TRAINING PURPOSES ONLY AB319/320/321 FACT SHEET Italic print denotes Chapter 2 memory item Jan 2009

ELECTRICAL GEN 90 KVA TRU 200 A ENGINES CFM-56-5-B6 / -B4 / -B3 / IAE
1. IMMEDIATE ACTIONS then C/B green monitored by ECAM, black not monitored, 319/320/321 23,500 / 27,000 / 32,000# /23.5-27k
CAPT PFD ND AND THE UPPER ECAM
yellow to be pulled, red no reset Time EGT IAE
DISPLAY BLANK-AC ESS FEED-ALTN
Do not reset tripped fuel boost pump/indicating C/B TO/GA 5(10-1ENG)min 950oC 635 oC
ENG (1 or 2) FIRE (ON GROUND) o
Cold Aircraft if batteries > 25.5V, start APU within 30 MCT continuous 915 C 610 oC
Engine-Out Unable To Maintain Alt o
min, else 20 minutes charging with EXT PWR Starting 4cyles 725 C 635 oC (3 cycles,
Eng Tailpipe Fire
Battery auto connected to DC BAT BUS on BAT 15 sec. between cycles of 2 for 2 min, 1 for 1 min)
Evacuation
charging, APU start, <100K without AC BUS 1&2 Takeoff/GA N1 / N2 104 / 105% (100% IAE)
SMOKE/AVIONICS SMOKE/FUMES
RAT extends >100K without AC BUS 1&2 (8 seconds) FADEC monitors & controls during start
OXYGEN MASKS -VERIFY ON/100%/EMERG
EMER GEN powers AC ESS & DC ESS (via ESS TR) if elec. disrupt(ECAM DU loss), master-off, 30sec crank
Unreliable Speed Indication/ADR Check
and AC & DC ESS SHED busses Oil quantity dispatch minimum 13 quarts
Procedure
BAT-only sheds AC ESS Shed & DC ESS Shed busses Oil pressure 13 psi (60 psi IAE) minimum at ground idle
2. ECAM EXCEPTIONS then (<50K in emergency electrical configuration, no DUs) Oil temp min start -40oC, T/O min -10oC (50o IAE for
AVIONICS SMOKE Galley (main) bus sheds (321 all galley busses) with 1 >idle IAE)
BRAKES HOT (On Ground Only) GEN in flight and 1 ENG GEN on the ground 140-155oC (140-165 IAE) max transient for 15min
ENG DUAL FAILURE GEN FAULT a disagreement with line contactor position Idle N1 19.5%, EGT 390oC, N2 58.5% (no gray), FF 600
FUEL (L or R) WING TANK LO LVL Galley FAULT any generator>100% load IAE 21.4-23.8%, 385-414 o, 57.7% (no gray), 730-775
NAV ADR (1+2 or 2+3 or 1+3) FAULT EMER ELEC PWR GEN 1 LINE OFF, Gen # 1 still Congested area without clearance, max thrust 40% N1
SMOKE (FWD or AFT) CARGO SMOKE powers 1 fuel pump per wing Not >75% N1 (321 70%)(IAE 1.18EPR) & parking brake
(With Cargo Door Open) IDG FAULT high oil temp or low oil press. DISC Warm up 5 min (<90min on ground, then 3 min),
3. ECAM then 4. ECAM Follow-up irreversible, DISC < 3 sec, at least wind milling ENG 3 min. (1 min. short taxi) cool down
AC ESS FEED FAULT – AC ESS not powered Reverse thrust is for ground use only. No max rev<70k,
(QRH yellow pages) then BUS TIE OFF - no EXT, no APU, no cross tie idle rev OK to stop. Reverse taxi/pwr-back prohibited
5. ECAM supplement (blue book) EXT PWR AVAIL plugged in with normal parameters FIRE pb silences warning, arms squibs, affects hyd., fuel,
HYDRAULICS Normal 3000 + 200 psi elect., & air. (closes HYD fire valve, closes LP fuel
ALTITUDES
Max takeoff brake temp 300o C. Taxi-in >300oC use valve, deactivates IDG, closes bleed valve & pack flow)
Max 39,000'
Max gear extension 25,000' fans >5 minutes or turn into gate (unless going >500oC); Both fire loops fail within 5seconds - fire indication
Flap extension 20,000' until 250oC. Write-up if same strut brakes differ >150o ENG Fire FAULT for auto start abort, fuel valve
APU bleed operation 20,000' and either brake is >600o or <60 o; or mean temp with disagreement or start valve fault
Max auto-land (319/320/321) 9,200'/ 2,500'/ 5,750' other strut differs >200o; or temp >900 o (321 8000) ENG bleed valve closes with start and APU bleed open
