@TAE 2 ‘anu ate TE FILING INSTRUCTIONS asteaninnnenaaat oan Pessoa on as =a [SOF EFEcTe SECTONSSUBSECTONS aL [ans [sr oFwooricarons a | san Fas.eorcowers a _| mans Sumany oF wonucers a) eas ever ai_| sous aauz or comers x] ans Soman OF eaucTs au | sans Ema a | mans Fe rtcton a Fig Coos aa | aanis rte a | sans Ege a [ mans ectoreun a [ mans Patz comes a) mans suming or Honus on oma Petes mwas *Pretinary pages tat may be removed om he QRH Binder22 Tnee Stiiarstame FILING INSTRUCTIONS agieiaa!qaazyaazt S0WUN IS AIERRERE TES Intentionally loft blank@TAE PRELIMINARY PAGES 12 nwa Srieeseoe LIST OF EFFECTIVE ABLARIIAD ROARS SECTIONS/SUBSECTIONS ete | Localization ‘Subsection Title Rev. Date 7 |PIPIESS ST OF EFFECTIVE SECTIONS SUBSECTIONS BINT PUPLETOO IST OF EFFECTIVE TEMPORARY DOCUMENTARY URITS RENE JEN Genera Dans NET Ar Condon Vena Ton PSUTTON TarEE ANE rt Fight GREE a awzt Eccl INT BNE. [Equipment TSFEB 1S awe Fire Protcfon MIN [ANT Fgh Cont aN RN Fel TFET aan arse aN roe ies nd Fan Proc THFEETE NST ndesing Recording SE REBT ae Tanai Gar TORE ate Tiigton TORE, aa Preat aFEES 7a Engines BING a0 scene BINS A [NPN [Normal Procedures. SINE] RPHEL Renna ect rE PERA Speeds WHET PERE Fel Pera Fae DFE PERG. Laneing Periormance Assessment FES FER Cancing tance wih Fare THE PER Landing Distance wih Ese Seen FAT HET PERET Landing Distance wih Fgh Conroe System Faure FEBS PERI Landing Dianse wih Sls Fape Sytem Faure REBT PERO Landing Disnse wh Fyeraue Syste Flue REBT FER Tain Distant wih An oe Syste Pav WHEE PERSE Landing Distance wh Drake Systm Fallre WB PERSE Landing Disance wh Raigtn System Flare RESTS FER Tang ister wih Eee Syst Fle WHEE, FER Caen Distance wih Erin Systm Falure TSS, PERE One pine pera TaFES FERC es Opn FES ERA Fig Wout Cabin PRESTON TFET FER Risetaneoue rE oes Operations Dale WREST [O=SPROGPLPTEOEE — [ST OF EFFECTIVE OPERATIONS ENGHEERNG BULLET RES (@)Evoliton code: N-New, R-Pied, E-Etecty, McMoved@TAE ARRAS BURSE PRELIMINARY PAGES LIST OF EFFECTIVE SECTIONS/SUBSECTIONS 22 S0UN 15 Intentionally lft blank@TAE PRELIMINARY PAGES 1/2 Seen LIST OF EFFECTIVE TEMPORARY Beitaescsri crt DOCUMENTARY UNITS. 19 FEB 15 (Tua DU identification | DU date ‘Oooresieono;001 | 2sAUG TE Impscted Du: 00014815 Computer Reset Table $2 Landing Goar Beason forse: The BSCU eset proces for WHEEL NW STAG FAULT Is amendad with a tpeary procedure, in rer to beter addres te spucus ales thats curenty encountered in saree. Under te very specie condion defined in the procedure, the ight crews can continue thet without troubleshooting afr a successful BSCU eset. ~ For sist wih BSCU stra 10. The rat cause of he spurs alors ma were iiggeed cing axing wih BSCU ‘standard 10 hasbeen cancoled Therefore, te associted esa procedure has bean eaved The BSCU eset procedure for BRAKES SYS FAULT oy BRAKES BSCU CH FAULT is amended in ade to improve he wording o comply with cat behav (i) Evcuton code NeNew, P-Rvsed, E=Etochty@TAE AREREENAP ERASE PRELIMINARY PAGES LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 22 19FEB 15 Intentionally let bank@TAE PRELIMINARY PAGES 2 LIST OF MODIFICATIONS SOaNis ABR TIURER (iw | MODIFICATION | Linked $B _|incorp. Date] Title 0 TSE EC WSTALACEURE Tae STE art TBFES | MRCS WING TP FENCES NTRODUCE MGT NOADNG FENCES 755 TFEE EYEE A aN POTENT PROTECTION ETOPSCRCUT BREA OL AND 2 TRANSEA owen uPA Tm TASS | ONS GENS COUN ROITTON GS TROT mrew a 77 STEEN COM OTS CERENADETETON OFLA FEATURE PROUD NC BEAL SOTO or STFS |UGHTS- TENOR LOHTS- STA SMCHRONTET ue ware KOeaO. TOFEB 1 | COMMUNICATIONS - CIDS - DELETE THE EVAG- SYSTEM, as TETEB | ELECTRCHL POVER ACD ESSENTI FONE tsraavtion Rove Peonionsron cor. eT TSFEB 1 [APU-POWER PLANT-NTROOUCE ALLIED SIGNAL APU fava a STFS | A CONDON FICK TEMPERATURE CTA HODGE MOORE PACK TEMPERATURE COMTOLLER 138 ‘HFESTE | EQUPVENTFURMHNGEMSEETANEOUS CHEREENGT EOUPMENTNeTaL A. lls ane MNHOONTRGL ae Comer Ta {EE A CORDON FHCR TEPC TROOUCE OOD PACK TeuP Cr Pn Tbe de oe TAB | SOUPENT PORUSAGS CURT PARTTIONS DED NTAUSION MO PENETRATION eStsTANTCODKPF OR aE {TRB ] DOORS PESSENOE COMP AF NENT FRED WTERO DOORS STAI ELECTRGA CooNR DOOR LEASE vere a SOIT] OGEN- FHT CREW OFVON WTA AT SCT eres wae cnnDeR ame TTB | SENETAL_ COMPLSTENT OF BSC DEFRTION rowwhe ese War QEVeOPUeNTs Pies TOFEB 15 | ENGINE CONTROLS NODIFY POWER SUPPLY FOR HP FUEL ooo aT TB | SOM NORTON TTC RTOS maT {TEE ROCHTIGRECORDNG SYSTENS FHS -NTRODICESS| fo as Tar oe CTT PBs "TOFEB 15 [NAVIGATION - INSTALL A TCAS 1 COLLISION AVOIDANCE Breve PONE ae TSS] Lo CONTRO SA ROOLOE CSOT co {BES ROTO RIGHT FIGC REDUCE VOR Rar OTE Pa ‘BPE [OUAUST FRIST EVEN COTO. NO OICATINGACTATE AOOTIONA HPUST REVERSER occ cone FRET TTS] SSO FAR PROTECTEN HOSTER PROTECTION DSACTUNTION OF PAN REPELLENT vere a TERS RTO HIGHT FOU DEE TINH TORETOR ENGAGEMENT HGSOSEED EARS ATO APOCRO FRE SFE] MFORMATONSVSTET- an TEHEPC NO NFOMATOT EYE ATS CSTR ATS COMPUTER Fon scan FF TRESS] AUTORUGHT GAY CONTROURT- POO TRUCE Eeerroourca TE TRESS NAMATH BUS COLLNS SNOT ANS rawr 7 TTS | ELECTRON OTE SETERACOEF NEN ETECTICN] GENERATION CONCEPT POM NGL ABLE Ae aE TEE AGRTON- GPS RCNA SANE IRCTORS rene raw Faas TEESE | ATO PGT FAO RTROOUCE FRCTTO OATS UU@TAE PRELIMINARY PAGES 22 OAazen: LIST OF MODIFICATIONS INAS ABRISPRRRRE oo Continued from the previous page [u"|_MODIRCATION | Linked SB [incor Deo Title PaO ‘FER 15 1CE AND RAN PROTECTION WiNSHELD RAW PROTECTIONACTWATION OF RAN REPELLENT SYS,FLUD COMPATIBLE WTH OZONE RULES) PETS TSFERTS NAVIGATION. WHA NSTALL-COLLNS WA PROTONG TS AND GPS FUNCTION FBT TOPE TS | ELECTRICAL POWER- GENERAL-AGDCTANT DSTABUTION- INSTALL AC-DG SHEDDABLE BUSBARS FE TE FEB 1S] WAVIGATIONSTANDBY DATA: ACTTUDE AND FEAONG INSTALL NTEGRATED STANDBY NSTAUMENT SYSTEM iss) PET STRSTOT | 9FEB TS ROCATNG RECORDING SVSTENF FTC: IT RODUCE FAC STANDARD R2ESP PT TOPE TS] ELEC PLAC ENERGENCY GENERATION FETITTE ASI04S21 ELECTRICAL EMERGENCY CONFIGURATION ON seo ac FE TEER TS] HAVIGATION GPUS INTRODUCE ESPNS PREFER nT RUTONATIC DEACTIVATION ENKANCED FUNCTIONS POO TOFEB 16 [ICE AND RAIN PROTECTION: WINSHIELD- RAIN PROTECTION-NTRODUCE VODFIED GAGE ASSY anne FET TO FETS] WAVIGATION- TORS STALL HONE WEL TORS 205 COMPUTER (ITH CHANGE 7.0) WT COLLNS ATCTPRT2D loaTPRoo0 FT TS FER TS ]ICE AND RAN PROTECTION WINDSHIELD FAT PROTECTION.NTRODUCE MODIFED GAGE ASS ITH INPUT VALUE FUNCTION SUPPRESSED 7 TOFEE 1S] RFORUATION SYSTENFATIIS- UPGRADE ATSUWAROWARE FORNEW ANG 68 JOBOARD FTE THFEE TS] ELECTRICAL POWER- GENERAL STAI A COWMEROAL SHEDONG PUSHBUTTON SWITCAIN COCKPIT FE TFEE S| ELECTRICAL POWER GENERAL CFANGE FE POWER SUPPLY BUSBARS INTO SHEDDABLE BUSBARS 224 AND 212° FIRE TOFEE TS | AUTORUGHT NGC STALL FRIGE TE CTO (EQUIPPED WITH FMS2 HONEYWELL) ABT TAPERS AUTOFLGHT-FUGC- RSTACL FuGCTAE STOPTIO (WITH FuS2 HONEYWELL) ON AC FITTED WTHIAE POWERPLANT, BETO TBFEE TS [AUTO FLIGHT - FOC™ STALL FGO HCPA RELEASE 1A)ON AE AND PHA. EAT “OEE TS] EQUPRIENT FURNSFINGS-CORTANS ANG PRATITONS INTRODUCE PPTC FOR COCKPIT DOOR STAKE PROTECTION ‘Bi- 1267 oS TOFEB 15 | INDICATINGRECORDING SYSTEMS - FLIGHT WARNING COMPUTER (WO) NSTALL FWC STANDARD Her, TWO TOFED S| NICATINGRECORDNG SYSTENS- FLIGHT WARRING [COMPUTER (V0) NSTALL FWCSTANOARD He? TRH TSFEE TS NDICATINGRECORDNG SYSTENS-FUGHT WARRING COVBUTER FHC) NSTALL FWC STANDARO HFS TTI TOFEE S| NDICATINGRECOFONG SYSTEMS - FLIGHT WARHING [COMPUTER FHC): NSTALL FWC STANDARO Ha W144 03 ‘TSFEB 15 | INDICATING RECORDING SYSTEMS - FW - INTRODUCE WC STANOARO HF FRET TSFES TS WAVIGATION - CGPS -WSTALL GPS CAPABLE OF USING THE GPS LATERAL POSITION AND ACTIVATION OF PEAKS AND OBSTACLES FUNCTIONS FRET TDFESTE NAVIGATION: GPHS- USE ATERAL GPS POSTON WIT AUTOMATIC DESELECTION OF TERRAN MODES. (0) Evciion code: N-New, R-Revsed E=Etecbity@TAE GENERAL 2 agteuaiquaaeg2s TABLE OF CONTENTS oat Importart.... s+ GEN.O1A General Information... se GEN.02AAELEARIE RABEL GENERAL TABLE OF CONTENTS: GEN 22 SOIUNTS, Intentional lt blank@TAE GENERAL br Geena SUMMARY OF HIGHLIGHTS ee aa Fae | ear Tie ex SETA Ra op TST SO Important Abnormaliémergency Precesre ntaton applet ola GRH poseaure issepea.