BLEED CAUTION, do not use AVIONICS VENTILATION CAUTION, do not use GND AIRCOND

HP GND air with APU bleed CONFIGURATIONS: AIRCOND air with air from PACK CTL
CLOSED, on GND (skin<9-12C), FLT(skin<32-35C)
if (skin>32-35C) then EXTRACT VLV partially opens
packs simultaneously Prim fail => flow not optimized
Sec fail => ECAM sgnal lost
Regulated pressure 44 +/- 4 psi OPEN, on GND (skin>9-12C) PACK 1
ZONE CTL Both fail => 15C by a/ice vlv
Leak detection SMOKE CONFIG FLOW ZONE CTL
CH1 [AC1/DC1]
- single loop for APU and pylon ducts Air from avionics bay CONTROL Prim fail => 24C by packs
CH2 [AC2/DC2] CABIN
- double loop for wing ducts SKIN EXCH VALVE Sec fail => no effect
SKIN HEAT [DC ESS AIR
Temperature control OUTLET PACK 1 CTL Both fail => 20C pack 1
EXCHANGER SKIN SHED]
- HI TEMP if 290C > 5sec or BYPASS VLV CH1 [AC1/DC1] 10C pack 2
EXCH FILTER
270C > 15sec or AEVC ISOL CH2 [AC2/DC2]
CAB FAN 1
257C > 55sec [DC1] VLV [AC1]
- LO TEMP if < 150C [DC ESS PACK
BLOWER COCKPIT EXTRACT 1 COCKPIT
Pressure control SHED]
ENG A/ICE VALVE FAN PANELS FAN SKIN AIR
- HI PRESS if > 60psi ENG 1 [DC1] SKIN AIR [AC1] [AC2] EXTRACT HOT AIR FLAP
- LO PRESS if < 4psi INLET VLV AVIONICS VLV
ENG 2 [DC2] PRESS VALVE
EQPMT TRIM
valve opens if unpowered REG VLV
AIR VALVES
FILTER FWD
AIRCOND SKIN CABIN
INLET MIXING
EXCH UNIT
VALVE INLET
FAN AIR VALVE EMER
ENG 1 [DC ESS SHED] 5th BYPASS
HP VLV VLV RAM AIR AIRCOND TRIM
ENG 2 [DC2] [DC ESS] GND
ENG 1 [DC ESS SHED] cargo AIR VALVES
regulates BLEED temp at 200C 9th CONNECT
ENG 2 [DC2] under-floor PACK 2
(ENG 1 only) FLOW
CONTROL AFT
BLEED MONITORING BLEED VALVE CABIN
VALVE [DC2] PACK
COMPUTER ENG 1 [DC ESS SHED] pressure
BMC 1 [DC ESS SHED] ENG 2 [DC2] HYD WATER 2 CAB FAN 2
indication LOOP A
BMC 1 [DC2] RES TANK [AC2]
OVERPRESS LOOP B FILTER
PACK 2 CTL
VALVE (85psi) FF SATCOM
STARTER VLV CH1 [AC1/DC1]
FF CH2 [AC2/DC2] CABIN AIR
FF (85% recycle air)
temperature ZONE CTL
B1
indication X-BLEED VLV CH1 [AC1/DC1]
AUTOCTL [DC2] B2 CH2 [AC2/DC2]
HOT BLEED MANCTL [DC ESS SHED]
COLD FAN AIR
COLD AIR FROM PACK SAFETY
MIXED CONDITIONNED AIR VALVES MOT 1 CPC 1 PRESSURIZATION
WING ANTI ICE VLV [DC ESS] [DC ESS] - 2 safety valves (max 8.6psi or -.25psi)
[AC ESS SHED] HP GND
CONNECT - if RAM AIR ON and p<1psi, outflow vlv
Valve closes if unpowered MAN is 50% open (if not in MANUAL)
MAN V/S
MOT
SWITCH
[DC BAT] - EXCESS CAB ALT (>9550+/-350ft)
only SLATS 3,4 & 5
are heated OUTFLOW
VALVE MOT 2 CPC 2
[DC2] [DC2]

APU ELECTRONIC
FWD
CARGO
FIRE PROTECTION
APU
LIMITATIONS
RPM min 95%, max 107% (auto shut down)
CONTROL BOX
[BAT] BLEED
COMP
A321 only
SMOKE DETECT & CARGO VENT
VALVE CONTROL UNIT
running EGT max 682C (5sec) or 700-742 OUTLET ISOL SMOKE DETECTORS
SDCU
start EGT max 900C > 25'000ft VALVE SQUIBS
B CH1 [DC ESS SHED]
start EGT max 982C < 25'000ft EXTRACT FAN B [DC BAT] F FIRE DETECTORS
APU FF CH2 [DC2]
LOW OIL LEVEL => 10 hrs APU ops [AC1]
start cycles: S 1min S 1min S 60min APU B FIREX BOTTLES
Enveloppe: STARTER AFT
START with AC pwr up to 39'000ft [BAT] CARGO
A321 only ELECTRICAL SUPPLY
START with EMER ELEC pwr up to 25'000ft COMP
APU LP VLV ENG 1 loop A [DC ESS], loop B [DC2]
BLEED ON 2packs max 15'000ft, 1 pack max 20'000ft [DC BAT]
BLEED ON for engine start max 20'000ft BULK ENG 2 loop A [DC2], loop B [DC ESS]
[HOT 1] APU loop A & B[DC BAT]
BLEED for WING A/ICE not permitted INLET CARGO
APU FUEL FLOW ~130 kg/hr APU PUMP ISOL ENG 1&2 BTL 1 squib A [HOT1] squib B [HOT2]
VENTILATION
[DC BAT] P VALVE ENG 1&2 BTL 2 squib A [DC2] squib B [DC2]
CONTROL
[AC ESS APU BTL squib A [HOT1] squib B [DC BAT]
SHED] CABIN APU auto extinguish [DC BAT]
AMBIENT
AIR
FUEL A319/A320 refueling / defueling lines
feeding lines
FUEL EIU ENG cool-down time 3'
or 1' if required by ops
NOZZLES ENG1 [DC BAT]
ENGINE
ENG2 [DC ESS] A319: CFM56-5B6/2 23'500lbs
TOTAL TANKS CAPACITY (den 0.80kg/l) A320: CFM56-5B4/2 27'000lbs
FF
19088kg CENTER TANK CENTER TANK A320E: CFM56-5B4/P 27'000lbs
HP VLV [DC ESS] A321: CFM56-5B1/2 30'000lbs
6600kg 6560kg
OUTER to INNER TRANSFER X-FEED FUEL METERING VLV N1 100% = 5000 rpm
- XFR valves open when INNER have ~750kg MOT 1 [DC ESS SHED] IDG OIL COOLER N2 100% = 14460 rpm
- T/O only with Outer TK full LP VALVE MOT 2 [DC1] IGNITION
MOT 1 [DC ESS] SERVO FUEL FADEC
- Automatic XFR after landing ENG ENG1&2 A [AC ESS]
MOT 2 [DC2] HEATER ENG1&2 CH A [DC ESS]
(to avoid, switch REFUEL panel PWR ON!) PMP or [AC STAT INV]
or transfer via DEFUEL/XFR valve jet pump FUEL/OIL HEAT ENG1 CHB [DC BAT]
1 ENG1 B [AC1]
see OMB vol.2 1.4 / 28.4 ENG2 CHB [DC2] ENG2 B [AC2]
DEFUEL LP VALVE
XFR MOT 1 [DC ESS]
FQI 1 2 1 2
XFR VALVES VLV MOT 2 [DC2]
CH1 [DC ESS SHED]
CH2 [DC2] 1 [DC ESS SHED] INNER TANKS WING TANKS CENTER to WING TRANSFER
2 [DC2] 2 x 5540kg -Valve opens until wing tank is full then wait
2 x 6200kg until 250kg are used and re-opens
- Gravity transfer from CTR TK
OUTER TANKS only possible if >2000kg in
LH 1 LH 2 CTR1 CTR XFR RH 1 RH 2
REFUEL VALVE 2 x 704kg [AC1] [AC2] [AC1] VLV [AC1] [AC2] center tank these
[DC2] refueling on [DC1] [DC2] [DC1] L[DC1] [DC1] [DC2] are trapped
batteries with [DC ESS] R[DC2] [DC ESS]
[HOT1] CTR2
REFUEL [AC2] REFUEL REFUEL
COUPLING [DC2] COUPLING VALVE
FUEL IMBALANCE A319/A320 VENT TANK
INNER TK Full, max 1500kg ~50kg
INNER TK 4300kg, max 1600kg
TANK PUMPS WING PUMPS A321 FUEL
INNER TK 2250kg, max 2250kg A321 FUEL IMBALANCE
FUEL TEMPERATURE TOTAL CAPACITY
no limitations below 2250kg WING TK Full, max 1350kg
JET A1 min -43C max +54C
OUTER TK max 530kg, if OUTER+INNER same JET A min -36C max +54C (den 0.80kg/l) WING TK 4000kg, max 1500kg
or INNER of empty OUTER equal or higher (up to 3t) of WING TK 2350kg, max 2350kg
opposite INNER
JET B, JP-4, JP-5, JP-8, RT, TS-1 see OM B 1.1.1
18960kg no limitations below 2350kg

