TRAINING PURPOSES ONLY
1. IMMEDIATE ACTIONS then CAPT PFD ND AND THE UPPER ECAM DISPLAY BLANK-AC ESS FEED-ALTN ENG (1 or 2) FIRE (ON GROUND) Engine-Out Unable To Maintain Alt Eng Tailpipe Fire Evacuation SMOKE/AVIONICS SMOKE/FUMES OXYGEN MASKS -VERIFY ON/100%/EMERG Unreliable Speed Indication/ADR Check Procedure
2. ECAM EXCEPTIONS then AVIONICS SMOKE BRAKES HOT (On Ground Only) ENG DUAL FAILURE FUEL (L or R) WING TANK LO LVL NAV ADR (1+2 or 2+3 or 1+3) FAULT SMOKE (FWD or AFT) CARGO SMOKE (With Cargo Door Open)
3. ECAM then 4. ECAM Follow-up (QRH yellow pages) then 5. ECAM supplement (blue book) ALTITUDES Max 39,000' Max gear extension 25,000' Flap extension 20,000' APU bleed operation 20,000' Max auto-land (319/320/321) 9,200'/ 2,500'/ 5,750' N663-680 6,500' A/P on (T/O) & G/A 100' AGL (with SRS) on (Enroute) 500' (321) 900' off (APPR) DA/DDA/MDA (non-prec.) off (APPR) 160' AGL (CAT I ILS) Takeoff & Landing -1,000' to 9,200' Passenger masks drop 14,000' (13 minutes) 1 pack MEL 31,000' RVSM (>FL290) PFD 1&2 + 200' (+20' ground), +75' WIND Crosswind 29/G35 K (Guidance) Braking “fair/medium” 15 K “poor” 10 K Autoland (Headwind 30 K) 20 K CAT II/IIIa/IIIb 15 K Tailwind (Takeoff 15K/10K 320-IAE) 10 K (Guidance) Braking “less than good” 5K WEIGHTS 319 320-231 320 321 Taxi 167,329 167,329 170,635 205,909 T/O 166,447 166,447 169,754 205,027 Landing 137,787 142,198 142,198 171,517 ZFW 128,969 134,480 134,480 162,699 CONFIGURATION EOW Range Wide /Long/High 319 12/112=124 700-723 2900 111' 10''/111' /39'11' 320 12/138=150 all 2700 “ /123' 3''/ “ 321 16/167=183 none 2800 “ /146' / “ SPEEDS - Max (VMO/ MMO) 350 / .82 Gear extension 250 (hyd. cutoff >260) retraction 220 extended 280 / .67 Flaps (Max VFE) 319/320 321 1 230 235 1+F 215 225 2 200 215 3 185 195 Full 177 190 Turbulence > 20,000' 275/.76 300/.76 < 20,000' 250 270 Holding < 6,000' 200 >6-14,000' 230(210 if published) >14,000' 265 [PANS Holding 210/220/240] o Taxi straight 30K, 90 turn 10K normal Window/ Wiper Max 200 / 230 FMC N/A max rate climb 260(321 280) / .76 RAT 140-320
AB319/320/321 FACT SHEET Italic print denotes Chapter 2 memory item Jan 2009 ELECTRICAL GEN 90 KVA TRU 200 A TO/GA 5(10-1ENG)min 950oC 635 oC C/B green monitored by ECAM, black not monitored, MCT continuous 915oC 610 oC yellow to be pulled, red no reset Starting 4cyles 725oC 635 oC (3 cycles, Do not reset tripped fuel boost pump/indicating C/B 15 sec. between cycles of 2 for 2 min, 1 for 1 min) Cold Aircraft if batteries > 25.5V, start APU within 30 Takeoff/GA N1 / N2 104 / 105% (100% IAE) min, else 20 minutes charging with EXT PWR FADEC monitors & controls during start Battery auto connected to DC BAT BUS on BAT if elec. disrupt(ECAM DU loss), master-off, 30sec crank charging, APU start, <100K without AC BUS 1&2 Oil quantity dispatch minimum 13 quarts RAT extends >100K without AC BUS 1&2 (8 seconds) Oil pressure 13 psi (60 psi IAE) minimum at ground idle EMER GEN powers AC ESS & DC ESS (via ESS TR) Oil temp min start -40oC, T/O min -10oC (50o IAE for and AC & DC ESS SHED busses >idle IAE) BAT-only sheds AC ESS Shed & DC ESS Shed busses 140-155oC (140-165 IAE) max transient for 15min (<50K in emergency