@TAE: GENERAL n Agie(aa1qaazq/a9a1 ‘SUMMARY OF HIGHLIGHTS. Ine Intentionally tet blankGENERAL GEN.O1A\ ABER AS RISE! WINS IMPORTANT ‘SCOPE ‘The QRH contains some specific procedures which are not displayed on the ECAM. ‘Asa general rule, he procedures displayed onthe ECAM are not provided in the QRH (refer to FCOM PROIABN). TASKSHARING FOR ABNIEMER PROC For all abnormaemergency procedures, the tasksharing is as follows : ~ PF - Plot fying - Responsible forthe : + Thrust levers + Flight path and airspeed contol + Aircraft configuration (request configuration change) * Navigation * Communications = PM. Pilot Monitoring - Responsible for the + Monitoring and reading aloud the ECAM and checkisis + Performing required actions or actions requested by the PF, it applicable * Using engine master switches, cockpit CBs, I and guarded swiches wit PF's contmation (except on grounch, ECAM CLEAR DONOT CLEAR ECAM WITHOUT CROSS-CONFIRMATION OF BOTH PILOTS. + ABNIEMER PROC INITIATION Procedures ae intated on pot ying command, No ction wil be taken (apart rom audio warning cancel rough MASTER WARN igh) unt + The appropiate fight path is established, and + The aircraft is at least 400 tt above the runway, ia falure occurs during takeof, approach, of go-around. (in some emergency cases, provided the appropriate fight path is established, the pilot {ing may intate actions before this height) ‘The fight crew can stop the procedure if the condtons for he application ofthe QRH procedure sappear NORMAL CHECKLIST ‘Normal iL are inated by the PF and read by the PM ‘The PF shall respond ater having checked the existing configuration. When both pilots have to respond, "BOTH is indicated DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES The following are the offal defintons of warnings, cautions and notes taken directly from the LJAR2S/CS-25 and applicable to Arbus fight operation documentation: WARNING An operating procedure, technique, etc that may result in personal injury o loss of ie if not folawed CAUTION ‘An operating procedure, technique, et. that may resul in demage to equipment if not followed NOTE ‘An operating procedure, technique, eto, considered essential to emphasize. Information contained in notes may also be safety related.@TAE: GENERAL GEN.02A ABLERRAAS RRS! AUNTS (GENERAL INFORMATION ai ‘The upcete ofthe FCOM does not necessarily res inthe update of the QRH. Therefor the revision dates ofthe QRH and ofthe FCOM may fer, EFFECTIVITY ‘AS QRH is published at aircraft level, each paper page has only one effectivity PAGE NUMBERING The page numbering follows the folowing res: 1A, 02A, 028... : Numbering and index (A,B, ..)for GEN, ABN, OPS, OEB PROC sections ‘Note: For these sections, the procedures stat withthe index A and for lng procedures (more than ‘ne page), the index contines with BC. 10, 35, Numbering for NP-NP, PER c1,c2 Black cover page interior ¢3 + Back cover page exterior "BLANK" Index of an intentionally lt blank paper page created to ensue the corect format ofthe next chapter (begins on recto page) PRELIMINARY PAGES WITHIN THE QRH BINDER tis essential for Aifnes to cortecty manage the updates of the QRH. Fo this purpose, Airbus publishes Preliminary Pages (PLP) with each QRH revision These PLP are used as reference documents for Arnes to manage the QRH updates, eg, easily insert the revisions, identity the modifications that impact the QRH, get a synthesis of changes introduced wth each revision. However, when the QRH revisions have been incorporated in accordance wit the information given in the PLP, these pages do not bring operational added value and thereloe are no longer useful inthe QRH binder for any operational purposes. Therefore, to minimize the size ofthe QRH binder on board the aircraft and to optimize the ‘operational use ofthe QRH, Aitbus has no cbjecton that the Anes remove the PLP from the QRH afer the revisions have been incorporated in the QRH and all checks performed to conirm te revisions have been correctly incorporated. You wil find below the list of PLP that may be removed from the QRH binder = The transmittal eter ~ The List of Effective Preliminary Pages (LEPP) = The Fling Instructions (F) ~ The Listof Ettectve Documentary Unis (the LESS is the reerence) ~ The List Of Modifications (LOM) = The Summary Of Higlights (SOK) - The front pages of all QRH sections - The Table Of Contents (TOC) of the General sectionABNORMAL AND “ABN @TAE EMERGENCY PROCEDURES 14 ABER ARORA TABLE OF CONTENTS S0UNTS Ait Conditioning/Ventilation/Pressurization ABN-21 Auto Flight Electrical Equipment Fire Protection Flight Controls Fuel Hydraulic Ice and Rain Protection Indicating / Recording Systems Cabin Overpressur 21.018 Loss of FMS Data In Descent / Approach (Severe Resel). ELEC EMER CONFIG Sys Remainin ELEC EMER CONFIG Summary. Cockpit Door Fault. SMOKE/FUMES/AVNCS SMOKE.. REMOVAL OF SMOKE/FUMES SMOKE/FIRE FROM LITHIUM BATTERY..... Landing with Slats or Flaps Jammed. Sidestick / Rudder Pedals Stit Rudder Jam. Stabilizer Jam. FUEL IMBALANCE, FUEL LEAK........ GRVTY Fuel Feeding. HYD B + Y SYS LO PR Summary. HYD G + B SYS LO PR Summary. HYD G + Y SYS LO PR Summary. Double AOA Heat Failure... Display Unit Failure. ECAM Single Display.ABNORMAL AND ‘ABN @TAE EMERGENCY PROCEDURES 4 ARREARS TABLE OF CONTENTS 30JUN 15. Continued from the previous page Landing Gear_ ABN-32 Loss of Brakin, Residual Brakin UG Gravity Extension... Landing with Abnormal LC Navigation ADR CHECK PROC.. Unreliable Speed Indicatior ADR 1 + 2 +3 FAULT.. NAV FM/ GPS POS DISAGREE. EGPWS Alerts. IR Alignment in ATT Mode. TCAS Warnings. Pneumatic AIR ENG 142 BLEED FAUL’ Engines ENG DUAL FAILURE - FUEL REMAINING.. ENG DUAL FAILURE - NO FUEL REMAININ( ENG RELIGHT (IN FLIGHT). ENG 1(2) STAL ENG Tallpipe Fire. HIGH ENGINE VIBRATIO! Miscellaneous Circling Approach with One Engine Inoperative. Approach with One Engine inoperative. Stall Recovery. Stall Warning at Littoft Tailstrike Volcanic Ash Encounter. Windshear.@TAE ABNORMAL AND ‘ABN ‘aren abrom sere EMERGENCY PROCEDURES 3/4 AgtBIAat 91As2q/a321 TABLE OF CONTENTS DUNS Continued from the previous page Windshear Ahead. 80.12A Windshield / Window Arcin 80.13A Windshield / Window Cracked. 80.14A ECAM Advisory Conditions. . Tripped C/B Re-Engagement.. 80.164 Computer Reset. Computer Reset Table. Emergency Evacuationgt BlAat ofa SHER AREEN 324 Boa ABNORMAL AND EMERGENCY PROCEDURES TABLE OF CONTENTS ABN 44 SANS Intentionally ff blankComputer Rese Table -95- Peumaie @TAE “ABNORMAL AND Tan pate EMERGENCY PROCEDURES 12 ASL BIRSIOIASBOIASEY SUMMARY OF HIGHLIGHTS WANT Tocaization Page [1D Tensor Tile TaN TEC || atone aeons wa TOG PERF SIONS FSR ELEC EMER CONFIG Sonary- Aer te nding prerance easement, Cui aa EGR || Ren ls pone ange SORES PENOTAL TS SWORE FROM LITHIUM REMOVAL OF SORE FUVES Barren rar TORT | satan i ees 1G PEF apealon a Fa wh arin wth Sis Fas Jane Aes rte ning preranceesseamert raat HOR | Toco i reece re 10G PERF apealon aT FSW HYDE +YSYSLOPRSunmay- Aes re ing ptereance ssssmert nis aes ER] F | ito he eres re NG PERF aN PVT HA YO +8 SYSLOPR Somnayy- Aes ing peterance ssssmert Cie aes ERR | Fito he ree a 1G PERF aan FY wi YG. YSYSLOPR Summary Aes eng perrancessessmert. Crise aT THOT | ara ToT WO ENG 1 STALL Aa OTR || CoRR aE DONT OTTO Stal Pacey aeons arte at te TS HW ew rooeae “hen itl a Ne BOER YF | otic he eee We OF PERF apician OST AT nse Aead Arsh ing pterance sessment, STED BETH F|Bocareton pts FOGtan ECM Say CONITOR AN airy Cnc nye noe roy TOT [7] todo ofa et rosea oe EN BLEED Wc oT AIR ENG 1(2) BLEED NOT CLS let on ground only@TAE AgUBARIBASROARRY ‘ABNORMAL AND EMERGENCY PROCEDURES ‘SUMMARY OF HIGHLIGHTS BN 22 OMNIS Intentionally lft blank@TAE ‘ABNORMAL AND 21.01A EMERGENCY PROCEDURES PIERRE RENE 19 FEB TS CABIN OVERPRESSURE Apply the folowing procedure (not csplayed on ECAM) incase of total oss of the leading to overpressure PACK 1 or 2.. BLOWER + EXTRACT.. Cabin aris extracted overboard w FREQUENTLY MONITOR OFF] Before 10 min from landing: PACK 142..... BLOWER + EXTRACT. [CAUTION [Check that AP is zero before opening the doors.ABNORMAL AND EMERGENCY PROCEDURES BLANK TFBS Intentionally ff blank@TAE ABNORMAL AND 22.01A premeaniionsare EMERGENCY PROCEDURES AREREERATBURSEL Tere LOSS OF FMS DATA IN DESCENT 7 APPROACH (SEVERE RESET) APIFO lateral and vertical selected modes, and A/THR, are available immediately after the reset, It necessary, the piot may perform the FCU selections for short-term navigation. ‘When the FMS has automatically recovered: = The database cycle may have changed = The FMGS does not autotune the ILS and ADF ~ Tho FMS positon basis ost * Lateral and vericl managed modes cannot re-engage ~ The-CAB PR LDG ELEV FAULT * message is cspayed onthe ECAM ~ A‘MAP NOT AVAIL" message may be displayed on one ND. Depending on the flight phase, apply the following procedure(s) as appropriate: @ INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION: © When the system has recovered: Access the RAD NAV Page, and manually tune the ILS (preferably using IDENT), Enter the ILS course, ita frequency has been entered. Fly in selected speed. Noe: ~~ LOC and G/S guidance modes are available - VLS speed is still available and displayed on the PFD = Missed approach rajecor isnot avalable = DESCENT (IF TIME PERMITS) : © When the system has recovered: Select the initial database Perform DIR TO a downpath waypoint. Select heading, if required. Perform a LAT REV at the downpath waypoint and redefine the DESTINATION in the NEW DEST field. Redefine the arrival and/or the approach procedure. Select the FUEL PRED Page, and enter the GW. Activate the APPROACH phase. Enter destination data on the PERF APPR Page, as required. Managed speed| is available.@TAE REECE RRSR. ABNORMAL AND EMERGENCY PROCEDURES BLANK OFEB 1S Intentionally let blank@TAE ABNORMAL AND 24.01A agieasigananagat EMERGENCY PROCEDURES — ELEC EMER CONFIG SYS REMAINING ELEC EMER CONFIG SYS REMAINING EMER GEN RUNNING aan FLIGHT | ONTHE GROUND FRESSATTOSST a Norm Nam MAN PRESS CTL nop nop nop (@) ancoxo [RANA Nom Nam PRESS — [PACK VALVE 1 Closure Inop ‘Glosure Inop PACK VALVE 2 ‘Closure Inop Closure nop [avoweveNT Tem Term Pata NGC RAY RANCTOW Wee ir tp wooo We i 7 row cnt oy cto cat ony a Te Narn Tem i Te 1 wep ans Ne Norm Nem aor cap. FOr Tem Narn een oe ae ‘Norm ‘Norm Norm INTERPAONE Tem Narn Ne lon Te Te wep oumeremeRT Tem Ten Tom [cREW oxy Norm Norm Norm eucn art PRON maven ee ia Ee = [SUDES ARIA Ta tern Tom ENG LOO Tesi Tani Ten ENGzLOOe Berl Bony Bony PeuLooP rep ep 7) [CARGO SMOKE DET ‘Channel 1 Inop nop FRE ENG FRE EXT ‘Bato only Bote tony Bote tony [PU RREEN SaabAery | SubAcny | Sab Acny loaico Fre Ex. Pe om ) PPURITOER te op =e JELAC (NP Tony NTN wien @ kee ten wi nro oe rey te iro Wieiy Teeny Way |Flaps POS ind Nom ‘Norm Norn leva Nan torn Nor Farcarelt Nan te cr ne ee = = is INTERTANW TANGER VANE Nam a wep TH [PRE VALVES Nam Nem Te ey@TAE ABNORMAL AND 24.01B Peery EMERGENCY PROCEDURES TNE Continued from the previous page ELEC EMER CONFIG SYS REMAINING | EMER GEN RUNNING | Barony WFOGHT | on THe Grou TwnGnee Tom To = ENGAGE VE Onn Omen en vce-ran [oaeTPTOT Yom Ym ven arraon Tom Te ie Fan REPELLENT CAP Tom an Tom Pro Nom Nom | Nom) hi Tom Te Zs EcaMt spe dp orm Nom von es pues Tm om al Soro Fue en Tem vom ECA OONT pl Tam am Term Barns [or0es en Tm Tem isouse7 en tm Term ve fpaceressno Te Tem Term Pane Ten Tm Tim ENE OT = om Tem uate JEMER CAB ‘Nom ‘Norm Norn lm wt [wt tay hom Tony Tron Ten hor Wl he re vor tony Woy Netniy wav Wor Tay ical xe Toa ep oP JDORMI Norm Nom Norm (@) ime Fam rs i ss Tem Tom Tom Nor Term BuCT np | BNO Two ence meo BuCeing | BEeren | ENC zie Puc [peu eLED wep wn rp) IRaeEO ANT Tam Te ep Eca-STARTER Norn rep trap APU |FUEL LP VALVE ‘Norn Now ‘Norm fe Pome ‘am Tom Nem aoe ma a8) Ae) PWRPLT [IGNITION ‘Aonly ‘Aonly. Acnly: hPRIEL VANE coors Ten Yom Nom SNC OR Tem ee Tm (@) Restored, when speed s below 100 Kt (©) Crew oxygen vale inoperative (6) Lost, when speed is below 50 Kt (@ Lost 30s after fast engine shutdown.ABLRBRI OPERAS! ABNORMAL AND EMERGENCY PROCEDURES 24.01C ‘SOJUN TS (6) (R2 and IRS are lost 6 min attr failure ofthe main generators. But, if RS replaces It (ATT-HDG selector al CAPT3), IRS remains supplied (9. ForAPU start ony. (4) Channels A and B are sel-powored above 10 % N2 I N2is below 10 % , only Channel Ais powered.er AE ‘ABNORMAL AND 24.02A EMERGENCY PROCEDURES SERIES RAISER DANS ELEC EMER CONFIG SUMMAR ‘| MAX SPO. ss ALTNLAW :_ PROTLOST (ONLY CAPT PITOT AND AOA HEATED FUEL: — CTRTK UNUSABLE, FUEL GRAVITY FEEDING COM: = VHFI,HFI =, ATCI, RMPt, only NAV: ILS1, VOR, GPSI (it MMR is nstaled) only For Landing Performance assessment, Reler to QRH PER.C, or use the LOG PERF epplcaion of FlySmart with Airbus. CAT 2 INOP MINIMUM RAT SPEED 140 KT SLATS FLAPS SLOW FOR LANDING. (© When L/G down: USE MAN PITCH TRIM (DIRECT LAW). FLARE: Only 2 scoilrs per wing. Direct law SPOILERS: Only? per wing NO REVERSER BRAKING: ALTERNATE without antskid MAX BRK PR 1000 PSI NO NOSEWHEEL STEERING © When UG uplocked: ALTNLAW ;_ PROTLOST@TAE ABNORMAL AND 25.01A Agie/A31 9/a22q/A921 EMERGENCY PROCEDURES: BE COCKPIT DOOR FAULT ‘This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is indicated | when the FAULT light on the center pedestal's COCKPIT DOOR panel comes on. In the case of a DC BUS 2 fault, no FAULT indication appears on the center pedestal's COCKPIT DOOR pane. The CDLS isnot electrical supplied, ais inoperative CKPT DOOR CONT panel .. «+» CHECK| This panels located on the overhead panel. I's used to ident the faulty CDLS item, and to vey the satus of the pressure sensors and the tree elecial latches (referred o as strikes). © If one or more electrical latches (strikes) are faulty: ‘The cockpit door is not intrusion-proof if two or more electrical latches are faulty, “The system may be recovered by performing the following steps: Cockpit door........ ssseenseense OPEN COCKPIT DOOR sw. ‘SET to UNLOCK] Aer 30s: COCKPIT DOOR sw. saseensenee SET tO NORM, © If two pressure sensors are fault Automatic latch release is not available, in case of cockpit decompression. © If'no LED on the CKPT DOOR CONT panel is on: ‘The CDLS contol unitis faulty, therefore, the cockpit door might unlock automaticaly Ft does not, consider using the mechanical override system to unlock the door.@TAE ARERR SIREN ABNORMAL AND EMERGENCY PROCEDURES BLANK ToFEB 1S Intentonaly lat blank‘ABNORMAL AND 26.01A Agie(aato/aszq/aat EMERGENCY PROCEDURES PE SMOKE/FUMES/AVNCS SMOKE LAND ASAP IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY: @ IF REQUIRED: CREW OXY MASKS. BLOWER... .. USE/100%/EMERG ACCESSIBLE, AND EXTINGUISHABLE: FAULTY EQPT.......cc:cccssssseessssssseresecsensnneetes ISOLATE @ IF SMOKE SOURCE NOT IMMEDIATELY ISOLATED: DIVERSION. . INITIATE DESCENT .. INITIATE Descent to FL 100, or MEA-MORA, or minimum obstacle clearance altitude @ AT ANY TIME of the procedure, if SMOKE/FUMES becomes the GREATEST THREAT : REMOVAL OF SMOKE/FUMES. ..CONSIDER) ELEC EMER CONFIG. .. CONSIDER) Refer to the end of the procedure to Set ELEC EMER CONFIG U@TAE: ‘ABNORMAL AND 26.01B agian aaraoiagat EMERGENCY PROCEDURES —_ SMOKE/FUMES/AVNCS SMOKE (Cont'd) 4 @ At ANY TIME of the procedure, if situation becomes UNMANAGEABLE : IMMEDIATE LANDING.. .. CONSIDER: AIR COND SMOKE/CAB EQUIPMENT SMOKE @ IF AIR COND SMOKE SUSPECTED: @ If smoke continues: PACK 1... PACK 2.. @ If smoke still continues: PACK 2. ON BLOWE ..OVRD! EXTRACT... ..OVRD, REMOVAL OF SMOKE/FUMES... . CONSIDER} @ IF CAB EQUIPMENT SMOKE SUSPECTED: @ If smoke continues: EMER EXIT LIGHT. COMMERCIAL... SMOKE DISSIPATION. CHECK FAULTY EQPT. .. SEARCH/ISOLATE @ If smoke still continues or if faulty equipment confirmed isolated: COMMERCIAL. G@TAE: ABNORMAL AND 26.01C Agiqaatqaszq/azat EMERGENCY PROCEDURES ae SMOKE/FUMES/AVNCS SMOKE (Cont'd) oa REMOVAL OF SMOKE/FUMEB............. CONSIDER UNDETERMINED/AVNCS/ELECTRICAL SMOKE @ IF SMOKE SOURCE CAN NOT BE DETERMINED AND STILL CONTINUES OR AVNCS/ELECTRICAL SMOKE SUSPECTED: ELEC EMER CONFIG.......cssssssssssssssssee CONSIDER) @ IF SMOKE DISAPPEARS WITHIN 5 MINUTES: NORMAL VENTILATION... RESTORE} TO SET ELEC EMER CONFIG EMER ELEC GEN 1 LINE... EMER ELEC PWR. APU. GEN cssssssssnvivvsessosecsccsenssentecsescantnivaesivansort OFF GEN eee a aes gece eree ee OFF ELEC EMER CONFIG APPLY ECAM PROCEDURE, BUT DO NOT RESET GEN, EVEN IF REQUESTED BY ECAM. @ AT 3 min OR 2 000 ft AAL BEFORE LANDING: EMER ELEC GEN 1 LINE... @ WHEN A/C IS STOPPED: ALL GEN.