!!! NOT FOR OPERATIONAL USE !!! Pierre-Michel Gasser, 14.05.2007

 BATTERIES
2 x 28V 23 Ah, allow at
BAT 1 DC BAT BUS BAT 2 A320
least 20min in-flight PWR
BAT
CONT
COND CPC MAN CTL
FIRE APU LOOP A & B, AUTO EXT, BTL1
BAT
CONT
ELECTRICAL
HOT BUS 1 SQUIB B, FWD & AFT CARGO BOTTLES HOT BUS 2
FUEL APU PUMP, APU LP VLV
FIRE ENG 1&2 BTL 1 SQUIB A, APU BTL APU ECB SUPPLY, STARTER MOT (via BAT COM EXTERNAL HORN
SQUIB A only, available 3min with APU MASTER ON) FIRE ENG 1&2 BTL 1 SQUIB B
FLT CTL ELAC 1, SEC 1 DOORS DOORS & SLIDE CTL FLT CTL ELAC 2, PITCH TRIM MOT 1
FUEL APU LP VLV ENGINE ENG 1 FADEC CH B, ENG 1 EIU HYD RAT MAN CTL
HYD RAT AUTO CTL DC TIE NAV ADIRU 1 (back-up), ADIRU 2 (back-up
ESS DC TIE DC TIE
LDG GEAR PARK BRK CTL CONT 5min)
CONT
NAV ADIRU 3 (5min if on NORM or F/O) DOORS DOORS AND SLIDES CTL (stby)

DC BUS 1 DC ESS DC BUS 2

COND PACK 1 PRIM, PACK 2 PRIM, ZONE COND RAM AIR INLET, CPC 1 COND PACK 1 SEC, PACK 2 SEC, ZONE CTL
STAT
CTL PRIM, AEVC AUTO FLT FCU 1 SEC, PACK 2 VLV CLOSURE, CPC 2
INV
COM VHF 3, SELCAL, 3rd ACP, COM VHF 1, RMP 1, CAPT & F/O ACP, FLT AUTO FLT FMGC 2, FCU 2
CONT
FUEL LEFT TK PUMP 1, RIGHT TK PUMP 1, INTERPHONE, CAPT LOUDSPEAKER, CIDS COM VHF 2, RMP 2, F/O LOUDSPEAKER
CTR TK PUMP 1 (A319/A320), LEFT XFR 1 & 2, DEU (A/B) FIRE ENG 1 LOOP B, ENG 2 LOOP A, ENG
VLV (A321) FIRE ENG 1 LOOP A, ENG 2 LOOP B 1&2 BTL 2 SQUIB A&B, SDCU CH 2
HYD ENG 1 PUMP CTL FLT CTL ELAC 1, SEC 1, PITCH TRIM MOT 2, FLT CTL ELAC 2, SEC 2 & 3, FAC 2, FCDC 2,
ICE ENG A/ICE CLOSURE VLV 1, WHC 1, RUD TRIM MOT 1, RUD TRAVEL LIM MOT 1, PITCH TRIM MOTOR 1 & 3, RUD TRIM MOT
STBY PHC, STBY & CAPT STATICS, CAPT SFCC 1 FLAPS & SLATS 2 & INDIC, RUD TRAV LIMIT MOT 2, SFCC 2
STAT
TAT, CAPT WIPER FUEL L&R TANK PUMP 1, ENG 1&2 LP VLV SLATS & FLAPS
INV
LDG GEAR BSCU CH1 MOT 1 FUEL FQI CH 2, LEFT TK PUMP 2, RIGHT TK
CONT
LIGHTS L CONSOLE, R MAIN INST PNL, HYD ENG 1&2 FIRE SHUT OFF VLV, B ELEC PUMP 2, CTR TK PUMP 2 (A319/A320),
SUPP READ, PEDESTRAL, L READ, L PUMP CTL XFEED VLV MOT 2, ENG 1&2 LP VLV MOT
BRIEF, L MAP, FLOOR ICE CAPT PHC, CAPT REPELLENT 2, XFR VLV L&R 2, REFUEL VLV, RIGHT
NAV GPS 1, CFDS EIS ECP(if bus lost, CLR & ALL still available) CTR XFR VLV (A321)
ENGINE ENG 1 OIL PRESS & QTY LDG GEAR LGCIU 1, SAFETY VLV, BRK HYD ENG 2 PUMP CTL, Y ELEC PUMP CTL,
PRESS INDIC PTU
LGT R DOME, L MAIN INST PANEL, STBY ICE ENG A/ICE CLOSURE VLV 2, WHC 2, F/O
COMPASS & AIRSPEED, some CABIN LGT PHC, F/O STATICS, F/O TAT, F/O WIPER,
EMER GEN CONFIG (stby) F/O REPELLENT
In case of loss of AC1 & NAV STBY HORIZON LDG GEAR BSCU CH 2, BRK FAN CTL
ENG ENG 1&2 FADEC CH A, ENG 1&2 EIU, LIGHTS R CONSOLE, R READ, R BRIEF, R
AC2 busses, RAT comes out FUEL HP & LP VLV MAP, ANNUNCIATOR LGT TEST/DIM, RWY
and EMER GEN comes DC ESS SHED TURN OFF CTL, TAXI & T/O CTL, LOGO
online after ~8 seconds available only with EMER GEN running CTL
NAV GPS 2, CFDS
COND PACK 1 VLV CLOSURE, AEVC BLEED BMC 2, ENG 2 HP & LP & FAN VLV
When LDG GEAR down AUTO FLT FMGC 1 ENG ENG 2 FADEC B & OIL PRESS & QTY
COM CVR CTL
(A320 only) or when the FIRE SDCU CH 1
DC FLT/GND
RAT stalls or on GND with can be powered via TR2 by EXT PWR
FLT CTL FAC 1, FCDC 1
COM CIDS 1 & 2, DEU (A/B)
speed<100kts(other types), FUEL FQI CH 1, XFEED VLV MOT 1, L&R
HYD LEAK MES VLV
XFR VLV 1
the EMER GEN is no longer LGT STBY & METER ALTIMETER LDG GEAR LGCIU 1 & 2, PARK BRK
powered. BAT are feeding OXY CREW OXY CTL, PAX OXY CTL
LGT L DOME
DC&AC ESS without the AUTOCONTROL
WATER POTABLE WATER SYS,
BLEED BMC 1, ENG 1 LP & HP & FAN
SHED busses. VLV, X-BLEED MAN CTL 2 DRAINING, FLUSH CTL UNITS
DOORS CARGO DOORS