electrical configuration, no DUs) Idle N1 19.5%, EGT 390oC, N2 58.5% (no gray), FF 600 Galley (main) bus sheds (321 all galley busses) with 1 IAE 21.4-23.8%, 385-414 o, 57.7% (no gray), 730-775 GEN in flight and 1 ENG GEN on the ground Congested area without clearance, max thrust 40% N1 GEN FAULT a disagreement with line contactor position Not >75% N1 (321 70%)(IAE 1.18EPR) & parking brake Galley FAULT any generator>100% load Warm up 5 min (<90min on ground, then 3 min), EMER ELEC PWR GEN 1 LINE OFF, Gen # 1 still 3 min. (1 min. short taxi) cool down powers 1 fuel pump per wing Reverse thrust is for ground use only. No max rev<70k, IDG FAULT high oil temp or low oil press. DISC idle rev OK to stop. Reverse taxi/pwr-back prohibited irreversible, DISC < 3 sec, at least wind milling ENG FIRE pb silences warning, arms squibs, affects hyd., fuel, AC ESS FEED FAULT – AC ESS not powered elect., & air. (closes HYD fire valve, closes LP fuel BUS TIE OFF - no EXT, no APU, no cross tie valve, deactivates IDG, closes bleed valve & pack flow) EXT PWR AVAIL plugged in with normal parameters Both fire loops fail within 5seconds - fire indication ENG Fire FAULT for auto start abort, fuel valve HYDRAULICS Normal 3000 + 200 psi Max takeoff brake temp 300o C. Taxi-in >300oC use fans disagreement or start valve fault >5 minutes or turn into gate (unless going >500oC); until ENG bleed valve closes with start and APU bleed open MAN start on mature ENG and high/hot, tailwind>10K, 250oC. Write-up if same strut brakes differ >150o and low bleed press, auto start aborted for stall, high EGT, either brake is >600o or <60 o; or mean temp with other low air press strut differs >200o; or temp >900 o (321 8000) Autobrake MAX for t/o; LO or MED for wet & slippery, Continuous IGN on with ENG anti-ice, flameout(flight), EIU fail. If needed after start NORM then IGN/START rollout distance limited, Configuration requires higher 5 TL detents TOGA, FLX MCT, CL, IDLE, MAX REV than normal airspeed, crosswind>10k, or CAT II/III. Green DECEL >80% of selected rate APU Brake accumulator green – 12 hours/7 full applications Starting EGT 900oC (982oC >25,000') Anti-skid deactivates <20K Max allowable load 682o for 5 sec, else 700o - 742o C Normal brakes with parking brake off (321 PB on or off) Max rotor 107 % Blue electric pump auto on with 1 engine started GEN Load limit 90 KVA on ground and < 25,000' PTU auto on when G & Y differs >500 psi. Inhibited ECAM LOW OIL LEVEL still allows 10 hours ops. st during 1 ENG start with either parking brake on or 3 Starter cycles then 60 minutes before 3 more nose wheel steering DISC; and within 40 seconds of APU bleed valve on, opens X bleed(in auto), closes ENG nd cargo door operation. Auto tests with 2 engine start, bleeds, pack flow HI regardless of flow switch position and will FAULT if < 40 sec of cargo door operation APU MASTER SW FAULT with auto-shutdown when PTU FAULT(never by itself) 3 reservoir problems (low high EGT, under/over speed, slow start, low oil press, & air press., low qty., high temp). ENG pump fault - same on ground fire shutdown with bottle 3+low press. ELEC pump fault-same 4+pump overheat. APU