@TAE ABNORMAL AND 26.02A agieeataasagyeaat EMERGENCY PROCEDURES iNT REMOVAL OF SMOKE/FUMES EMER EXIT LIGHT. @ If fuel vapors: RA, or minimum obstacle} . INITIATE, NOTIFY SMOKE/FUMES/AVNCS SMOKE PROC..... CONTINUE} While descending, continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE procedure depending on the suspected smoke source. @ At FL 100 OR MEA-MORA: APU MASTER SW (if in ELEC EMER CONFIG)... ON’ MAN . FULL UP, @ If smoke persists, open CKPT window: MAX SPEED... COCKPIT DOOR.. HEADSETG...... PM COCKPIT WINDOW oDABNORMAL AND 26.02B agialaaigiasaa(aoas EMERGENCY PROCEDURES oe REMOVAL OF SMOKE/FUMES (Cont'd) a @ When window is open: NON-AFFECTED PACK(s). VISUAL WARNINGS (noisy CKPT).. MONITOR SMOKE/FUMES/AVNCS SMOKE PROC......... CONTINUE@TAE ABNORMAL AND 26.03A Ee TA EMERGE! ROCEDURES: AURIS GENCY P INE SMOKE/FIRE FROM LITHIUM BATTERY | If necessary, transfer control to the flight crew member seated on the opposite side of the fire CKPT/CAB COM. STORAGE AFTER Li . ESTABLISH cabin procedure........... sees REQUEST INITIATION @ If there are flames: CREW OXY MASK (PF) SMOKE HOOD (PM).. ; HALON EXTINGUISHER...0........ssssscssseeesseseeee USE @ If there are no flames or when flames are extinguished: If not possible to remove device from the cockpit: WATER or NON-ALCOHOLIC LIQUID.. .POUR ON DEVICE DEVICE. MONITOR If possible to remove device from the cockpit: DEVICE sscssissssencsssorsorssessss TRANSFER TO CABIN @ AT ANY TIME of the procedure, if SMOKE becomes the GREATEST THREAT: REMOVAL OF SMOKE/FUMES procedure. Cc ituation @ AT ANY TIME of the procedure, becomes UNMANAGEABLE: IMMEDIATE LANDING. CONSIDER@TAE ABNORMAL AND 27.01A agigaaigaszyazes EMERGENCY PROCEDURES ‘SOIUN TS LANDING WITH SLATS OR FLAPS JAMMED 1) LANDING CONF. DETERMINE Florio QRH PER-27A Landing Distance wilh Ss and Flaps System Faure, oruse the LDG PERF application of FlySmart with Airbus. © Repeat the following until landing configuration is reached SPEED SEL. FE NEXT - 5 kt Deceloraetovar avoid VFE exceedance, the pilot may decide to decelerate fo a lower speed, but rot below VLS. ‘Note: + The autopiot may be used down to $00 ft AGL. As itis not tuned for abnormal configurations, is behavior can be fess than optimum and must be monitored * Approach with selected speed is recommended + A/THR is recommended, except in the case of a G+B SYS LO PR waming + OVERSPEED waming, and VLS csplayed on the PFO, are computed according to the actual feps/tats postion + VEE and VFE NEXT are displayed on the PFD accorting o the FLAPS lever positon. i not displayed, use the placard speeds + If VLSis greater than VFE NEXT (overweight landing case), the FLAPS lever can be ‘etn the required next postion, while the soeedis reduced to folow VLS reduction as ‘surfaces extend. The VFE waming threshold should not be triggered. In this case, ofsconnect the A/THR. A/THR can be re-engaged when the landing configuration is estabished. ‘As speed reduces trough VFE NEXT: FLAPS LEVER.. ‘© When landing configuration is established: DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH [FOR GO AROUND} The tablo below provides the MAX SPEEDS for the abnormal configurations. if SLATS FAULT: © For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION Recommended speed: MAX SPEED - 10 kt © For diversion: ‘SELECT CLEAN CONFIGURATION Recommended flaps retraction speed: between MAX SPEED - 10 kt and MAX SPEED. Recommended diversion speed: MAX SPEED - 10k. = If FLAPS FAULT: © For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION Recommended speed: MAX SPEED - 10 kt Gu ONE STEP DOWN@TAE ABNORMAL AND 27.01B agielastaase o/ag24 EMERGENCY PROCEDURES oe LANDING WITH SLATS OR FLAPS JAMMED (Cont'd) a © For diversion: If FLAPS jammed at 0: SELECT CLEAN CONFIGURATION ‘Recommended speed for sats retracion is between MAX SPEED- 10 kt and ‘MAX SPEED of actual statap positon. Normal operating speeds © If FLAPS jammed > 0: MAINTAIN SLAT/FLAP CONFIGURATION Recommended speed for diversion: MAX SPEED - 10 kt ‘Note: — - Inthe majority of cases, VFE on PFD is equal o the MAX SPEED. In this case, VFE can be used as MAX SPEED. In case the SPD LM fag is. cdsplayed on the PFO, use the MAX SPEED displayed on the ECAM status page + In some cases, MAX SPEED - 10 kt may bea few knots higher than the VEE. In this situation, pot may folow the VFE - Incase ofa go-around with CONF FULL selected, the LiG NOT DOWN naming is triggered a landing gear retraction. MAX SPEED Fars] Feo beret 1eFe2 2eF 23 Fea sas 320 ‘NOLINITATION ik O<8<1 asi 200i 185 Kt (tated) sy 230K a = me 12358 208 20 15K oo 17K TK 7K WK CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased. Refer to the fuel flow indication. As a guideline, determine the fuel consumption in clean configuration at the same altitude without airspeed limitation (e.g. From ALTERNATE FLIGHT PLANNING tables) and multiply this result by the applicable Fuel Penalty Factor provided in the QRH Refer to QRH/PER-B Fuel Penalty Factors Tables, to obtain the fuel penalty required to reach ‘the destination in the current configuration.@TAE aSigasioaseg Raat GUE HEEREACE HANOBOOR ABNORMAL AND EMERGENCY PROCEDURES 27.02A OJON TS Intentionally left blank@TAE ABNORMAL AND 27.03A Pree EMERGENCY PROCEDURES aot SIDESTICK / RUDDER PEDALS STIFF ven f the aulopictis disengaged, the sidestck andor the rudder pedals may De sti, Tis may affect either: ~ Both sidesticks (CAPT and FiO) a he same tine, but not the rudder pedals, OF ~ One sidestick andthe rudder pedals al the same ime, ‘The piloting technique remains the same: The aircraft remains responsive. However, the fight crew should keepin mind that they may need to use exta force on the sidestioks ‘andor the rudder pedals AP DISENGAGEMENT. CONSIDER TRANSFERRING CONTROL TO PM ‘© For decrab, rollout, or engine failure: BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL we CONFIRM]STE ABNORMAL AND 27.04A EMERGENCY PROCEDURES ates igines DUNS RUDDER JAM Ruder jamming may be detected by undue (and adverse) pedal movement during rling maneuvers. This s because the yaw damper orders can no longer be sent tothe rudder, but ae fed back to the pedals Use ECAM FICTL SD page fora visual check of the rudder positon. FOR APPROACH AVOID LANDING WTH CROSSWIND from the side where the rudder is deflected. MAX CROSSWIND for LDG 15 kt AUTO BRK..... DO NOT USE: FOR LANDING. .. USE NORMAL CONF SPEED AND TRAJECTOR ‘STABILIZE ASAP’ LDG DIST PROC... APPLY ON GROUND DIFFERENTIAL BRAKING........... Do nat use asymmetric reverse trust. Use nosewhee! steering hanale below 70 KtABNORMAL AND 27.05A EMERGENCY PROCEDURE: ARTS enURES TNE STABILIZER JAM ‘The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed. The flight control normal law remains active in this case and there is no ECAM Wwaming. sien .. OFF} MAN PITCH TRIM... The pitch tim wheel