speed>50kts & on
TR 1 STATIC ESS TR TR 2
batteries only: BLUE HYD
converts AC 115V INVERTER STAT INV activates identical EMER converts AC 115V
into DC 28V RAT into DC 28V
max 200A
converts DC into AC regardless of BAT to TR1&2 GEN max 200A
switch position
5kVA 115V
failure of TR1
and/or TR2 or
400Hz
AC1
AC BUS 1 AC ESS AC BUS 2
COND PACK 1 PRIM, PACK 2 PRIM, ZONE AC ESS FLT CTL FAC 1 COND PACK 1 SEC, PACK 2 SEC, ZONE CTL
CTL PRIM, CABIN FAN 1, AVIONIC FAN ICE CAPT PITOT HEAT AC ESS SEC, CABIN FAN 2, AVIONIC FAN EXTRACT
FEED
BLOWER, AFT CRG VENT FAN EIS CAPT PFD, E/WD, DMC 1, DMC 3(if CAPT FEED AUTO FLT MCDU 2
(NORM)
COM HF1 (if installed),ACARS on 3), FWC 1, SDAC 1 (ALTN) EQPMT F/O SEAT
EQPMT CAPT SEAT, FOOT WARMER NAV ADIRU 1, AOA 1, ILS 1 or MMR 1 , VOR 1 FIRE LAV SMOKE SDCU CH 2
FUEL LEFT TK PUMP 1, RIGHT TK PUMP 1, ENGINE IGN A ENG 1 & 2 FLT CTL FAC 2
CTR TK PUMP 1 (A319/A320) AC ESS SHED FUEL LEFT TK PUMP 2, RIGHT TK PUMP 2,
HYD HYD BLUE ELEC PUMP PWR available only with EMER GEN running CTR TK PUMP 2 (A319/A320)
ICE WINDOW HEAT L PWR, STBY PITOT AUTO FLT MCDU 1 HYD YELLOW ELEC PUMP PWR
HEAT, STBY AOA HEAT, ICE DETECT 1 COM CVR ICE R WINDOW HEAT PWR, F/O PITOT HEAT,
EIS DMC 3, FDIU FUEL APU PUMP F/O AOA HEAT, ICE DETECT 2
LDG GEAR BSCU CHANNEL 1 ICE WING A/ICE SHUT OFF VLV L&R, EIS F/O PFD & ND, SD, DMC 2, FWC 2, SDAC 2
LIGHTS INST PNL INTEGRAL, some CAPT AOA HEAT LDG GEAR BSCU CHANNEL 2, BRK FANS
ANNUNCIATOR, L LDG, L RWY TURN OFF, L EIS CAPT ND LIGHTS some ANNUNCIATORS, R LDG, R RWY
TAXI & T/O, L LOGO, UPPER BCN, L WING, LDG GEAR INICATING PANEL TURN OFF, R TAXI & T/O, R LOGO, LOWER
some CABIN LGT NAV DME 1, ADF 1, ATC 1 BCN, STROBE, R WING, some CABIN LGT
NAV ADIRU 3, AOA RESOLVER 3, RA1, TCAS, OXY PAX OXY CTL ACTUATION NAV ADIRU 2, AOA RESOLVER 2, ILS 2 or MMR
WX RADAR, EGPWS 2 , VOR 2, DME 2, RA 2, ATC 2
ENGINE IGN B ENG 1, EVMU 1&2 AC STAT INV WATER HEATER, PRESS SYS
(only available on BAT) ENGINE IGN B ENG 2
LDG GEAR INDIC PANEL (GEN & AC FLT/GND
EMER GEN not running) can be powered direct by EXT PWR
LGT some ANNUNCIATORS LGT NAV, some CABIN LIGHTS
ENG IGN A
BUS TIE BUS TIE
CONT CONT

to L & R
FUEL PUMP 1 GEN ENG & APU GENERATORS APU EXT GEN LEGEND
in SMOKE config LINE 3-phase 90kVA 115V 400Hz LINE PWR LINE normal PWR distribution
CONT CONT CONT CONT PWR on BAT only
max load 100%
PWR with EMER GEN
EMER GENERATOR
GCU GEN APU GEN alternate feeding lines
3-phase 5kVA 115V 400Hz
(1 per generator) 1 GEN 2 Busses in red are available in
controls frequency SOURCE PRIORITY GPCU
and voltage 1) ENG GEN EMER ELEC config with EMER
2) APU or EXT if switch ON GEN running
EXT
PWR
!!! NOT FOR OPERATIONAL USE !!! Pierre-Michel Gasser, 31.1.2005
TAKE-OFF RWY REQUIREMENTS (OM A 8.1 5.2.3)
For all FLIGHTPLANNING purposes apply at least wet
TAKE OFF LIMITATIONS DEPTH USE Contamination: MAX X-WIND corrections in case of WET or Contaminated RWY.
Further corrections may be applied at CMDs discretion.
DRY DRY
WET / DAMP WET 38kts WEATHER & MINIMAS
STANDING WATER inclusive At least REDL & RENL for night OPS (H or L). If no RVR
reported, use Vis but never CRVR
WET SNOW <=3mm WET gusts
SLUSH T/O MINIMAS(Vis/RVR)
AQUAPLANING 500m nil
250m REDL or centerline markings + low vis
WET with SAND or DUST 200m REDL and RCLL + low vis
STANDING WATER >3-6 >6-13mm WATER 1/2" 1/4 5kts 150m above + multi RVR
WET SNOW >3-6 >6-13mm 125m above + H RCLL 15m + H REDL 60m
SLUSH >3-13 >13-25mm +no contamination + 90m from cockpit
WHICH RVR?
DRY SNOW (regardless of BA & FC) <=15mm WET 15kts At least 2 RVR, 1st replacved by pilots assesment + mid
>15-50 >50-100mm* WATER 1/2" 1/4 or stop-end as to cover accelerate-stop distance. If RVR
COMPACTED SNOW RUSSIA TAKE-OFF BELOW OEI MINIMA
GOOD FC > 0.4 FC >= 0.42 WET 25kts Take-off alternate must be available with:
- WX above OEI minima
MEDIUM-GOOD 0.39 to 0.36 0.40 to 0.42 COMPACTED SNOW 20kts - DIST 60min OEI flight (330NM).
MEDIUM 0.35 to 0.30 0.37 to 0.39 COMPACTED SNOW 15kts - APP, LDG & G/A OEI o.k.
MEDIUM-POOR 0.29 to 0.26 0.35 to 0.36 COMPACTED SNOW 10kts - Enroute terrain & WX OEI o.k.
- Overmass shall be considered
POOR 0.25 to 0.20 0.31 to 0.34 COMPACTED SNOW 5kts
*It is NOT recommended to take-off from a runway covered with more than 50mm dry snow OEI MINIMA are:
TAILWIND LIMIT: 10kts - CAT3A 50ft/200m
STANDING T/O Vis/RVR close to min, contaminated RWY, TOW close to RTOW (RWY or OBSTACLE) - or overmass: CAT1 200ft / 550m

LPC calculation TAKE-OFF IS NOT AUTHORISED (OM A 8.3 8.3.3):