BLEED FAULT with leak in APU compartment Gravity gear EXTN mechanical; NWS(enhanced only); 3 FUEL turns, remove hydraulic press, unlock doors & gear Total 42,000 (321) 52,500 FLIGHT CONTROLS Wing 27,500 Center 14,500 (321) ACT 10,500 Normal protections high speed, high AOA, load factor, No takeoff on CTR tank (321 no ACT with CTR< full) yaw damper/coordination, pitch(30,15), high bank(67). No fuel in CTR tank unless wings full Depart normal with multiple failures of redundant CTR pumps run for 2 min. after both eng running, will systems. 3 modes – Ground, a direct relationship to not restart until slats retracted, run 5min. after center dry control surfaces; Flight, commanding roll and pitch CTR pumps (321 ACT transfer) inhibited with slats or rates; and Flare, out of trim condition full wings (until a wing tank decreases by 550) Alternate Law only load factor protection; can be stalled Inboard wing tank can suction feed Direct Law amber “use man pitch trim”, no protections Wing transfer valve opens when inner at 1,650, steep Mechanical backup red “man pitch trim only”(need hyd.) descents, de/acceleration may trigger LO LVL warning Max load in direct law +2.5 to –1 g (slats/flaps +2 to 0 g) Do not go-around with < 500 in wing tank No A/THR αFLOOR when <100' or on 1 engine with flaps APU has own fuel pump if tank pumps are off 2 ELAC primary elevator, stab & ailerons (pitch and roll) (321) FOB BELOW 3 T (Tons) – either wing < 3,300 3 SEC primary spoilers and backup pitch Jet A & TAT < -34oC, ECAM fuel to ensure fuel > -36oC 2 FAC flight augmentation & primary yaw (trim, damp) JP4/Jet B & fuel > 30oC, < 25,000' until center empty Rudder trim needs FAC, inhibited with A/P (won’t DISC Target arrival fuel 319/ 320/ 321 5600 / 5900 / 7100 A/P), won’t reset without hydraulic press (321) Inadvertent fuel in either ACT: wing refuel panel, Rudder pedal nose wheel steering +6o to 0o at 130K open transfer valve (all other switched auto/normal), all Speedbrakes inhibit at flaps full (321 flaps 3 or full) wing pumps on, ACT switch on (wait 15 sec.), all wing Flaps auto retract from 1+F to 1 at 210K pumps off. On fuel page, ACT pump arrow (∆) should After flap retract, 1+F not available until <100k, unless be on (pumping fuel from ACT into CTR tank). When st CONFIG 2, 3, or FULL selected 1 ACT empty, return to normal ops, with ACT switch off Side stick malfunction, hold opposite takeover pb>40 sec and all wing and CTR pumps on LIGHTS - Strobes auto on with weight off main gear Logo on with slats or weight on main gear Emergency lights on with loss of normal AC. All cabin signs illuminate >11,300' cabin altitude Loss of normal AC – STBY compass, CAPT instrument panel and right dome light(if DIM or BRT) remain on ENGINES CFM-56-5-B6 / -B4 / -B3 / IAE 319/320/321 23,500 / 27,000 / 32,000# /23.5-27k Time EGT IAE
