuver margin
that a conventional aircraft would have at its reference speeds.

The FCOM uses VS for VS1g.

VLS : Lowest Selectable Speed.

Represented by the top of an amber strip along the airspeed scale on the PFD.

Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during
takeoff, or after a touch and go.

Becomes 1.23 VS, after retraction of one step of flaps.
Becomes 1.28 VS, when in clean configuration.

Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip
would hit the VLS strip on the PFD.

Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.

In addition, VLS increases with speed brakes extension.

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 about 1.18 VS to 1.22 VS of CONF 1+ F.

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 about 1.22 VS to 1.25 VS of clean configuration.

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
Above 20 000 ft, add 1 kt per 1 000 ft

___________________________________________________________________________________________


CHARACTERISTIC SPEEDS
to: PR-AVB, PR-AVC, PR-AVD

The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy
purposes), and aerodynamic data as a backup.

VLS (of normal landing configuration: CONF 3 or FULL), F, S,
and Green Dot speeds are also displayed on the MCDU TAKEOFF and/or APPR pages.

These values are computed by the FMS, based on the aircraft gross weight (which is computed
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or
go-around).

VS : Stalling speed.
Not displayed.
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor
that is less than 1 g.

This gives a stall speed that is lower than the stall speed at 1 g. All
operating speeds are expressed as functions of this speed (for example, VREF = 1.3
VSmin).

Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of
stall speed for these aircraft.

All the operating speeds must be referenced to a speed that can be demonstrated fight
tests.

This speed is designated VS1g.

Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types.

As a result, Authorities allow aircraft of the A320 family to use the following factors:

‐ V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
‐ VREF = 1.3 × 0.94 VS1g = 1.23 VS1g

These speeds are identical to those that the conventional 94 % rule would have defined for
these aircraft.

The A318, A319, A320, and A321 have exactly the same maneuver margin
that a conventional aircraft would have at its reference speeds.

The FCOM uses VS for VS1g.

VLS : Lowest Selectable Speed.

Represented by the top of an amber strip along the airspeed scale on the PFD.

Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during
takeoff, or after a touch and go.

Becomes 1.23 VS, after retraction of one step of flaps.
Becomes 1.28 VS, when in clean configuration.

Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip
would hit the VLS strip on the PFD.

Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.

In addition, VLS increases with speed brakes extension.

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 about 1.26 VS of CONF 1 + F.

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 about 1.23 VS of clean configuration.


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
Above 20 000 ft, add 1 kt per 1 000 ft

___________________________________________________________________________________________


CHARACTERISTIC SPEEDS
to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO

The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy
purposes), and aerodynamic data as a backup.

VLS (of normal landing configuration: CONF 3 or FULL), F, S and Green Dot speeds are also
displayed on the MCDU TAKEOFF and/or APPR pages.

These values are computed by the FMS, based on the aircraft gross weight (which is computed
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or
go-around).

VS : Stalling speed.
Not displayed.

For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor
that is less than 1 g.

This gives a stall speed that is lower than the stall speed at 1 g.

All operating speeds are expressed as functions of this speed (for example, VREF = 1.3
VSmin).

Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of
stall speed for these aircraft.

All the operating speeds must be referenced to a speed that can be demonstrated by flight
tests.

This speed is designated VS1g.

Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types.

As a result, Authorities allow aircraft of the A320 family to use the following factors :

V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
VREF = 1.3 × 0.94 VS1g = 1.23 VS1g

These speeds are identical to those that the conventional 94 % rule would have defined for
these aircraft.

The A318, A319, A320 and A321 have exactly the same maneuver margin
that a conventional aircraft would have at its reference speeds.

The FCOM uses VS for VS1g.

VLS : Lowest Selectable Speed.

Represented by the top of an amber strip along the airspeed scale on the PFD.

Computed by the FAC , based on FMS weight data, and on aerodynamic data as a backup,,
and corresponds to 1.13 VS during takeoff, or after a touch and go.

Becomes 1.23 VS, after retraction of one step of flaps.
Becomes 1.28 VS, when in clean configuration.

Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip
would hit the VLS strip on the PFD.
A
bove 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.3 g.

In addition, VLS is increased, when the speedbrakes are extended.

The VMC is taken into account for VLS computation, as follows:

‐ At takeoff, until retraction of one step of flaps, VLS is equal to, or greater than, the lowest
of :
• V2/1.05
• 1.05 VMCA maximum certified.
‐ In all the other phases, it is equal to, or greater than, VMCL.

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 about 1.26 VS of CONF 1 + F.

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 about 1.23 VS of clean configuration.

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) +90
Above 20 000 ft, add 1 kt per 1 000 ft


______________________________________________________________________________________________


PROTECTION SPEEDS
Applicable to: ALL

Vα PROT, Vα MAX and VSW are computed by the FAC, based on aerodynamic data.

They are only used for display on the PFD, and not for flight control protection
(the activation of the protections is computed by the ELAC).