Alignement distance: In moderate to heavy freezing rain or ice pellets. (FZRA / +FZRA / PL / +PL)
GO case: 19m during heavy fall of wet snow (temperatures around OC)
STOP case: A319 29m / A320(E) 31m / A321 35m in any snow Pellets conditions (-GS / GS / +GS)
DRY: if snow, ice or frost has accumulated on the aeroplane during taxiing.
No Reversers / Screen Height 35ft / Obstacle 35ft
For take-off, the use of the longest runway available, considering all factors such as braking action, is
WET and CONTAMINATED: recommended, in spite of possible ATC requests to take off from an intersection, e.g. due to noise abatement.
With Reversers / Screen height 15ft / Obstacle 35ft Before starting take-off, trim tabs, stabiliser and controls must be operated both ways to check that they have
not frozen.
Take-off should immediately be abandoned if the aeroplane does not seem to accelerate properly.
In case of directional problems during a rejected take-off, modulated use of wheel brakes is an effective means
to regain cornering capability and thereby directional control, but will increase the stopping distance. This
method might also be useful on wet or slippery runways (e.g. due to rubber deposits).
After take-off in slush it may be advisable to delay gear retraction since the vibrations caused by the rotating
wheels may help to remove the slush (see OM B for special instructions). The aerodynamic heat-up of the
aeroplane caused by high air speed may be a very effective means to get rid of ice or frozen snow on any part
of the aeroplane which has accumulated during take-off or initial climb.

SPEEDS
High speed protection (AP goes OFF, Pitch Trim WINDSHEAR WARNING & EGPWS UNRELIABLE AIRSPEED
= freezes, nose-up order to recover, bank goes back to GUIDANCE
- available from lift-off to 1300ft/GND
Soft warnings
"TERRAIN / TOO LOW TERRAIN / AP/FD OFF
220 0 with stick neutral)
- WINDSHEAR on PFD TERRAIN AHEAD / SINK RATE / A/THR OFF
VMAX lowest of VMO, MMO, VLE or VFE - aural "WINDSHEAR" for at least DON'T SINK / TOO LOW GEAR / TOO
= VFE NEXT next flap lever position, not shown > FL200 15sec LOW FLAPS / GLIDE SLOPE" PITCH / THRUST
- guidance available if at least 1 AP/FD < THR RED 15 / TOGA
green dot speed, OEI climb, manoeuvring clean engaged in SRS mode keeps positive HARD WARNINGS
200 (1.35Vs) g-load NOT considered, FAC computed
> THR RED 10 / CLB
rate if speed o.k. or let speed drop to "... PULL-UP" or "GLIDE SLOPE"
AOA protection (louder) > FL100 5 / CLB
S Slats retraction speed & manoeuvring speed flaps 1 FLAPS MAINTAIN
(1.43Vs with flaps 1 or 1.23Vs clean) PROCEDURE PROCEDURE SPD BRK CHECK RETRACT
g-load NOT considered, FAC computed "Windshear - Go Thrust", TOGA, if AP "PULL UP - Go Thrust", TOGA, AP
180 not o.k. then switch it OFF and follow OFF, full stick back, wings level (if L/G UP
Flaps retraction speed & manoeuvring speed flaps 2 FD in SRS (or 17.5ANU). Use TERRAIN AHEAD consider turn). PNF When at MSA / circuit alt:
F (1.29Vs with flaps 2 or 1.19Vs with flaps 1) protection down to ALPHA MAX. checks TOGA, spd brk, path, spd & RA LEVEL OFF (~6 ANU / ~66 N1)
g-load NOT considered, FAC computed
V2 = safety speed (V2 > 1.13Vs and V2 > 1.1Vmca) ENGINE FAILURE AFTER V1 (OM A 8.3 2.4.5)
160 manually inserted After V1 the take-off should be continued. The flight path shall be selected so as to achieve maximum terrain clearance as soon as possible
A320E / Peagasus FMGS only following:
Vr = rotation speed (Vr >= V1 and Vr > 1.05Vmca) The OEI procedure if published (EFCOP), as it guarantees obstacle clearance up to the limiting take-off mass. OEI procedures if published
are to be found either in OM C or in OM B
1 V1 = decision speed, manually inserted The SID if deemed appropriate; however SIDs do not guarantee
140 VLS 1.13Vs at T/O, 1.23 with any flap selection and OEI climb obstacle clearance. Published gradients and the obstacle situation must be carefully evaluated
1.28Vs clean. g-load NOT considered. FAC Any obstacle-free route at CMD discretion.
computed Note: If no EFCOP is published, the calculation is based on the standard EFCOP, straight 1500ft/GND then left (or right) turn towards the
airport. In this case the SID is not safe!!!
Alpha prot, alpha protection becomes active. g-load
120 considered. FAC computed. Max AOA with stick d ts
neutral ee 8k
Alpha floor, A/THR gives TOGA. g-load considered. b sp M.7
m / OEI SERVICE CEILING, A/ICE ON OFF
FAC computed cli kts STD + 15, one engine at MCT, green dot, 1 pack
0
Alpha max, max AOA in normal law g-load M GS : 30
F c k
considered. FAC computed a
ytr 220
Vmcg = V minimum control ground (109 / 111 / 107.5)
10'000ft Sk DRIFT-DOWN
210
Vmu = V minimum unstick
pressure altitude[x100ft]

ALL GVA / Mont-Blanc area

Vmca = V minimum control air (111 / 110 / 109 ) 200
ENGINES Drift-Down needed if
Max Tire Speed 195kts 190 Anti-ice OFF ON
180 A319 >62t >55t
ts

FMA at T/O A320 never >70t

0k

170
25

MAN MAN SRS RWY TRK A321 >70t >64t

FLX 44 TOGA CLB NAV 1FD2 S 160
A/THR
MAN V/S 0 THR MCT OP CLB 150 A321 ZRH / BZO / Austrian Alps
TOGA
A319 Drift-Down needed if
no turn below 400ft/GND 140
F F Anti-ice OFF ON
AP ON lowest at 100ft/GND S
1500ft/GND n 130 A319 never >62t
ree
OEI clean-up altitude g dot 120 A320 never never
V1 V2 A321 >78t >71t
Vmu Vmca tpath 0.8%
110 A320
fligh
GO GROSS 35ft
Vmcg V2 t path ONE 50 60 70 80 90
Vr Vr fligh
NET ENGINE GW [t]
obstacle
INOPERATIVE

STOP !!!NOT FOR OPERATIONAL USE!!!

A320 MEMO Pierre-Michel Gasser, 08.12.2007
CRUISE DRIFT-DOWN
EMERGENCY DESCENT Cruise level (MAX 390) DESCENT PATH
Calculation of descent path
~1' Minimum altitude based on highest GW with
BY-HEART ITEMS ard
Stand Green overhead PNR ice prot ON and covers
CREW OXY MASK ON FMGS Dot (must be corrected adverse temperatures and
Minimum Climb Speed for QNH 27ft/mB winds. descent gradient is
DESCENT INITIATE altitude
PNR
+/- 5NM & TEMP 4%/10C) 1.1% worse than actual
THR LEVERS (if no A/THR) IDLE overhead available.
SPD BRK USE checkpoint
If no terrain problem, revert
SPEED MAX 30kts Headwind 30kts Headwind to normal descent path and
accelerate to OEI cruise
Mmo HDG? MGA? descent speed again
Vmo AWY? MTCA? in ~4' OEI LRC speed according
OM B 7.1

PULL PULL PULL

EMERGENC
1st loop: basic, FL180 / HDG R/L / Mmo OEI
2nd loop: Terrain? / AWY? / Speed? Service Ceiling

SPD Y DESCENT
BRK THR IDLE 20NM
FULL (if no A/THR) Checkpoint 2000ft
Decompression (OM A 8.3 2.4.5) (not required)
PROFILE

The flight plan has to allow at any point either a descent

along the planned track or a diversion via an escape route
in such a way that beyond 120 NM after initiation of an
emergency descent the highest MOCA does not exceed
14,000 ft for 30 min. flight time. This altitude may be ENGINE FAILURE IN CRUISE
maintained for over 30 min. as long as supplemental - A/THR OFF
oxygen for ten percent of the passengers is available. After - set MCT
that time or the time specified in the OM B the maximum CREW OXY - select lower level OP DES
FL180 / ~7' min pressure preflight 800psi
flight altitude is 10,000 ft - select Green dot speed for drift-
for 2 crew or 1000psi for 3 down or M.78/300kts for normal
MINIMUM ALTITUDES descent crew OEI descent.