PRESSURIZATION/AIR CONDITIONING INSTRUMENTS/NAVIGATION Pack flow LO <90pax/long haul (321 ECON <140pax) Only Capt’s IR (1 or 3) remain after 5 min. on battery Pack flow auto HI with single pack and APU bleed on IRS tolerance preflight <5 K, post flight <15 K, < 5 NM Max operating differential -1 to 8.6 psi within 2 minutes of stopping Ram air inlet only with differential pressure < 1 psi. Inlet IRS flashing ALIGN for no PP, >1o last PP, move aircraft flaps close with t/o thrust and at touchdown IRS gnd alignment up to 82o N Faulty controller, MAN for 10 seconds, swaps controllers NAV mode 82o N to 60o S (73oN from 90-120o W) No external condition air with packs FCU push managed, pull selected. V/S push 0 V/S, pull 2 cabin fans (for recirculation/economy) for existing V/S (also if ALT changed during capture) o OAT > 49 C, elect. < 2 hours if avionics vent normal TRK-FPA mode VMC only, not instrument approaches Ditching ON closes all valves below water line; unless OPEN DES prohibited inside FAF or < 1,000' AGL PRESS MAN PERF modes t/o, climb at acceleration alt., cruise at LDG ELEV out of auto for airport not in database or no cruise alt., descent at lower alt. <200NM of destination, landing field data in FMGS approach at activate & confirm or circled D point MAN V/S CTL DN = lowers cabin altitude 3 A/THR disconnects – match & mash, idle, FCU pb. Cross bleed valve controlled by 2 motors Disengaged for flight if disconnects held for 15 sec. Ventilation on GND, normally open, closed if cold. In Altitude alert inhibits with gear & slats, or GS capture flight, normally open, intermediate if hot. 2 FAULTS REJECTED TAKEOFF “PF”, PM CALLOUTS means avionic smoke. (>72K, spoilers auto extend, therefore autobraking) Ventilation blower FAULT -press low or duct overheat Capt. - “Reject, My Aircraft”, thrust levers to idle, max (on ground with out engine, external horn) braking and max reverse until assured aircraft can stop HOT AIR FAULT - duct overheat; COCKPIT controls L on runway, slight forward sidestick, “This is the pack, average of FWD & AFT controls R pack Captain, remain seated.” MISCELLANEOUS F/O – NO AUTOBRAKES, monitor deceleration, notify If ACARS STBY - MCDU, ATSU, COMM MENU, tower, 80 MAINTENANCE, TEST, REQUEST VHF 3 LINK ENGINE FAILURE (T/O) “PF”, PM CALLOUTS Xwind>20K, or tailwind; full FWD sidestick until 80K, “Engine Failure”, “TOGA” (if desired), TOGA SET, neutral by 100K, after 50% (1.05 IAE), (increase to 70% ROTATE, rotate to commanded, POSITIVE RATE, “Gear CFM), then TOGA or FLX by 40K ground speed up”, GEAR UP, trim, 100' RA “Autopilot 1(2)”, 10 cockpit emergency equipment items – 1 crash axe, 1 HEADING or NAV(EO SID), 1000' RA or OCA, PBE, 1 halon extinguisher, 1 EMK, 2 ropes, 4 life vests “Vertical Speed 0”, “Flaps 1”, FLAPS 1, “Flaps-Up”, st 1 flight only checks (4) – RCDR, BAT (<60 amps, FLAPS UP, disarm spoilers, Green dot speed, select open decreasing within 10 seconds), Brakes (symmetrically climb, “SPEED ___”(green dot), MCT, MCT SET. Note 2000-2700), Fire (7, 5, 7) if TOGA not set on RWY, consider TOGA after A/P1/2 Slides must be armed & checked with ECAM or door indicators before taxi, takeoff, and landing with PAX ENGINE FAILURE ON APPROACHES Do not pushback unless NW STRG DISC is displayed (319/321) >1000' Flaps 3, speed to Vapp for CONF 3, RCDR auto on in flight, at least 1 engine running, or for LDG FLAP 3 on overhead. 