Vα PROT : Angle of attack protection speed.

Corresponds to the angle of attack at which the angle of attack protection becomes
active.

Represented by the top of a black and amber strip along the PFD speed scale, in
normal law.

Vα MAX : Maximum angle of attack speed.

Corresponds to the maximum angle of attack that may be reached in pitch normal
law.

Represented by the top of a red strip along the PFD speed scale, in normal law.

VSW : Stall warning speed.

Represented by a red and black strip along the speed scale when the flight control
normal law is inoperative.

VMAX : Represented by the bottom of a red and black strip along the speed scale.

Determined by the FAC according to the aircraft configuration.

Is equal to VMO (or speed corresponding to MMO), VLE or VFE.

____________________________________________________________________________________________


LIMIT SPEEDS
Applicable to: ALL

VA : Maximum design maneuvering speed. This corresponds to the maximum structural
speed permitted for full control deflection, if alternate or direct law is active.

VMCG : Minimum speed, on the ground during takeoff, at which the aircraft can be controlled
by only using the primary flight controls, after a sudden failure of the critical engine,
the other engine remaining at takeoff power.

VMCA : Minimum control speed in flight at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff
power (takeoff flap setting, gear retracted).

VMCL : Minimum control speed in flight, at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff
power (approach flap setting).

VFE : Maximum speed for each flap configuration.

VLE : Maximum speed with landing gear extended.

VLO : Maximum speed for landing gear operation.

VMO : Maximum speed.

VFE NEXT : Maximum speed for the next (further extended) flap lever position.


_______________________________________________________________________________________________


OTHER SPEEDS
to: PR-AVP, PR-AVQ, PR-AVR

V1 : The highest speed, during takeoff, at which the flight crew has a choice
between continuing the takeoff or stopping the aircraft.

Represented by “1” on the airspeed scale (or the V1 value when it is off the
airspeed scale).

Inserted manually through the MCDU by the pilot.
Displayed on the MCDU TAKEOFF page.

VR : The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at
the latest after an engine failure.
Inserted manually through the MCDU by the pilot.
Displayed on the MCDU TAKEOFF page.

V2 : Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft
with one engine failed, and maintains during the second segment of the takeoff.

Represented by the SPEED SELECT symbol on the speed scale.

Minimum value equal to 1.13 VS for the corresponding configuration.

Inserted manually through the MCDU by the pilot.
Displayed on the MCDU TAKEOFF page.

VREF : Reference speed used for normal final approach.

Equal to 1.23 × VS of CONF FULL.

Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS
CONF FULL).

VAPP : Final approach speed.

Displayed on MCDU APPR page.
Calculated by the FMGCs.

Represents : VAPP = VLS + wind correction

The pilot may modify VAPP through the MCDU.

‐ During autoland or when A/THR is on or in case of ice accretion or gusty
crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt.


VAPP TARGET : Represented by a magenta triangle.

Calculated by the FMGCs

Gives efficient speed guidance in approach during various windy conditions.

Represents :

VAPP TARGET = GS mini + actual headwind (measured by ADIRS)
GS mini = VAPP – TOWER WIND (headwind component along runway axis
calculated by FMGC from tower wind entered on MCDU)


OTHER SPEEDS
to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO

V1 : The highest speed, during takeoff, at which the flight crew has a choice
between continuing the takeoff or stopping the aircraft.
Represented by “1” on the airspeed scale (or the V1 value when it is off the
airspeed scale).

Inserted manually through the MCDU by the pilot.
Displayed on the MCDU TAKEOFF page.

VR : The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at
the latest after an engine failure.

Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.

V2 : Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft
with one engine failed, and maintains during the second segment of the takeoff.

Represented by the SPEED SELECT symbol on the speed scale.

Minimum value equal to 1.13 VS for the corresponding configuration.

Inserted manually through the MCDU by the pilot.
Displayed on the MCDU TAKEOFF page.

VREF : Reference speed used for normal final approach.

Equal to 1.23 × VS of CONF FULL.
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS
CONF FULL).

VAPP : Final approach speed.

Displayed on MCDU APPR page.

Calculated by the FMGCs.

Represents : VAPP = VLS + wind correction.

The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.

The flight crew may modify VAPP through the MCDU.

‐ During autoland or when A/THR is on or in case of ice accretion or gusty
crosswing greater than 20 kt, VAPP must not be lower than VLS +5 kt.

‐ For landing in configuration 3 with ice accretion VAPP must not be lower than
VLS +10 kt.

VAPP TARGET : Represented by a magenta triangle.

Calculated by the FMGCs

Gives efficient speed guidance in approach during various windy conditions.

Represents :

VAPP TARGET = GS mini + actual headwind (measured by ADIRS)
GS mini = VAPP – TOWER WIND (headwind component along runway axis
calculated by FMGC from tower wind entered on MCDU).