102
in ~1' - with diluter on NORMAL: FMA in Drift-Down:
MGA MINIMUM GRID ALTITUDE (102) 10' all crew emer descent OP DES HDG AP1
highest point increment 110' 2 crew at FL100
FL140 1FD2
< 5000ft 1500ft - with diluter on 100%:
5000ft - 10000ft 2000ft 15' at 8000ft for all crew (for
>10000ft 10% + 1000ft smoke protection) ENGINE FAILURE (OM A 8.3 2.4.5)
FL100 In the event of an engine failure/engine
MTCA MINIMUM TERRAIN CLEARANCE ALT (78)
shutdown or a multiple critical system
10NM each side of AWY, 2000ft above terrain without

63
max 15' max 30' FL80 failure, a landing shall be made at the most
man-made obstacles. Shown from 7000ft up
4
78
90 65

suitable aerodrome which should normally

FL WY

be reached within 60 min(330NM) flight time

MEA MINIMUM ENROUTE ALTITUDE (FL90) OXY for all PAX OXY for 10% of PAX OXY for 2% of PAX between
A

at OEI cruise speed (60 min. preflight).

lowest usable enroute cruising altitude FL80 & FL100 (portable OXY)
Actual wind, speed, FL, GW could lead to
- When no OXY available
PAX MASKS drops if cabin altitude > 14000ft longer diversion time, which is considered in
anymore, descent to FL80
the 2-engine aeroplane fuel calculation.

TCAS (OM A 8.3 6) DISTRESS DECLARE EMERGENCY in case of EMERGENCY FREQUENCIES

"MAYDAY MAYDAY MAYDAY" Visible smoke of unknown origin
Stall and GPWS warnings have precedence over ACAS Fire on board VHF (MHz) 121.50 (main)
Condition of beeing threatened by serious
advisories.
imminent danger / emergency or requiring Structural damage 123.40(backup)
The infringement of an ATC clearance based on Dual hydraulic failure
information/advisory conveyed by ACAS lies within the
immediate assistance 126.90(backup)
total loss of electrical power
authority of the CMD. total loss of navigation systems HF (kHz) 2182
URGENCY
total loss of ice protection systems in icing conditions 4125
PROCEDURE "PANPAN PANPAN PANPAN" incapacitation
TA, TRAFFIC ADVISORIES "TRAFFIC, TRAFFIC" condition concerning safety of a/c or Fuel qty drops below final reserve
PF select appropriate range, call out position of intruder, vehicle or person on board which does not
prepare for RA and stay on instruments. require immediate assistance
PNF select appropriate range, in VMC look out for SATCOM A320 Show prerecorded numbers
intruder, in IMC stays on the instruments
0 0 + national code + number + # 0 1 First number
RA, RESOLUTION ADVISORIES REGA +41 33 333 33 33 R/O Push to desired number
PF: AP OFF, FD OFF, fly into the vertical speed green SWISS MEDICAL +41 43 812 68 35 # Initiate call
range.
PNF monitors aircraft performance, looks out & advise
ATC "...TCAS CLIMB / DESCENT" INFLIGHT MANAGEMENT J 2 OPTIONS!
FUEL MANAGEMENT
RVSM REQUIREMENTS (OM A 8.3 2.5.2) the policy to plan with the availability of at least
Two independent altitude measurement systems each INTERMEDIATE DESTINATION two LDG possibilities should be maintained as
NO long as possible
equipped with: ALTERNATE DESTINATION NO ALTERNATE
- the CMD shall ensure to have FR at LDG
Cross-coupled static/source system with ice protection below below applicable below all-engine
in areas subject to ice accretion; applicable minimum? minimum? - otherwise EMERG has to be declared to receive
display of the computed pressure altitude to the flight minimum? LDG priority
RD
crew; GA - STOPS / EROPS: fuel scenarios legally no more
RE
digital encoding of the displayed altitude; DIS required
signals referenced to a pilot selected altitude for
YES YES Trend of METAR may be used if valid for ETA.
automatic altitude control and alerting; CRVR may be used as in planning principle.
static source error correction; DESTINATION
one SSR transponder with altitude reporting in use;
an altitude alerting system;
ALTERNATE YES REPLANNING
below applicable A replanning is required when either:
an automatic altitude control system; minimum? a new destination is selected
a significant deviation from the route not covered
by contingency fuel
NAVIGATION REQUIREMENTS (OM A 8.3 2.3.2) NO For replanning, use same rules as for planning.
B-RNAV: Basic RNAV is used in the ECAC countries
for enroute navigation. The necessary equipment After passing ETA-6hrs, a replanning without DEST
(RNAV) ensuring RNP5 has to be carried and to be ALTN may be performed
operative in these countries above certain levels (see DIVERSION TO ALTERNATE
OM C NAV); When a diversion will be taken into account all
RNP: The Required Navigation Performance is factors which will influence the fuel required to
defined as a statement of the navigational accuracy the diversion aerodrome must be reconsidered. COMMITMENT TO PROCEED
required for operation in a defined area of airspace. Commander must take into account
The level of accuracy is expressed as a single Main points are: remaining FUEL
parameter and it defines the distance from the Weather en-route (wind, temperature, flight weather
aeroplanes intended position within which the hazards); traffic situation, airport (multiple runway)
aeroplane must be maintained for at least 95% of the estimated flight level; so as to land with not less than FINAL
total flying time. approach procedure and runway in use. RESERVE
RNP4 will normally be applied in continental areas in
which the route structure is based on VOR/DME.
L NO OPTION!
RNP5 is the level of accuracy required in European
airspace.
!!!NOT FOR OPERATIONAL USE!!!
A320 MEMO Pierre-Michel Gasser, 31.7.2004
 APPROACH AUTHORISATION
APPROACH (OM A 8.4 5.4.1)
LANDING LIMITATIONS DEPTH CORRECTIONS MAX X-WIND An IMC approach should only be commenced
DRY 2 REV 1 REV NO REV when the prevailing meteorological conditions
WET / DAMP indicate that the visibility/RVR/CRVR offers a
STANDING WATER <=3mm 33kts* reasonable chance for a successful landing.
WET SNOW <=3mm 300m 350m 450m RVR reported for a particular runway shall
SLUSH <=2mm not be used for other runways.
AQUAPLANING The CMD may commence an instrument
WET with SAND or DUST planning 15kts approach regardless of the reported
STANDING WATER >3-13mm 800m 900m 1100m RVR/visibility or CRVR but the approach may
WET SNOW >3-25mm actual 5kts not be continued beyond the outer marker or
SLUSH >2-13mm equivalent position, if the reported
DRY SNOW(regardless of BA & FC) <=15mm 300m 350m 450m 15kts RVR/visibility or CRVR is less than the
>15-100mm* 800m 900m 1100m applicable minimum. If, after passing the
COMPACTED SNOW RUSSIA outer marker or equivalent position, the
GOOD FC > 0.4 FC >= 0.42 450m 500m 550m 25kts reported RVR/visibility or CRVR falls below
MEDIUM-GOOD 0.39 to 0.36 0.40 to 0.42 600m 650m 700m 20kts the applicable minimum, the CMD may
MEDIUM 0.35 to 0.30 0.37 to 0.39 750m 800m 1000m 15kts continue the approach. Where no outer
MEDIUM-POOR 0.29 to 0.26 0.35 to 0.36 850m 950m 1200m 10kts
marker or equivalent position exists, the CMD
POOR 0.25 to 0.20 0.31 to 0.34 1100m 1250m 1500m 5kts
shall make the decision to continue or
- 0.19 to 0.15 1200m 1400m 1700m <5kts
abandon the approach before descending
*33kts inclusive gusts is compulsory limit. Other values are recommended.
TAILWIND LIMIT: 10kts below 1,000 ft AAE on the final approach
segment. If the MDA/MDH is higher than
WHICH RVR FOR LOW VISIBILITY? 1,000 ft AAE the equivalent position is
APPROACH MINIMAS
PRECISION (OM A 8.4 5.4.2)
DH(ft) VIS or RVR FMA The touch down RVR is always
AUTOLAND LIMITATIONS
CAT 3B NO 75m CAT 3 DUAL controlling. If reported and relevant, the
CROSSWIND 10kts (20kts)
CAT 3B 20 125m midpoint and the stop-end RVR are also
A321 technical limit OEI (15kts)
CAT 3A 50 200m CAT 3 SINGLE controlling.The following values apply:
HEADWIND 30kts
CAT 2 100 300m CAT 2 Touch down value: IAL minimum;
A320/A320E 20kts in selected SPD
CAT 1 200 550m CAT 1 mid point value: 125 m or IAL
TAILWIND 10kts
minimum if below (75 m for aeroplanes
NON PRECISION FLAPS 3 or FULL
equipped with rollout guidance or
lowest VIS or RVR A320/A320E OEI flaps FULL only
control system);
MDH LGT full/interm./basic/nil REVERSE NORMAL
stop-end value: 75 m.
LLZ 250 800 /1200/1400/1600 A321 OEI IDLE REV only
Note: Mid point and stop end values
VOR/DME 300 800 /1200/1400/1600 MINIMUMS
need only be considered if relevant, that
VOR 250 1000/1400/1600/1800 ALL-ENG CAT3B
means that part of the runway where
NDB 300 1000/1400/1600/1800 OEI CAT3A
the aeroplane speed is above 60 kts.
Circling 600 2400m A320E OEI CAT2 150ft/450m
For training AL, visual references at CAT 1 min are