5 minutes after electrics supplies ICING Pilots are authorized to deviate from their current ATC Pre-departure check <10oC and visible moisture, or clearance to the extent necessary to comply with the icing conditions during previous flight TCAS II resolution advisory 2" dry snow, 1/4" (1/2" if favorable conditions) slush Flex T/O not allowed with >1/8” contamination. Flex Engine anti-ice on if ice exists or anticipated, except temp flat rating or OAT climb and cruise below –40o C SAT. Ice exists <10oC o o o Landing PITCH if > 10 (321 7.5 ) BANK if > 7 (OAT/TAT) and visible moisture (including fog <1 LAHSO minimum runway length 6,000' mile) or surface contamination may be ingested GS MINI=Vapp-entered winds (headwind). Increases 70% (50% IAE)N1 for 30 sec. every 30 min. Vapp target to guarantee minimum GS at runway No wing anti-ice on ground, or with APU bleed air Modify Vapp for non-normal, ice accretion, or windshear Wing on at 1st power reduction; off at FAF, but can be Vapp>VLS+5 unless CONFIG 3 with ice accretion, then used to landing if severe icing conditions Vapp>VLS+10 Lose electrics ENG valves fail open, wing close Oxygen passenger SYS ON signal sent to activate doors Probe/window heat auto on with 1 ENG and in flight PBE good for 15 minutes Anti ice FAULT is disagreement (wing also low press) Cargo heat HOT AIR FAULT - duct overheat Cargo Smoke with cargo doors open, notify ground crew. GPWS ESCAPE “PF”, PM CALLOUTS 1 bottle and SMOKE will remain on THRUST – “TOGA” Calls - MECH sounds external horn until reset, EMER is ROLL- A/P disc, roll wings level 6 bells (3 high-low chimes) PITCH – Rotate to full back sidestick Rain repellant inhibited on GND with engines stopped CONFIGURATION – Verify speed brakes in; do not On the ground computer reset, for abnormal behavior, see alter until terrain clearance assured, climb to safe alt. supplemental normal procedures (POH 4-9) PM verify actions, CALL OUT FLIGHT PATH AND MSA IS __ Thunderstorms T/O <1000' AGL, 3nm WINDSHEAR (Reactive warning, “windshear, o SAT> 0 10nm/20nm downwind windshear, windshear” below 1,300' RA only) SAT< 0o 5nm clouds/20nm “WINDSHEAR TOGA”, set TOGA o o >38 C/100 F Flaps 1+F at all times on ground ROLL-Wings level, unless terrain is a factor “Confirmed” QRH Items (6) – thrust levers, engine PITCH- Rotate to (on T/O roll, no later than 2000' masters, ENG Fire PBS, Cargo Smoke DISCH PBS, IR remaining) SRS (if SRS n/a - 17.5o) with full back PBS/selectors, IDGs sidestick. Use a/p if engaged (no a/p if α>αprot) DUAL ENGINE FAILURE - QRH CONFIGURATION- verify speed brakes retracted, do ENG MODE SEL – IGN, THR LEVERS - IDLE not alter until terrain clearance assured 300K (optimum relight speed, - 4.5 o pitch, 2 NM/1000') PM verify actions, CALL OUT FLIGHT PATH, PIREP to ATC EMER ELEC PWR (if EMER GEN not on) – MAN ON Predictive caution, “monitor radar display” or warnings LANDING STRATEGY forced landing/ditching location “windshear ahead” (twice on t/o) and “go around VHF 1/HF 1 – ATC, FAC – 1 OFF, then ON windshear ahead” (on approach); reject V1, or normal G/A on approach TRAINING PURPOSES ONLY Predictive based on radar moisture movement <2300' Note - Italic print denotes Chapter 2 memory Item with alerts <1500' and caution/warnings <1200'.