may not be fly jammed, the force needed may be higher than usual. © If MAN TRIM available: TRIM FOR NEUTRAL ELEV | manual pitch tim is avaliable, tim to maintain the elevator tthe zero position indications on ECAM FICTL SD page) APPR PROC CHECK} GPWS LOG FLAP 3. ‘CAT 2INOP@TAE ABNORMAL AND 28.01A agiaigasayages EMERGENCY PROCEDURES ORE FUEL IMBALANCE FOB..... Compare the FOB + FU, withthe FOB at departure. If te difeence is signcan, orf the FOB + FU decreases, suspect a fuel leak. CAUTION |A fuel imbalance may indicate a fuel leak. Do not apply this procedure, if a fuel leak is suspected. Refer to QRH |ABN-28 FUEL LEAK. FUEL X FEED..... © On the ger side end inthe center tan FUEL PUMPS.. wns © When fuel is balanced: FUEL PUMPS (WING + CTR)... FUEL X FEED... .». CHECK}@TAE ‘ABNORMAL AND 28.02A EMERGENCY PROCEDURES SLRS EOURa TO FEB 1S FUEL LEAK ‘uel leak may be detected, it ~ The sum of FOB and FU significant less than FOB at engine start or is decreasing, or ~ A passenger observes fuel spray fom engine/pyion or wingtp/sharket, oF ~ The total fue quantity is decreasing at an abnormal ate, or ~ ATuel imbalance is developing, of ~ Fuel quantity ina tank is decreasing to fast (leak trom engineipyion or hole in. atank), or = The Fuel fow is excessive leak from engine), or ~ Fuelis smettin the cabin, ~ The destination EFOB tums to amber on the F.PLN (or on the FUEL PRED) page, or ~ "DEST EFOB BELOW MIN” appears on the MCDU seratchpad. It visibity permits, leak source may be dented by a visual check trom the cabin, WHEN A LEAK IS CONFIRMED LAND ASAP ® Leak from engine/pylon confirmed: Engine fuel leak can be confirmed by excessive uel ow indication, ora visual check THR LEVER (of affected engine).... ww IDLE, ENG MASTER (of affected engine)... OFF FUEL X FEED... USE AS RQRD) It the leak stops, the crossfeed valve can now be opened to re-balance fuel quantity, orto enable use of tu! trom both wings. Do not restart the engine. © Leak from engine/pylon not confirmed or leak not located: ‘Stop any fuel transfer, and then monior the depletion rate of each inner tank, to determine i he leak {strom an engine or a wing (case 1), or from the Centar tank or the APU feeding line (case 2) FUEL X FEED. ... MAINTAIN CLOSED ‘The rssteed valve must eman closed to prevent ihe leak rom acing bot sides. CTR TK PUMP 142..... . OFF| Each engine is fd via its associated mer tank only. INNER TANK FUEL QUANTITIES. . MONITOR} ‘Monitor the depletion rate of each inner tank. ™ CASE 1: If one inner tank depletes faster than the other by at least, 300 kg (660 Ib) in less than 30 min: An engine lak may silbe suspected. Therefore: THR LEVER (engine on leaking side ENG MASTER (engine on leaking side). CTR TK PUMP 142. FUEL LEAK. MONITOR © If leak stop ‘If the inner tank fue! quantity of the affected side stops decreasing, the engine leak is centied and stopp FUEL X FEED... The crossfeed valves can now be opened to re-bala uel trom both wings. Do not restart the engine. U@TAE ABNORMAL AND 28.02B agiataniaaaagee EMERGENCY PROCEDURES eae FUEL LEAK (Cont'd) © If leak continues (after engine shutdown): ‘The inner tank fuel quantty ofthe affected side continues to decreas. Ifthe leak has not slopped afte engine shut down, a leak from the wing may be suspected ENGINE RESTART.. JONSIDER | (CAUTION Do not apply the FUEL IMBALANCE procedure. Approach and landing can be done, even with one full wing/one empty wing. = CASE 2: If both inner tanks deplete at a similar rate: ‘Alea tom the Center tankorthe APU feeting ne may be suspected. © If fuel smell in the cabin: APU (if ON)..... This prevents acconal til os trough the APU feeding ine. © When fuel quantity in one inner tank is less than 3 t (6 600 Ib): CTR TK PUMP 122.... FOR LANDING ICAUTION |Do not use reversers.ABNORMAL AND 28.03A Agia asegiaan EMERGENCY PROCEDURES: ToFEB TS GRVTY FUEL FEEDING ENG MODE SEL... AVOID NEGATIVE G FACTOR DETERMINE GRAVITY FEED CEILING Consult te following table to determine the fight attude imitation IGN Flight conditions at time of gravity feeding Gravity feed ceiling Fine see Fsbo es curente) ine son he an Fisoo! Co er 800700 Rabovetakeot por, which hehe (1) For JET B, gravity feed ceiling is FL 100 in all cases. DESCEND TO GRAVITY FEED CEILING (i applicable) © When reaching gravity teed cellin FUEL X FEED.. © If no fuel leak and for aircraft handling: no fuel leak, and for tight with only one engine runaing (this engine being fed by gravy), apply the 1» OFF] folowing FUEL X FEED. iat ON) BANK ANGLE... WING DOWN ON LIVE ENGINE SIDE RUDDER TRIM... soon USE| © When fuel imbalance reaches 1 000 kg (2 200 Ib): BANK ANGLE. 2or3° WING DOWN ON LIVE ENG SIDE@TAE ABNORMAL AND 29.01A agiotaa taiaaaqlagas EMERGENCY PROCEDURES NE HYD B + Y SYS LO PR SUMMARY ) Max spo... = 3200.77 MANEUVER WITH CARE Fight controls remain in normal FUEL: _Inoreased fuel consumption (Refer to ORH PER-B) For Landing Performance assessment, Refer to QRH PER-C, or use the LOG PERF application of FlySmart wih Abus ‘CAT 2 NOP. ‘SLATS SLOWIFLAPS SLOW © UG gravity extension: GRVTY GEAR EXTN handerank...s0s0 : (Rotate the handle clockwise 3 tums unt mechanical stop) UG LEVER. enn ee : : Down GEAR DOWN incicatons.. a nnn CHECK PULL AND TURN| FLARE Only one ELEV and two spoliers per wing SPOILERS — Only 2per wing REVERSER OnlyN't BRAKING NORMAL NO NOSEWHEEL STEERING NO GEAR RETRACTION FUEL: Increased fual consumption (Refer fo RH PER-B)@TAE ABNORMAL AND 29,02A agiaiataiscaites EMERGENCY PROCEDURES Sans HYD G + B SYS LO PR SUMMARY DO NOT USE $2010.77} ALINLAW : PROTLOST FUEL: increased fuel consumption (Refer to QRH PERE) | For Landing Performance assessment, eter 10 QRH PER-C, or use the LDG PERF application of FiySmar with Airbus. CAT 2 INOP_ SLATS JAMMEDIFLAPS SLOW ATHR. 1 oFF| FOR LANDING. USE FLAP 3} GPWS LDG FLAP 8, »-ON] © When SPD 200 it: © UG gravity extension: GRVTY GEAR EXTN handorank jveevsnenn PULL AND TURN (Rotate the handle clockwise 3 tums unt mechanical stop) UG LEVER... : DOWN GEAR DOWN. = : (CHECK (© When L1G down: USE MAN PITCH TRIM FE NEXT - 5 KT DECELERATE TO CALCULATED VAPP FLARE: Only one ELEV and two spollers per wing. No alrons. ‘AC sight sluggish — Direct law SPOILERS: © Only2 per wing REVERSER: — OnlyN'2 BRAKING: ALTERNATE NO NOSE WHEEL STEERING NO GEAR RETRACTION FUEL: increased fuel consumption (Refer lo ORH PER-B) © For citcult: MAINTAIN SLATSIFLAPS CONFIGURATION Recommended speed: MAX SPD - 10 kt © For diversion: ‘SELECT CLEAN CONFIGURATION 1 If Slats jammed at zero: Normal operating speeds (MAX SPEED = 250 kt) It Slats jammed above zero: Recommended speed: MAX SPD - 10 Kt@TAE: ABNORMAL AND 29.03A agiouaigaoagages EMERGENCY PROCEDURES SOUUNTS HYD G+ Y SYS LO PR SUMMARY MAX SPD... MANEUVER WITH CARE NO STABILIZER ALTNLAW : PROT LOST FUEL: Increased fuel consumption (Refer to ORH PER-8) For Landing Performance assessment, Fel lo ORH PER-C, or use the LDG PERF application of FiySmart with Albus. (CAT 2 INOP SLATS SLOW FLAPS JAMMED FOR LANDING. sn GPWS FLAP MODE. © For Flaps extension: SPO SEL. ‘© When in CONF 3: DECELERATE TO CALCULATED VAPP (© When in CONF 3 and VAPP: Stabilize at VAPP before L1G down, to be immed for approach. © LG gravity extension: GRVTY GEAR EXTN handorank. USE FLAP 3| 3 PULL AND TURN! (Rotate the hanale clockwise 3 turns until UG LEVER, DOWN GEAR DOWN. nnn . CHECK] Disregard "USE MANUAL PITCH TRIM". MAN TRIM Unusable FLARE: PITCH AUTHORITY REDUCED (No stabizer) MAN TRIM Unusable ‘When Flaps jammed close o zero, consider tlstike clearance. Only spoiler per wing Direc aw SPOILERS: Only 1 per wing NO REVERSER BRAKING: BRK ACOUPR ONLY (7 applications) MAX BRK PA t 000 PSI NO NOSEWHEEL STEERING NO GEAR RETRACTION FUEL: Increased ue consumption (Refer io OAH PERE) @ For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION ‘Maintain speed close to VAPP (due to pitch