GROUND SPEED MINI FMA at 400ft AUTOLAND red warning

CAT 3 AP 1+2
SPEED LAND Triggered < 200ft in LAND or FLARE if: AUTO
VTARGET = (VAPP - HWTWR + HWACT) but at least VAPP DUAL 1FD2
- loss of both AP
VAPP DH 20 A/THR LAND
where: - excessive beam deviation
140 VAPP = VLS(1.23 Vs) + WINC FMA at 40ft - failure of LOC or G/S receiver
CAT 3 AP 1+2
SPEED FLARE - loss of LOC > 15ft or G/S > 100ft
WINC = wind increment (1/3 of HWTWR, min 5, max 15kts) DUAL
DH 20
1FD2
A/THR - RH difference > 15ft
HWTWR = Tower/ATIS head-wind as inserted in APPR page
GS MINI FMA at 30ft EXCESSIVE BEAM DEVIATION
HWACT = actual head-wind measured by ADIRS G/S 1 DOT
THR IDLE FLARE CAT 3 AP 1+2 flashing LOC & G/S on PFD when: = 0.4
DUAL 1FD2
DH 20 A/THR - LOC dev > 1/4 dot and 15ft < RH < 1000ft ~8ft
SEPARATION VISUAL APPROACH SLOPE INDICATORS - G/S dev > 1 dot and 100ft < RH < 1000ft over
HEAVY HEAVY 4NM or 2min ON FMA after touch-down & reverse ops THR
LOW HIGH CAT 3 AP 1+2
HEAVY MEDIUM 5NM or 2min GLIDE ROLLOUT
DUAL 1FD2 LOC 1 DOT = 0.8
MEDIUM MEDIUM 3NM or 2min 2-bar VASIS DH 20 ~55m over THR
3NM may be reduce to 2.5NM under and AVASIS
favourable conditions. (>200ft) FMA after G/A LOC or G/S RECEIVER failure G
B757 is considered as HEAVY if leading 3-bar VASIS MAN SRS GA TRK CAT 3 AP 1+2 red flags are displayed. If at least one AP/FD /
and AVASIS TOGA CLB DUAL 1FD2 was on, it reverts to basic modes S
DH 20 A/THR LOC
HOLDING SPEEDS (new PANS-OPS) (>200ft)
LEVEL NORMAL TURBULENCE T-VASIS and GO-AROUND
<=140 230kts 280kts AT-VASIS THRUST TOGA LOC or G/S TRANSMITTER failure
140 - 200 240kts 280kts or M.80 (>200ft) FLAPS 1 STEP Index is lost, scales flash, FD bar flashes. LOC
200 - 340 265kts PAPI (4lgts) GEAR UP & G/S modes remain engaged
>340 M.83 M.83 APAPI (2lgts) (pitch initially 15)
>0.5 ~0.3 ~0.3 >0.5
(>200ft)
G/A gradient 2.5%, if higher required
check RM IFL SUPPLEMENTARY ALERT HEIGHT 100ft
CIRCLING cat C
INFO GA GRAD Below 100ft, failures will not cause any landing capability
Area 4.2NM from THR
AUTOBRAKE downgrading until LAND mode and/or both AP are disengaged
Obstacle clr 394ft but
MODE DELAY DECEL RATE at least 591ft above
AUTOPILOT OFF at
LO 4s 1.7 m/s2 aerodrome elevation
- 160ft, if CAT 1 in FMA
MED 2s 3.0 m/s2 - 80ft, if CAT 2, CAT 3 SINGLE or CAT 3 DUAL in FMA
MAX immediate max pressure - taxi speed after AUTOLAND
DECEL light illuminates if 80% of 900m 600m 300m
-900m (standard) REIL
rate is reached. May be out when THL
braking on wet or contaminated CLL
RWYs RWL
REL
ALS

LOSS OF BRAKING -300m -150m 30m 900m 30m sensitive area

or or
BY-HEART ITEMS 60m 60m
PEDALS PRESS APPROACH LIGHTS
OVERWEIGHT LANDING DISTANCE (1000ft / 0wind)
if no effect then Nil Runway Markings (no planning on RWY without marking)
A319 A320 A320E A321 Basic Nil + THL + REL + RWL + ALS Hi or Med (<=419m) or Low
REVERSE MAX
Flaps 68t 73.5t 77t 83t Intermediate Basic + ALS Hi or Med (420m - 719m)
PEDALS RELEASE
3 DRY 1200m 1350m 1450m 1380m Full Basic + ALS Hi or Med (>=720m )
NWS OFF For landing minima increments until outer marker, use table:
water 2200m 2550m 2700m 2500m RM, IFL page 5, EFFECT ON LANDING MINIMA OF DOWNGRADED
PEDALS PRESS (max 1000PSI)
EQUIPMENT
if still no braking then
PARK BRK APPLY SHORTLY F DRY 1050m
water 1880m
1220m
2250m
1310m
2400m
1200m
2200m
!!!NOT FOR OPERATIONAL USE!!!
A320 MEMO Pierre-Michel Gasser, 28.2.2005
COM ZURICH ( ACARS
"HUB CONTROL"
HDQKALX
PAX Handling (Wheelchair, bus, connex, deportees, curtain, missing pax, lost properties, newspaper, unruly, intoxicated pax)
Ramp Handling ( FUEL, GPU, stairs, water, cargo, toilet, starter crew)
+41 1 564 49 10 { ZRHKOLX
Aircraft Handling (ETD, parking position, cleaning, registration, pushback, towing) +41 43 812 58 15 ZRHKLLX