CAT II/III APPROACH “PF”, PM CALLOUTS Initially – Activate & confirm approach phase, “Flaps 1”, FLAPS 1, “Flaps 2”, FLAPS 2, cleared approach, select approach and 2nd A/P, “CAT 3 Dual or CAT 3 Single or CAT 2”, COURSE ALIVE, verify LOC *, GLIDESLOPE ALIVE, 1½ dots “Gear Down”, GEAR DOWN, “Flaps 3, Landing Checklist”, FLAPS 3, G/S capture, “Flaps Full”, FLAPS FULL, verify G/S green, “Set Missed Approach Altitude”, auto 1,000, “Stable”, auto 500, STABLE, TARGET(REF + ___), SINK ___, 400' RA LAND GREEN/NO LAND GREEN, 100 ABOVE, “Continuing”, auto MINIMUMS, “GoAround, TOGA” or “Landing”, 20' RA idle, 10' RA levers to idle, touchdown reversers, SPOILERS, 1 (NO) REVERSE , NO AUTO-BRAKES, NO ROLLOUT, 80, idle rev, disc A/P>60 G/A if no LAND GREEN <350' or red autoland warning light on approach (200') or no FLARE at 40'. If autoland degraded >1000' OK if by 500', PERF APPR updated & captain aware. Prior to approach, disengage & engage other A/P 1st. Engine-out CAT IIIA(50' DH), procedures done >1,000' (320 Autoland CONF FULL) 1 ENG autoland, idle reverse OK if Xwind<15k RVR CAT IIIB DUAL AH 100' 600/600/Required Advisory 300/300/300(1 rvr may be temp inop) CAT IIIA DUAL AH 100', SINGLE DH 50' 700/700/Required Advisory CAT II 1200/Advisory/Required Advisory (Mid) 1600/Advisory/Advisory Canada CAT III DUAL AH 100',SINGLE DH 50' 600/600/Required Advisory CAT II 1200/700/ GO AROUND “PF”, PM CALLOUTS “Go-Around, TOGA”, TOGA SET, “Go Around Flaps”, FLAPS___, verify MAN TOGA-SRS-GA TRK, POSITIVE RATE, “Gear Up”, GEAR UP, Advise ATC, 100'AFE “Autopilot 1(2)”, 400'AFE “Heading __(NAV)”, LVR CLB flashing, “Climb”, CLIMB SET, F speed “Flaps 1”, FLAPS 1, S speed “Flaps Up, After Takeoff Checklist”, FLAPS UP, disarm spoilers OTHER APPROACHES Non-precision use A/P 2 only Cat I <4000 RVR, A/P required LNAV/VNAV use DA (LPV N/A) LNAV & VOR use MDA+50' (unless note authorizes users VNAV DA(H) in lieu of MDA(H)). G/A if > +5o VOR raw data or if RNAV, when both GPS prim lost, or both NAV accuracy downgrade (if only 1, use other autopilot). RNAV/VOR A/P & F/D must be used. If both A/P fail or 1 ENG, manual F/D RNAV/VOR authorized only if no ILS available. 1 ENG - no A/P in FINAL APP, NAV/VS, NAV/FPA LDA with G/S coded as LOC. Use ILS procedures, G/S must be operative ASR – If radar page not available, give controller category, request visibility minimum and recommended altitudes on final. Published MDA should be rounded up to the nearest 100' and set in FCU as adjusted MDA Category C; if >140K or 321, then CAT D Adjust minimums if SAT < -30 oC ECAM & WARNINGS ECAM underline-independent, box-primary, * secondary If t/o memo not displayed after #2 started, select t/o configuration pb(overrides memo timer delay) RCL for 3 sec. shows previous cleared or cancelled On BAT only will still have EMER CANC, ALL, CLR, STS, RCL. GPWS TERR is based on position on a database map, no radar or radio alt. Independent of GWPS SYS control. GPWS “pull up” or “terrain” at night or IMC - do escape TCAS RA - promptly A/P off, F/D’s off (PM), notify ATC, adjust V/S to stay in green area. Respect stall, GPWS, W/S. On approach, with CLIMB or INCREASE CLIMB, G/A