trim unusable) © For diversion: 1 It Faps jammed at zero: SELECT CLEAN CONFIGURATION (Maintain speed close to VAPP (due to pitch trim unusable) vuer ABNORMAL AND 29.03B sginaninanaiiea EMERGENCY PROCEDURES NE Continued from the previous pai If Flaps jammed above zero: MAINTAIN SLATSIFLAPS CONFIG Maintain speed close lo VAPP (due to pitch tim unusable)@TAE ABNORMAL AND 30.01A agiaaaaansaanet EMERGENCY PROCEDURES —e DOUBLE AOA HEAT FAILURE © If icing conditions cannot be avoided: One of affected ADRs.... NAV ADR DISAGREEABNORMAL AND BLANK EMERGENCY PROCEDURES Ag18/4319/A329/8921 19 FEB 15 Intentionally let blankABNORMAL AND 31.01A eransoasaqiagz EMERGENCY PROCEDURES et DISPLAY UNIT FAILURE © Affected DU flashes intermittently: This phenomenon may be duet Intermittent Electical Power Supply Inteuptions. tis evidenced by one, ora combination of te flowing Flashing of PED, ND, ECAM DUs (oink screen or agonal ne), ~ Fashing of MCDU, ~ Intermittent fight cont law reversion If the captain side is affected: Captain PFD, captain ND, Upper ECAM or MCDU 1 is(are) affected, GEN 1. OFF IfDUs donot se Mashing: GEN 1. sw ON @IfDUs stop fashing: GEN 1 ..KEEP OFF] Keep the generator OFF for the rest of the flight. RUD TRIM. CHECKIRESET| internet Electical Power Sup Ineruptions may cause effso in therader tm. Check the need ofthe rudder trim tobe reset using the sidesip indication, AP and/or A/THR. wssewAS RQRD APU START.... CONSIDER) If the first officer side is affected: First officer PFD, fst ofcer ND, lower ECAM or MCDU 2 isare) affected. GEN 2... nw OFF If DUs do not stop flashing: GEN 2 sn ON] @ If DUs stop flashing: GEN 2. ..KEEP OFF} Keep the generator OFF forthe rest ofthe ight. RUD TRIM. CHECK/RESET| Interitont ict rer tm, Check the need of the rudder tim to be reset using the. sidesip indication. AP andlor AITHR. AS RORD APU START... . CONSIDER § Affected DU is blank or the displ is distorted: DU (affected). : suAS RORD The DU can be switched oft ECAMIND XER (if he ECAM DUs are affected). USE Transfer SD o FiO or CAPT NO. PFDIND XFR (if the EFIS DUs ate affected)... sa USE ® Diagonal line on the affected DU: ‘This failure may be caused by a DMC FAULT, ora communication interruption between the DMC and bu, EIS DMC SWITCHING...... u«. AS RQRD|@TAE' ‘ABNORMAL AND 31.01B agiaiaataiasaginaat EMERGENCY PROCEDURES © If unsuccessful: DU (affected).. .. OFF THEN ON) ‘Nole: The ND display may cisappear, i foo many waypoints and associated information are displayed, Reduce the range, or deselect WPT or CSTR, andthe dspley wil automatically recover, aftr about 30s © Inversion of the EWD and the SD: ECAM UPPER DISPLAY ..... a The same action on the iS DMC SWITCHING selector produces the same effect. OFF THEN ON@TAI E ABNORMAL AND 31.02A see: EMERGENCY PROCEDURES Sate Be TOFEB 1S ECAM SINGLE DISPLAY Only the EWD is available. There is no SD on the other DUs. = To call a SYS page: PRESS AND MAINTAIN the SYS Page key on the ECP. Overflow on the STATUS Page: PRESS AND MAINTAIN the STS key on the ECP The first page of STATUS appears. RELEASE IT, THEN PRESS AGAIN WITHIN 2s The second page of STATUS appears, CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS. When the STS kay is released for more than 2 s, the EWD reappears.@TAE ABNORMAL AND BLANK 5 EMERGENCY PROCEDURES ONOBOR ToreB 1S ABERMENEEE Intentionally left bank@TAE aa ABNORMAL AND 32.01A EMERGENCY PROCEDURES 1S FEB 15 © If no braking availabl REV.. we BRAKE PEDALS... A/SKID & NW STI BRAKE PEDALS.... MAX BRK PR..... © If still no braking: PARKING BRAKE. LOSS OF BRAKING .» MAX RELEASE} SHORT AND SUCCESSIVE APPLICATIONS@TAE ABNORMAL AND 32.02A Aguas Baan EMERGENCY PROCEDURES -- RESIDUAL BRAKING © In flight: BRAKE PEDALG.... swonsseuewe APPLY SEVERAL TIMES Press the brake pels Several mes. This coud se 0 zero the residual pressure on heater system. © If residual pressure remains: AISKID & NW STRG selector. su KEEP ON © If autobrake is availabl FOR LANDING... ... AUTO/BRK MED} Using MED ode gives immediate prionty to normal braking upon landing gear touchdown, which cancels resiualaternate pressure, © If autobrake is not available: JUST AFTER TOUCHDOWN. APPLY BRAKING Pressing the brake pedis gives immediate pony to normal braking, which cancels esidval atemateprssure Beware of possible braking asymmetry after touchdown, which can be controlled by using the pedals. ‘Note: Ite damage is suspected afer landing, inspection ofthe tres is required before tax tthe tire is deflated but not damaged, the aircraft can be taxied at low speed wih the folowing limtatons: {.1fone tires deflated on one or more gears (le. maximum of three tres), the spaed should be ited to 7 kt when tuning. 2.1 two tes are deflated on the same main gear (the ther main gear tres not being @TAE ABNORMAL AND 34.03B aieaay EMERGENCY PROCEDURES ae ADR 1 +243 FAULT (Cont'd) ‘© DURING FINAL APPR: MAN VIS CTL. see FULL UP. ‘Note: incase of a go-around, respect maximum ‘peed 215 kt in CONF 1+F, due tothe loss of flap auto retraction to CONF 1. CAUTION [Check that the outflow valve is fully open, and that cabin altitude is at airfield elevation before opening the doors. 0 Atslats’ extension, ul rudder rave author is recovered@TAE: ABNORMAL AND 34.04A sgisuatausegieas| __ ENERGENCY PROCEDURES oe agianniaanignasy NAV FM/ GPS POS DISAGREE AIC POS... The flowing procedure isnot eeplayed on he ECA: 1 If the ECAM alert is displayed during takeoff initiation: Continue takeoff and monitor navigation ™ If the ECAM alert is displayed during Climb, Cruise, or Descent: Check accuracy on the MCDU PROG page: 1 If the ESTIMATED accuracy is below the REQUIRED accuracy: NAV mode and ND ARC/ROSE NAV may be used. 1 ifthe ESTIMATED accuracy is above the REQUIRED accuracy: HDG/TRK mode and raw data must be used. When possible, compare the positions of both FMs with the GPIRS postion, on the MCDU POSITION MONITOR page: = If one FM position agrees with the onside GPIRS position: Use the associated AP/FD. Bit not: Deselect GPS and use raw data. If the ECAM alert is displayed during ILS/LOC approach (LOC green): Continue the approach. If the ECAM alert is displayed during a RNP approach: Go around if visual references are not sufficient. Ifthe ECAM alert is displayed during a GLS <@ approach: Go around if visual references are not sufficient. = ifthe ECAM alert is displayed during a VOR, VOR-DME, NDB, or NDB-DME approach: Select HDG or TRK, and use raw data.@TAE: ABNORMAL AND 34.05A EMERGENCY PROCEDURES ARLREPEIAS ERR! 19 FEB 15 [CAUTION During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive ‘corrective action until the alert stops or a safe trajectory is ensured. | "PULL UP” - “TERRAIN AHEAD PULL UP”-"OBSTACLE AHEAD PULL UP": ‘Simuttaneously: AP PITCH. vs Palo ui backstck and maintain n that postion. THRUST LEVERS... : SPEED BRAKES lever. BANK. WINGS LEVEL or ADJUST| © When flight path is safe and the warning stops: Decrease pitch attitude and accelerate. © When speed is above VLS, and vertical speed is positive: Clean up aircraft as required. ™ “TERRAIN TERRAIN” - “TOO LOW TERRAIN”: Adjust the flight path or initiate a go-around. @ “TERRAIN AHEAD" - “OBSTACLE AHEAD": Adjust the fight path. Stop descent. Climb and/or turn, as necessary, based on analysis ofall available instruments and information, ™ SINK RATE” - "DON'T SINK”: Adjust pitch attitude and thrust to silence the alert. ™ "TOO LOW GEAR” - “TOO LOW FLAPS”: Perform a go-around. ™ “GLIDE SLOPE”: Establish the aircraft on the glideslope, or set the G/S MODE pb to OFF, i fght below the glideslope is intentional (non precision approach (NPA)).