"TRAFFIC" +41 43 812 61 62

Fuel figures, last minute fueling, estimated ZFW, loading, unloading, load coordinator only Loadcontrol: HDQZWLX
"GATE GOURMET"
136.85
+41 43 812 60 95 ZRHHRXH
Catering issues

"CREW BUS" +41 43 812 70 98

Crew transport

"CREW DISPO" +41 1 564 46 07 ZRHOBLX

All crew matters (crewplan, crerw change, crew duty, DHC bookings, missing crew, sickness)

"DISPATCH" +41 1 564 48 48 ZRHOWLX

Flight plan, NOTAM, meteo, missing pages of Destination RM
131.70
"SLOT MANAGER" +41 1 564 48 80 HDQOQLX
ATC, SLot, routing

"ELS" +41 1 564 45 00

ZRHOOLX
All events, incidents, OPS problems resulting in delay, security & safety issues +41 1 564 45 01

"DE-ICING" +41 43 812 62 15

Deicing request (STD/ETD - 15min) 130.37
"MCC" +41 43 812 74 00 ZRHMMXH
Technical matters 121.95(GND)
131.70(FLT)

PCC-PASSENGER CARE CENTER +41 1 564 47 01 HDQOLLX

NOTAM / TOI ENTRY ZRHOLLX

LIDO / CHART NOTAMS ZRHOKLX

PLANNING FUEL REQUIREMENTS GENERAL PLANNING RULES

- Intermediate Aerodrome must be available within 60min OEI cruise speed
DPP DECISION POINT PLANNING
Required fuel is the higher of A or B
TAXI FUEL 200kg
CRVR (Calculated RVR) - Oxy requirements: escape route for MTCA/MOCA/MGA > 14000ft over
TIF TRIP FUEL
lighting day night 240NM DEP DP 5% COF DEST
COF CONTINGENCY FUEL
HI APP&RWY 1.5 2.0 higher of a) or b) CRUISE SPEED
any other 1.0 1.5 a) H05, 5min holding 1500ft - Normal speed: CLB 300kts/M.78, CRZ LRC CI=10/20, DES Crz Mach/300kts required fuel A

A
none 1.0 n/a b) lowest of P5 (5% TIF) or P3 - High speed: CLB 340kts/M.80, CRZ LRC CI=350, DES M.80/340kts TAXI
(3% TIF with fuel alt) or T20 (20min (Fuel +5% >FL250 / +9%<FL250) TRIP DEP-DP-DEST DPA DA
not allowed with: FUEL CORRECTIONS COF 5% DP-DEST
flight time based on trip FF)
- T/O minima - ice protection: engine and / or airfoil: 5% (climb), 7% (cruise) ALTN (if required)
DEST ALTN FUEL or ADDNAR
- CAT 2 or 3 - holding FL100: 60t: 2200kg/hr 70t: 2600kg/hr ADD (if required)
based on G/A mass & actual wind
- circling CF (where stipulated)
or 15min holding at 1500ft if no RFF
- if a RVR is available FR
alternate required MIN level for DEP, DEST (DA): A319/A320: 4(3) A321: 5(4)
- in the USA
ADDITIONAL FUEL - all other AD MIN: 4 within 30min
to cover STOPS (60min OEI) to IA - downgrading: if no protection AD may not be used. If protection below MIN,
DESTINATION DEP DP DEST
FR FINAL RESERVE FUEL AD may be used, consider cargo, dangerous goods, AD cond. and WX
Applicable minima or better, vis for 30min holding speed at 1500ft 3% COF
circling never below 3400m CF COMPANY FUEL

B
PLANNING WITHOUT ALTERNATE required fuel B
ALTERNATE REQUIREMENTS
ENDURANCE - flight time < 6hrs TAXI DPA DA
CAT 2/3 CAT 1 TRIP DEP-DP-DPA
remaining TIF + COF + DEST ALTN AIRPORT WEATHER
CAT 1 Non Prec MIFG, TS , +RA , +SN COF 3% DEP-DP-DPA
+ CF + FR + ADD + EXTRA/ECO - 2 RWYs not crossing
Non Prec NP+200ft/1km (with risk of heavy ADD (if required)
to convert FUEL into endurance - 2 APP with 2 NAVAID
RWY contamination) CF (where stipulated)
Circling Circling use 2500kg/hr - RWY FC >= 0.30
or BA MEDIUM and FR
for:
- DA, Destination Alternate ECO ECONOMICAL TANKAGE no fluid contamination ceiling >= 2000ft
VIS >= 5000m
- FA, Fuel Enroute Alternate ECO not recommended if no untreated sheet ice or circling height + 500ft
- DPA, Decision Point Alternate - T/O RWY length marginal and WET not allowed in DTTA, PLANNING WITH CLOSED DESTINATION
INTERMEDIATE ALTERNATE or contaminated EDDH, EPWA, HLLB, WIND must be within 2 alternates required. Fuel to cover flight
OEI minima or better, overmass - landing RWY expected contaminated HLLT, LGAV, LGTS, OM B limits with due overhead destination and flight to the
may be disregarded - risk of wing icing at destination LLBG, LPPT. consideration of RWY condition further alternate.
Disregard this list inflight

WX
TAF & METAR, APPLICATION WEATHER, GENERAL RULES WX CODES
BCMG or FMhhmm - Planning must be based on latest available BCFG = fog patches PE = ice pellets
deterioration => applicable from begin of time - mean wind in limits TAF. If <2hrs flt time (1000NM), a METAR must BL = blowing PO = dust / sand whirls
improvement => applicable from end of time - disregard gusts be considered. +BLSN = snowstorm, blizzard PR = partial
- TREND of METAR overrules TAF BR = mist RA = rain
TEMPO or PROB30 or PROB40 - mean wind may be applied if fluctuation is DR = low drifting RE = recent
- may be below minimum reported (ex: 02025KT 340V070) DS = duststorm SA = sand
deterioration transient/showery (TS, SH) - extra fuel recommended - clouds BRK is considered as ceiling, VV/// is DU = widespread dust SG = snow grain
- disregard wind not a ceiling DZ = drizzle SH = showers
- fully applicable - minimum VIS shall be applied FC = funnel clouds SN = snow
deterioration persistent (HZ, FG, SS) - mean wind in limits - AD shall not be planned if SS or DS +FC = tornado, waterspout SQ = squalls
- disregard gusts FG = fog SS = sandstorm
ACTUAL T/O OR LANDING FU = smoke TS = thunderstorm
improvement - always disregard - wind & gust must be within limits, mean wind FZ = freezing VA = volcanic ash
direction may be applied if fluctuation is GR = hail(>=5mm) VC = vicinity (<8km)
PROB TEMPO - always disregard reported (ex: 02025KT 340V070) GS = small hail, snow pellets
- minimum VIS shall be applied HZ = haze NSW, no prec, TS, DS, SS, DRDU
TIME : application for DEST, T/O ALTN, IA, FA, DPA, DA at ETA +/- 1hr - minimum RVR if fluctuating. RVR tendency is IC = ice crystals DRSN, BCFG
not a forecast MIFG = shallow fog NSC, no cld<5000ft or MSA
CAVOK >10km, NSW, NSC, no CB
!!!NOT FOR OPERATIONAL USE!!! A320 MEMO Pierre-Michel Gasser, 28.02.2005
 WEIGHTS A319 WEIGHTS A320 A320E WEIGHTS A321
MAX ZFW 58'500kg MAX ZFW 61'000kg MAX ZFW 71'000kg
MAX TAXI WGT 68'400kg MAX TAXI WGT 73'900kg 77'400kg MAX TAXI WGT 83'400kg
MAX TOW 68'000kg MAX TOW 73'500kg 77'000kg MAX TOW 83'000kg
MAX LDW 62'500kg MAX LDW 64'500kg MAX LDW 75'000kg
PAX PAX PAX
VERSION C Y TOTAL VERSION C / Y / Total A320E & 168 C / Y / Tot VERSION C Y TOTAL
04A 0 126 126 08A 0 / 150 / 150 0 / 168 / 168 08A 0 186 186
04C 2/3 10 113 123 08D 3/4 12 / 134 / 146 12 / 150 / 162 08D 3/4 12 170 182
04E 4/5 20 101 121 08G 6/7 27 / 116 / 143 24 / 132 / 156 08F 5/6 22 158 180
04H 7/8 35 83 118 08I 8/9 37 / 104 / 141 32 / 120 / 152 08H 7/8 32 146 178
04K 10/11 50 65 115 08M 12/14 57 / 80 / 137 48 / 96 / 144 08K 10/11 46 130 176
04M 12/14 60 53 113 08P 16/17 72 / 62 / 134 60 / 78 / 138 08N 14/15 61 112 173
04P 16/17 75 35 110 max pax due to DOORS 180, due to OXY 176 / 224 08Q 17/18 76 94 170
max pax due to DOORS 145, due to OXY 148 due to lifejacket 156(174) adults / 10(20) inf / 8(10) crew max pax due to DOORS 220, due to OXY 221
due to lifejacket 132 adults / 10 infants / 8 crew vers 168: 174 adults / 10 inf / 8 crew due to lifejacket 192 adults / 10 infants / 10 crew
MIN CABIN CREW 4, non routine 3 MIN CABIN CREW 4, non routine 3 MIN CABIN CREW 4