N663-680 6,500' Autobrake MAX for t/o; LO or MED for wet & slippery, MAN start on mature ENG and high/hot, tailwind>10K,
A/P on (T/O) & G/A 100' AGL (with SRS) rollout distance limited, Configuration requires higher low bleed press, auto start aborted for stall, high EGT,
on (Enroute) 500' (321) 900' than normal airspeed, crosswind>10k, or CAT II/III. low air press
off (APPR) DA/DDA/MDA (non-prec.) Green DECEL >80% of selected rate Continuous IGN on with ENG anti-ice, flameout(flight),
off (APPR) 160' AGL (CAT I ILS) Brake accumulator green – 12 hours/7 full applications EIU fail. If needed after start NORM then IGN/START
Takeoff & Landing -1,000' to 9,200' Anti-skid deactivates <20K 5 TL detents TOGA, FLX MCT, CL, IDLE, MAX REV
Passenger masks drop 14,000' (13 minutes) Normal brakes with parking brake off (321 PB on or off) APU
1 pack MEL 31,000' Blue electric pump auto on with 1 engine started Starting EGT 900oC (982oC >25,000')
RVSM (>FL290) PFD 1&2 + 200' (+20' ground), +75' PTU auto on when G & Y differs >500 psi. Inhibited Max allowable load 682o for 5 sec, else 700o - 742o C
WIND during 1st ENG start with either parking brake on or Max rotor 107 %
Crosswind 29/G35 K nose wheel steering DISC; and within 40 seconds of GEN Load limit 90 KVA on ground and < 25,000'
(Guidance) Braking “fair/medium” 15 K cargo door operation. Auto tests with 2nd engine start, ECAM LOW OIL LEVEL still allows 10 hours ops.
“poor” 10 K and will FAULT if < 40 sec of cargo door operation 3 Starter cycles then 60 minutes before 3 more
Autoland (Headwind 30 K) 20 K PTU FAULT(never by itself) 3 reservoir problems (low APU bleed valve on, opens X bleed(in auto), closes ENG
CAT II/IIIa/IIIb 15 K air press., low qty., high temp). ENG pump fault - same bleeds, pack flow HI regardless of flow switch position
Tailwind (Takeoff 15K/10K 320-IAE) 10 K 3+low press. ELEC pump fault-same 4+pump overheat. APU MASTER SW FAULT with auto-shutdown when
(Guidance) Braking “less than good” 5K Gravity gear EXTN mechanical; NWS(enhanced only); 3 high EGT, under/over speed, slow start, low oil press, &
WEIGHTS 319 320-231 320 321 turns, remove hydraulic press, unlock doors & gear on ground fire shutdown with bottle
Taxi 167,329 167,329 170,635 205,909 FLIGHT CONTROLS APU BLEED FAULT with leak in APU compartment
T/O 166,447 166,447 169,754 205,027 Normal protections high speed, high AOA, load factor,
FUEL
Landing 137,787 142,198 142,198 171,517 yaw damper/coordination, pitch(30,15), high bank(67).
Total 42,000 (321) 52,500
ZFW 128,969 134,480 134,480 162,699 Depart normal with multiple failures of redundant
Wing 27,500 Center 14,500 (321) ACT 10,500
CONFIGURATION EOW Range Wide /Long/High systems. 3 modes – Ground, a direct relationship to
No takeoff on CTR tank (321 no ACT with CTR< full)
319 12/112=124 700-723 2900 111' 10''/111' /39'11' control surfaces; Flight, commanding roll and pitch
No fuel in CTR tank unless wings full
320 12/138=150 all 2700 “ /123' 3''/ “ rates; and Flare, out of trim condition
CTR pumps run for 2 min. after both eng running, will
321 16/167=183 none 2800 “ /146' / “ Alternate Law only load factor protection; can be stalled
not restart until slats retracted, run 5min. after center dry
SPEEDS - Max (VMO/ MMO) 350 / .82 Direct Law amber “use man pitch trim”, no protections
CTR pumps (321 ACT transfer) inhibited with slats or
Gear extension 250 (hyd. cutoff >260) Mechanical backup red “man pitch trim only”(need hyd.)