CARGO POS AKH CARGO POS AKH A320E CARGO POS AKH
HOLD 1 11 1134kg HOLD 1 11 1134kg 1045kg HOLD 1 11 1134kg
12 1134kg 12 1134kg 1225kg 12 1134kg
HOLD 4 41 1134kg 13 1134kg 1132kg HOLD 2 21 1134kg
42 1134kg HOLD 3 31 1134kg 1301kg 22 1134kg
special 43 661kg 32 1134kg 1125kg 23 1134kg
BULK 5 (no door) 1497kg HOLD 4 41 1134kg 928kg HOLD 3 31 1134kg
42 1134kg 1182kg 32 1134kg
BULK 5 1497kg 1497kg 33 1134kg
180 turn HOLD 4 41 1134kg
180 turn min width 42 1134kg 50m
34.10m

12.45m
11.51m

7.59m

min width 22.90m BULK 5 1497kg 24.

20.64m
3.95m

180 turn
min width
21.58

21.99
27.60m
m

A319 A320 A321

0.58m

4.56m
12.17m

12.14m

12.09m
11 12 41 42 43 B 11 12 13 31 32 41 42 B 11 12 21 22 23 31 32 33 41 42 B
13.5
11.5 9.5
Tailstrike
33.84m L/G compressed 37.57m 44.51m

NORMAL SYSTEM OPERATION (OM B 1.4)

PPAA
FAILURE HANDLING PHILOSOPHY QRH (contains by-heart items) 23 COM Intercommunication systems
SMOKE Smoke / Avionics Smoke 25 CKPT DOOR Routine access from cabin
POWER FIRE
Toxic Fumes Removal
Eng Tailpipe Fire 26 FIRE
Emergency access from cabin
Cargo smoke test
PF checks remaining power on engines, check thrust ENGINE Eng Dual Failure 28 FUEL Auto refueling
limit Eng Stall Manual refueling
High Engine Vibration Refueling with one engine running
Eng Relight In Flight Fuel transfer on ground

P ERFORMANCE
BLEED
PRESS
Air Dual Bleed Fault
Cabin Overpressure
A321 manual xfer center to wing
Defueling
PF checks configuration (gear, flaps, slats, speed Emergency Descent Fuel quantity calculation / check
ELEC Elec Emer Config Sys Remaining 30 ICE Accumulation of snow, ice or frost
brakes), min/max speed, terrain (switch TERR on ND) Ground ops in heavy rain
Elec Emer Config Summary
FUEL Fuel Leak Engine anti-ice
Wing anti-ice
ANALYSIS Gravity Fuel Feeding
Fuel Imbalance
34 NAV
Windshield wipers/rain repellent
ADIRS alignement
PIC manages the analysis, assess situation, check GEAR Landing With Abnormal L/g
Residual Braking Procedure Weather radar
time (LAND ASAP / LAND ASAP) and set priorities. L/G gravity extension 49 APU APU start
Both pilots shall independantly analyse ECAM Loss of braking APU shutdown
HYD B + Y loss summary 70 ENG Reverse ops
indications 90 MISC Power push
G + B loss summary
G + Y loss summary One engine taxi

ACTION FLT CTL Flaps or Slats jammed

No flaps no slats
ABNORMAL SYSTEM OPERATION (OM B 2.2)
21 AIR Unreliable ECAM indication of flow ctl vlv position
PIC manages and allocates duties. Actions shall be Rudder jam Door cabin pressure warning after engine shutdown
Stabilizer jam 22 A/FLT Locked or blank MCDU
taken according to NAV ADR desagree Automatic FMGC reset / resynchronization
1) TEMPO PROCEDURE ADR check procedure ECAM inop sys: CAT 3 DUAL
2) ECAM ADR 1+2+3 fault FMGC time-out or single failure
IR alignment in ATT mode Erroneous predictions
3) QRH FM/GPS pos disagree Double FMGC failure
4) OM B Abnormal Ops A/ICE Double probe heat failure Position update
5) Flight procedures, directives and knowledge DISPLY DU failure "CHECK GW" message
ECAM single display "AUTO FLT A/THR OFF" message
MISC EMER prep / EVAC checklist 23 COM CIDS caution light
If PIC decides to start Actions before clean-up the Bomb on board ELT reset after activation
following must be fullfilled: Reset of computers FAP freezing reset
Volcanic ash encounter 24 ELEC Computer reset
- Power, Performance Windshield / Window cracked arcing 28 FUEL FQI in degraded mode
- Gear up Cockpit door fault FUEL AUTO FEED FAULT reset procedure
- Navigation cross-checked Unreliable speed indication 32 GEAR Brake temp hi on ground
Thrust / Speed for severe turbulence Brake temp hi in flight
Engine inop max altitude BSCU reset
APP / LDG Normal approach speeds Taxi with deflated tires
ALERT LVL LGT ECAM Abnormal app spd / ldg dist corrections
Landing table flaps 3
34 NAV ADIRS loss of alignment
Standby nav radio tuning
ADVISORY, blinking parameter Landing table flaps full
LEVEL 0 TITLE INDEPENDANT LEVEL 2 Forced landing
38 WATER Inop lavatory
70 ENG Start valve manual ops
LEVEL 1 TITLE PRIMARY LEVEL 2 Ditching Eng start with external pneumatic
*SECONDARY Overweight landing Crossbleed eng start
LEVEL 2 MASTER
CAUT
TITLE INDEPENDANT LEVEL 3 ECAM advisory conditions Manual eng start
TITLE PRIMARY LEVEL 3 TEMPO PROCEDURES
LEVEL 3 MASTER
WARN

ON-GROUND EMER / EVACUATION

90 OPS A/C assessmenet after bird strike
- ACTION LINE..........DONE Hard / overweight landing report
!!!NOT FOR OPERATIONAL USE!!! A320 MEMO Pierre-Michel Gasser, 28.2.2005 Overspeed report