full wings (until a wing tank decreases by 550)
retraction 220 Max load in direct law +2.5 to –1 g (slats/flaps +2 to 0 g)
Inboard wing tank can suction feed
extended 280 / .67 No A/THR αFLOOR when <100' or on 1 engine with flaps
Wing transfer valve opens when inner at 1,650, steep
Flaps (Max VFE) 319/320 321 2 ELAC primary elevator, stab & ailerons (pitch and roll)
descents, de/acceleration may trigger LO LVL warning
1 230 235 3 SEC primary spoilers and backup pitch
Do not go-around with < 500 in wing tank
1+F 215 225 2 FAC flight augmentation & primary yaw (trim, damp)
APU has own fuel pump if tank pumps are off
2 200 215 Rudder trim needs FAC, inhibited with A/P (won’t DISC
(321) FOB BELOW 3 T (Tons) – either wing < 3,300
A/P), won’t reset without hydraulic press
3 185 195 Jet A & TAT < -34oC, ECAM fuel to ensure fuel > -36oC
Rudder pedal nose wheel steering +6o to 0o at 130K
Full 177 190 JP4/Jet B & fuel > 30oC, < 25,000' until center empty
Turbulence > 20,000' 275/.76 300/.76 Speedbrakes inhibit at flaps full (321 flaps 3 or full)
Target arrival fuel 319/ 320/ 321 5600 / 5900 / 7100
< 20,000' 250 270 Flaps auto retract from 1+F to 1 at 210K
(321) Inadvertent fuel in either ACT: wing refuel panel,
Holding < 6,000' 200 After flap retract, 1+F not available until <100k, unless
open transfer valve (all other switched auto/normal), all
>6-14,000' 230(210 if published) CONFIG 2, 3, or FULL selected 1st
wing pumps on, ACT switch on (wait 15 sec.), all wing
>14,000' 265 Side stick malfunction, hold opposite takeover pb>40 sec
pumps off. On fuel page, ACT pump arrow (∆) should
[PANS Holding 210/220/240] LIGHTS - Strobes auto on with weight off main gear
be on (pumping fuel from ACT into CTR tank). When
Taxi straight 30K, 90o turn 10K normal Logo on with slats or weight on main gear
ACT empty, return to normal ops, with ACT switch off
Window/ Wiper Max 200 / 230 Emergency lights on with loss of normal AC. All cabin
and all wing and CTR pumps on
FMC N/A max rate climb 260(321 280) / .76 signs illuminate >11,300' cabin altitude
RAT 140-320 Loss of normal AC – STBY compass, CAPT instrument
panel and right dome light(if DIM or BRT) remain on
PRESSURIZATION/AIR CONDITIONING
Pack flow LO <90pax/long haul (321 ECON <140pax)
Pack flow auto HI with single pack and APU bleed on
Max operating differential -1 to 8.6 psi
Ram air inlet only with differential pressure < 1 psi.
Inlet flaps close with t/o thrust and at touchdown
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
2 cabin fans (for recirculation/economy)
OAT > 49o C, elect. < 2 hours if avionics vent normal
Ditching ON closes all valves below water line; unless
PRESS MAN
LDG ELEV out of auto for airport not in database or no
landing field data in FMGS
MAN V/S CTL DN = lowers cabin altitude
Cross bleed valve controlled by 2 motors
Ventilation on GND, normally open, closed if cold. In
flight, normally open, intermediate if hot. 2 FAULTS
means avionic smoke.
Ventilation blower FAULT -press low or duct overheat
(on ground with out engine, external horn)
HOT AIR FAULT - duct overheat; COCKPIT controls L
pack, average of FWD & AFT controls R pack
MISCELLANEOUS
If ACARS STBY - MCDU, ATSU, COMM MENU,
MAINTENANCE, TEST, REQUEST VHF 3 LINK
Xwind>20K, or tailwind; full FWD sidestick until 80K,
neutral by 100K, after 50% (1.05 IAE), (increase to
70% CFM), then TOGA or FLX by 40K ground speed
10 cockpit emergency equipment items – 1 crash axe, 1
PBE, 1 halon extinguisher, 1 EMK, 2 ropes, 4 life vests
1st flight only checks (4) – RCDR, BAT (<60 amps,
decreasing within 10 seconds), Brakes (symmetrically
2000-2700), Fire (7, 5, 7)
Slides must be armed & checked with ECAM or door
indicators before taxi, takeoff, and landing with PAX
Do not pushback unless NW STRG DISC is displayed
RCDR auto on in flight, at least 1 engine running, or for
5 minutes after electrics supplies
Pilots are authorized to deviate from their current ATC
clearance to the extent necessary to comply with the
TCAS II resolution advisory
Flex T/O not allowed with >1/8” contamination. Flex
temp <ISA+53o (321 <ISA+43 o), > flat rating or OAT
Landing PITCH if > 10o (321 7.5o) BANK if > 7o
LAHSO minimum runway length 6,000'
GS MINI=Vapp-entered winds (headwind). Increases
Vapp target to guarantee minimum GS at runway
Modify Vapp for non-normal, ice accretion, or windshear
Vapp>VLS+5 unless CONFIG 3 with ice accretion, then
Vapp>VLS+10
Oxygen passenger SYS ON signal sent to activate doors
PBE good for 15 minutes
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
Calls - MECH sounds external horn until reset, EMER is ROLL- A/P disc, roll wings level
6 bells (3 high-low chimes)
Rain repellant inhibited on GND with engines stopped
On the ground computer reset, for abnormal behavior,
see supplemental normal procedures (POH 4-9)
Thunderstorms T/O <1000' AGL, 3nm
SAT> 0o 10nm/20nm downwind
SAT< 0o 5nm clouds/20nm
>38 oC/100oF Flaps 1+F at all times on ground
“Confirmed” QRH Items (6) – thrust levers, engine
masters, ENG Fire PBS, Cargo Smoke DISCH PBS, IR
PBS/selectors, IDGs
DUAL ENGINE FAILURE - QRH
ENG MODE SEL – IGN, THR LEVERS - IDLE
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
VHF 1/HF 1 – ATC, FAC – 1 OFF, then ON
TRAINING PURPOSES ONLY
Note - Italic print denotes Chapter 2 memory Item
INSTRUMENTS/NAVIGATION
Only Capt’s IR (1 or 3) remain after 5 min. on battery
IRS tolerance preflight <5 K, post flight <15 K, < 5 NM
within 2 minutes of stopping
IRS flashing ALIGN for no PP, >1o last PP, move aircraft
IRS gnd alignment up to 82o N
FCU push managed, pull selected. V/S push 0 V/S, pull
for existing V/S (also if ALT changed during capture)
TRK-FPA mode VMC only, not instrument approaches
OPEN DES prohibited inside FAF or < 1,000' AGL
PERF modes t/o, climb at acceleration alt., cruise at
cruise alt., descent at lower alt. <200NM of destination,
approach at activate & confirm or circled D point
3 A/THR disconnects – match & mash, idle, FCU pb.
Disengaged for flight if disconnects held for 15 sec.
Altitude alert inhibits with gear & slats, or GS capture
REJECTED TAKEOFF “PF”, PM CALLOUTS
(>72K, spoilers auto extend, therefore autobraking)
Capt. - “Reject, My Aircraft”, thrust levers to idle, max
braking and max reverse until assured aircraft can stop
on runway, slight forward sidestick, “This is the
Captain, remain seated.”
F/O – NO AUTOBRAKES, monitor deceleration, notify
tower, 80
ENGINE FAILURE (T/O) “PF”, PM CALLOUTS
“Engine Failure”, “TOGA” (if desired), TOGA SET,
ROTATE, rotate to commanded, POSITIVE RATE, “Gear
up”, GEAR UP, trim, 100' RA “Autopilot 1(2)”,
HEADING or NAV(EO SID), 1000' RA or OCA,
“Vertical Speed 0”, “Flaps 1”, FLAPS 1, “Flaps-Up”,
FLAPS UP, disarm spoilers, Green dot speed, select open
climb, “SPEED ___”(green dot), MCT, MCT SET. Note
if TOGA not set on RWY, consider TOGA after A/P1/2
ENGINE FAILURE ON APPROACHES
(319/321) >1000' Flaps 3, speed to Vapp for CONF 3,
LDG FLAP 3 on overhead.
ICING
Pre-departure check <10oC and visible moisture, or
icing conditions during previous flight
2" dry snow, 1/4" (1/2" if favorable conditions) slush
Engine anti-ice on if ice exists or anticipated, except
climb and cruise below –40o C SAT. Ice exists <10oC
(OAT/TAT) and visible moisture (including fog <1
mile) or surface contamination may be ingested
70% (50% IAE)N1 for 30 sec. every 30 min.
No wing anti-ice on ground, or with APU bleed air
Wing on at 1st power reduction; off at FAF, but can be
used to landing if severe icing conditions
Lose electrics ENG valves fail open, wing close
Probe/window heat auto on with 1 ENG and in flight
Anti ice FAULT is disagreement (wing also low press)
THRUST – “TOGA”
PITCH – Rotate to full back sidestick
CONFIGURATION – Verify speed brakes in; do not
alter until terrain clearance assured, climb to safe alt.
PM verify actions, CALL OUT FLIGHT PATH AND MSA IS __
WINDSHEAR (Reactive warning, “windshear,
windshear, windshear” below 1,300' RA only)
“WINDSHEAR TOGA”, set TOGA
ROLL-Wings level, unless terrain is a factor
PITCH- Rotate to (on T/O roll, no later than 2000'
remaining) SRS (if SRS n/a - 17.5o) with full back
sidestick. Use a/p if engaged (no a/p if α>αprot)
CONFIGURATION- verify speed brakes retracted, do
not alter until terrain clearance assured
“windshear ahead” (twice on t/o) and “go around
windshear ahead” (on approach); reject <V1, TOGA
if >V1, or normal G/A on approach
Predictive based on radar moisture movement <2300'
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, “Go-
Around, 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