@TAE: ABNORMAL AND 34.06A agieinieoaanes! EMERGENCY PROCEDURES = IR ALIGNMENT IN ATT MODE IfR alignment slot, the navigation mode is inoperative (red ATT flag on PFD and red HOG flag on ND). Airrat attitude and heading may be recovered by applying the following procectur. Airraft must stay level with constant speed during 30s, MODE SELECTOR... ATT ALIGN light on during 30s. ATT MODE displayed on CDU. LEVEL A/C ATTITUDE..... HOLD} CONSTANT A/C SPEED. MAINTAIN] DISPLAY SYS switch. .. AFFECTED SYS DISPLAY DATA switch. HDG| © MCDU INITIALIZATION: DATA (MCDU KEY).. wn PRESS} The DATA INDEX page is dsplayed. IRS MONITOR (2L KEY). .PRESS The IRS MONITOR page is displayed. AIC HEADING...... ENTER) The ight crew must enor he head nto SET HDG fold (6A KEY). © CDU INITIALIZATION: Depending onthe CDU keyboard installed, an *H" may be wrten onthe “5” key. "If “H" is written on the “6” HKEY, Degree marker, AIC HEADING. nso If “H" is not written on the AIC HEADING... . Ener aircraft magnetic heading on CDU keyboard Then press ENT key to enter data. Example to enter heacing 320° dial 3,2, 0, O then press ENT. Heading wil be displayed onthe associated ND. “"HOG-ATT MODE” will be displayed on COU. (Due to IR crit, magnetic heacng has tobe periodically crosschecked wit standby compass and updated ifrequied@TAE ‘ABNORMAL AND 34.07A aaiaaaaas EMERGENCY PROCEDURES ABERRANT REEL TOFES TCAS WARNINGS ™ Traffic advisory: “TRAFFIC” messages: Do not perform a maneuver based on a TA alone. ™ Resolution advisory : All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” or “ADJUST VERTICAL SPEED ADJUST” or “MONITOR VERTICAL SPEED” "type messages AP ({f 6192900)... nnonn BOTH Fs... . Respond promptly and smoothy to an RA by adustng or maintaining the pte, as required, to reach the green area and/or avoid the red area of the vertical speed scale. Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area of the VSI, and within the green area. if necessary, use the full speed range between Vamax and VMAX. Respect stall, GPWS, or windshear warning. Notify ATC. © GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach: ‘Note: Resolution Advisories (RA) are inhibited below 900 ft. ™ When “CLEAR OF CONFLICT” is announced: Resume normal navigation in accordance with ATC clearance. ‘APIFD can be re-engaged as desired.@TAE: ABNORMAL AND BLANK agraaatgiasega EMERGENCY PROCEDURES SEERA RINEE ROARED TOFEB IS Intentionally lf blank.QTAE ABNORMAL AND 36.01A ee EMERGENCY PROCEDURES Ag19/A319/A320/8324 AIR ENG 1+2 BLEED FAULT ABER ‘Apply tis procedure when both engin bleed supply systems are faed. In this configuration, the CAB PR EXCESS CAB ALT may tigcer. nhs case, apply the ECAM procedure associated tothe CAB PR EXCESS CAB ALT before continuing itis paper procedure. If either AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR and If either AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PI X BLEED .. ENG 142 BLEED Saeeca tear 5 ‘Attempt one reset only. ‘occurs again, consider reset unsuccessful © If unsucessful (no ENG BLEED recovered) DESCENT TO FL 100/MEA-MORA..... ENG 1+2 BLEED APU BLEED. APU... WING AICE AVOID ICING CONDITIONS © When below FL 200 and APU AVAIL: 19FEB TS ™ If APU BLEED available MAX FL 200 ENG 142 BLEED.. APU BLEED. © Ifno ENG BLEED recovered: APU BLEED. ENG 1+2 BLEED. © If PACK 1 inoperative: X BLEED.. @ If APU BLEED not available: DESCENT TO FL 100/MEA-MORA........ APU BLEE! © When at or below FL 100/MEA-| MORA: ENG 142 BLEED. © Ifo ENG BLEED recovered: ENG 1+2 BLEED...... © When DIFF PR < 1 PSI: ; sss ON ae 100MEA MORA * He econ dering epproahe APPR SPD... VLS + 10 KT LDG DIST PROC. su APPLY UGQTAE ‘ABNORMAL AND 36.01B area EMERGENCY PROCEDURES —_ AIR ENG 1+2 BLEED FAULT (Cont'd) a ™ Inall other cases: ‘Applicable when at leas! one engine bleed supply system is faled due to LEAK, ENG FIRE, Stat Air Valve Failed Open: DESCENT TO FL 100/MEA-MORA.. X BLEED. i ENG 142 BLEED. APU BLEED... APU. WING ALICE. AVOID ICING CONDITIONS 4 If only AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PR: © When at or below FL 100/MEA-MORA: ENG 2 BLEED... © It no ENG 2 BLEED recovered ENG 2 BLEED. © When DIFF PR < 1 PSI: RAM AIR. ...ON MAX FL. " 1O0MEA-MORA © Itice accretion during approach: MLS + 10 KT] pene APPLY If only AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR: © When at or below FL 200 and APU AVAIL: WING A.ICE.. w KEEP OFF APU BLEED. ON Wf APU BLEED availab MAX FL 200 ENG 1 BLEED. ON APU BLEED... OFF © If no ENG 1 BLEED recovered: APU BLEED. ENG 1 BLEED. ‘If APU BLEED not available: DESCENT TO FL 100/MEA-MORA... .. CONTINUE ‘APU BLEED. wo OFF © When at or below FL 100/MEA-MORA: ENG 1 BLEED... ON) @ ifno ENG1 BLEED recovered: ENG 1 BLEED. o OFF |@TAE: ABNORMAL AND 36.01C Spreprersiad EMERGENCY RE: ARERR RESRRSEE Petters 19 FEB 1S E AIR ENG 1+2 BLEED FAULT (Cont'd) © When DIFF PR <1 PSI: RAM AIR. ..ON MAX FI “100/MEA-MORA © If ice accretion during spree! APPR SPD. VLS + 10 KT| LDG DIST PROC. APPLY | 1 If neither AIR ENG 1(2) BLEED FAULT nor AIR ENG 1(2) BLEED ABNORM PR on any side: © When at or below FL 100/MEA-MORA and DIFF PR <1 PSI: RAM AIR, MAX FL... © If ice accretion during approach: APPR SPD. LDG DIST PROC, ON “TOOIMEA- ‘MORA|@TAE: ABNORMAL AND BLANK agteaatyaszojasas EMERGENCY PROCEDURES TEE Intentionally lft blanker AE ABNORMAL AND 70.01A agaasianoaaaiet EMERGENCY PROCEDURES pet ENG DUAL FAILURE - FUEL REMAINING Apply fist the folowing actons required by the ECAM ENG DUAL FAILURE (f not aready done) LAND ASAP EMER ELEC PWR (if EMER GEN not in line)... ‘THR LEVERS. FAC 1... OFF THEN ON| ENG MODE SEL........ zs es IGN ‘Then, as long as none ofthe engines recover, apply the following paper procedure, and if time permits, clear ECAM aerss, and check the ECAM STATUS page. OPTIMUM RELIGHT SPD. Note: In the case of an“ENG DUAL FAILURE® during high power operations (i.e. climb, cruise), ‘tis mandatory to fly a or above the optimum reight speed in order to prevent engine core lock. In the case ofa speed incication failure (volcanic ash), Pitch atttude for optimum relight speed is: MAN ON} . IDLE 280 KT| WEIGHT Phch () [Atarbelow 50000170 00016 25 nao agris2 cone 15 [oo gS C00 5 ‘At 280 Kt, the aircraft can fy up fo about 2.2 NM per 1 000 (wih no wind). LANDING STRATEGY... DETERMINE, Determine whether a runway can be reached, or the mae appropriate place fora ered landngtching. VHFAHF1 <8 /ATC1 noes SE| . NOTIFY ATC. © IF NO RELIGHT AFTER 30 SEC: ENG MASTERG.... ... OFF 30 SION Unessisted start ates can be repeated unl success, o unt APU bleed i available © IF UNSUCCESSFUL: CREW OXY MASKS (Above FL 100)........ © WHEN BELOW FL 250 APU (IF AVAIL) © WHEN BELOW FL 200 WING ANTI ICI APU BLEED... ENG MASTERS (one ata time) S@TAE: ABNORMAL AND 70.01B agieasteaszoiasat EMERGENCY PROCEDURES ae DUAL FAILURE - FUEL REMAINING (Cont'd) a © When APU bleed is available or if engine restart is definitively considered impossible: OPTIMUM SPEED..... REFER TO TABLE BELOW CREEN DOT SPEED WT ALL ENGNES NOPERATIVE BNO) Wear a) ‘Aor below 20 Feo Fo 78 2 26 2 76 ze 2@ a 7 wa ma 2 @ 26 2 2 @ ae 78 a @ 20 20 Be @ 1 He 7 @ ef m7 2 2 7 166 ia 4 8 7 7 @ if 70 7 ‘A geen dt speed, the aircraft can fly up to approximately 2.5 NM per 1 000 ft with no wind. “Average rae of descent is approximately 1600 tn, CABIN AND COCKPIT. CABIN SIGNS. COMMERCIAL........ USE RUDDER WITH CARE © WHEN BELOW FL 150 RAM AIR.. APPROACH PREPARATION ‘Note: Final descent slope, when configured (CONF 3 ; L1G DOWN) wil be approximately 1.2 NMA ‘per 1 000 (with no win). BARO. sense PREPARE | . SET} CREW MASKS/OXY SUPPLY (below FL 100)... OFF IF FORCED LANDING ANTICIPATED APPROACH FOP LING ncccnanes sseneese USE FLAP 3} (Only slats extend, and siowly. MIN APPR SPEED. seee 150 KT] VAPP..... DETERMINE] \Vapp isthe maximum between VREF + 25 KY/150 kt: moma t«lolel=lelel@lelal vapp a[m=>@>m|@[s|=>el[m@lm|m@TAE: ABNORMAL AND 70.01C agigasigaszyaszs EMERGENCY PROCEDURES Sue DUAL FAILURE - FUEL REMAINING (Cont'd) © Ata suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing (CONF 3 ; LIG DOWN): ‘© When in CONF 3 and VAPP: GRAVITY GEAR EXTN handorank. PULL AND TURN Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and VAPP before extnding the landing ger to enabethe arr fo be med far approach, Disregard “USE MAN PITCH TAIN on the PFD, because the stabilizes trazen in he pein where it asa, when the winding was insuitlet to provide hyraulc power. © When L/G downlocked UG lever... ‘APPROACH SPEED. Adjust the speed to the above given Vapp. Nevertheless, to reach the ‘ending field/runway, the approach speed may be adjusted up to 200 kt (max speed with slats extended). ARM (000 Psi AT 2.000 FT AGL CABIN...eoseen AT 500 FT AGL BRACE FOR IMPACT. AT TOUCHDOWN ENG MASTERS. APU MASTER S\ BRAKES ON ACCU ONLY AFTER LANDING © When the aircraft has store PARKING BRK... ATC. FIRE pushbutton (ENG and Af AGENTS (ENG and APU)....... Engine Agent 2s not available. NOTIFY FOR LANDING) .. ORDER} If Evacuation required: EVACUATION. sna NITIATE ELT <.... ..CHECK EMITTING not, switch on the transmitter © If Evacuation not required: CABIN CREW and PASSENGERS (PA)..... IF DITCHING ANTICIPATED APPROACH FOR LOG...... Oniy slats extend and slow. MIN APPR SPEED...@TAE: ‘ABNORMAL AND 70.01D aa aaa EMERGENCY PROCEDURES ARLRMEAASRUAREE WANTS DUAL FAILURE - FUEL REMAINING (Cont'd) VAPP... .. DETERMINE \apo is the maximum between VREF + 25 K/160 kt Weight (100K) | | 4] #| 2] 8|@]#|e]lximla Vapp x60 | 150 | 150 | 100 | 0 | ve | 160 | tea | | m| ve © Ata suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching (CONF 3 ; L/G UP) UG lever AT 2.000 FT AGL CABIN... : DITCHING pushbutton Preler dihing paral tothe swel If that causes a strong crosswind, ditch into the wind. In allcases, touch down with apchattude of approximately 11 * Minimize arr verical speed. AT500 FT AGL BRACE FOR IMPACT..... AT TOUCHDOWN ENG MASTERS.. APU MASTER SW.. AFTER DITCHING ATC (VHF 4). FIRE pushbutton (ENG and APU} AGENT (ENG and APU)... Engine Agent2is rot available. EVACUATION = see NITIATE ELT <@ CHECK EMITTING tna, swich on te ansiter. ssum CHECK UP) . NOTIFY FOR DITCHING) ON@TAE ‘ABNORMAL AND 70.02A jscneeaee EMERGENCY PROCEDURES a DUAL FAILURE - NO FUEL REMAINING ‘Asay ist te folowing actions required by the ECAM ENG DUAL FAILURE (i nt already done) EMER ELEC PWR (if EMER GEN not in line). THRUST LEVERS FAC 1... Thon apoyo folowing paper prosedre, ard lime pms, clear ECAM ales, and check the ECAM STATUS page. OPTIMUM SPEED..... 220 KT/GREEN DOT| Initay, fy 20 k, because the PFD may not csply the corec green dot speed. Thon fy the green dot ‘speed according tothe folowing table: “GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS) Weight (1 000 ka) ‘Atorbelow FL 200 L500 FL a00 e 26 2 206 o 206, 28 226 Cy 200 20 220) 6 a me 2 @ 1 198 204 @ 6 16 96 « 168 7 188 2 180 Ea 0 ‘At green dot speed, the air can fly up to approximately 2.5 NM per 1 000 (with no wind). Average rate of descent is appraximately 1600 fin. LANDING STRATEGY... DETERMINE | Determine whehara runway’ can be reached or the mos! appropriate place for a forced landing etching. VHFI/HF1 <€ /ATC1... ATC... - CREW OXY “MASKS (Above FL 100). CABIN AND COCKPIT... SIGNS... COMME} USE RUDDER wit CARE © WHEN BELOW FL 150 RAM AIR.. COMMON ACTIONS FOR THE APPROACH APPROACH PREPARATION ‘Note; Final descent slope, when configured (CONF 47 1G DOWN), wil be approximately 4.2Nimper 1 000 (with no wind). . SET CREW MASKS/OXY SUPPLY (below FL 100) IF FORCED LANDING ANTICIPATED APPROACH FOR LDG........ Only slats extend, and slowly. OFF USE FLAP 3) GDABNORMAL AND 70.02B agian (a2 faas EMERGENCY PROCEDURES aN DUAL FAILURE - NO FUEL REMAINING (Cont'd) MIN APPR SPEED. ..150 KT| VAPP.. DETERMINE} \Vapp isthe maximum between VREF + 25 KY/150 Kt Weight (1000kg) | © | #| #| 2] 2] || ||| 7 app 160 | 150 | 150 | 10 | 160 | 15° | 150 | 100 | wor | | me © Ata suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing (CONF 3 ; L/G DOWN) © When in CONF 3 and VAPP GRAVITY GEAR EXTN handcrank.... .. PULL AND TURN Fight controls revert o direct lw at lacing gear extension, Wait for CONF Sand VAPP before extencing te landing gear to enable the arrat 0 be trinmed for approach. Disregard “USE MAN PITCH TRIM’ on the PFD, because the stbilzer is frozen inthe positon where It was at, when the winding was insufficint to provide hydraulic power. © When L/G downlocked UG lever....... . APPROACH SPEED. ‘Adjust the speed to the dete DOWN} app. ding fi ‘approach speed may be adusted upto 200 ki (max speed wth sats extended). AT 2.000 FT AGL CABIN..... AT 500 FT AGL BRACE FOR IMPACT..... AT TOUCHDOWN ENG MASTERS..... BRAKES ON ACCU ONLY AFTER LANDING © When the aircraft has stopped PARKING BRK.. NOTIFY FOR LANDING) ORDER @ If Evacuation required EVACUATION... ELT ., - ECK EMITTING not, switch on the transmitter ™ If Evacuation not required : CABIN CREW and PASSENGERS (PA).... U@TAE ABNORMAL AND 70.02C arene aaromsre | EMERGENCY PROCEDURES: SO JUN TS. ABREU CPRRB DUAL FAILURE - NO FUEL REMAINING (Cot <> IF DITCHING ANTICIPATED APPROACH FOR LDG. USE FLAP 3) Only slats extend, and slowly, MIN APPR SPEED.. .. 150 KT} VAP... DETERMINE! app iste maximum between VAEF + 25 KV150 kt: Weight 000K) |] “| *|=|*|"]*|@|zl w]e vapp mlm) ml mm) m| mm) m|m| © Ata suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching (CONF 3 ; LIG UP) UG lever... : vows CHECK UP AT 2000 FT AGL CABIN.. . NOTIFY FOR DITCHING le ON DITCHING pushbutton. Prefer ditching parallel tothe swell It that causes a strong crosswin, dich into the wind. Inall cases, touch down with a pitch atituce of approximately ©. Mininize aircraft vertical speed. AT 500 FT AGL BRACE FOR IMPACT..... AT TOUCHDOWN ENG MASTERS. AFTER DITCHING ATC (VHF 1)... EVACUATION. ELT @ ‘trot, suitch on the transmitter oes OFFI NOTIFY INITIATE . CHECK EMITTING]@TAE AREER RRS ABNORMAL AND EMERGENCY PROCEDURES 70.03A WINS Intentionally loft blankAgteiast ABLES sanaay ABNORMAL AND EMERGENCY PROCEDURES 70.04A SOUUN TS Intentional et blank@TAE ABNORMAL AND 70.05A EMERGENCY PROCEDURES AIRE ROSE DUNT Intentionally left blankABNORMAL AND 70.06A ageaaaieeoqasst EMERGENCY PROCEDURES SNe ENG RELIGHT (IN FLIGHT) MAX ALTITUDE... ENG MASTER (affected) THR LEVER (affected). ENG MODE SEL... X BLEED . WING A. ICE (for starter assist) ENG MASTER (affected). Be aware that, contrary to an autostart on ground, the crew must take appropriate action in caso ofan abnormal sta. Engine gh up shouldbe achieved win 30 ate fu! fow increases. = When idle Is reache ENG MODE SEL. TCAS MODE SEL = .. Check ta the selectors et TARA since, the ENG SHUT DOWN procedure as been app, the TCAS mode selector may have been set at the TA position. Affected SYS... . RESTORE Restore affected systems, and set the X BLEED selector ta AUTO. © If no relight: ENG MASTER (affected). Wait 30 s before attempting a new start (to drain the engine). a OFF |‘ABNORMAL AND 70.06B EMERGENCY PROCEDURES SAINTS IN FLIGHT ENGINE RELIGHT ENVELOPE FL 300: 250: IAS (kt)er E ‘ABNORMAL AND 70.07A agisiamiaasaenzar EMERGENCY PROCEDURES a ENG 1(2) STALL ™ On ground : THR LEVER (AFFECTED ENGINE)... ENG MASTER (AFFECTED ENGINE) Inflight : THR LEVER (AFFECTED ENGINE)... ENG PARAMETERS (AFFECTED ENGINE) ™ If abnormal : ENG MASTER (AFFECTED ENGINE).. ENG 1(2)[SHUT DOWN| If normal: ENG A.ICE (AFFECTED ENGINE). WING ALICE...... THR LEVER (AFFECTED ENGINE) © Ifa stall recurs : THR LEVER (AFFECTED ENGINE)....... © Ifa stall does not recur : Continue engine operation wssesee REDUCE@TAE ‘ABNORMAL AND 70.08A ieee ay EMERGENCY PROCEDURES ane ENG TAILPIPE FIRE CAUTION External fre agents can cause severe corrosive Gamage and should, therefore, only be considered after having applied folowing procedure : ENG MASTER (affected). MAN START. AIR BLEED PRESS.. © When burning has stopped : MAN START. ENG MODE SEL.@TAE ABNORMAL AND 70.09A agienatonsaqianet EMERGENCY PROCEDURES =inz HIGH ENGINE VIBRATION 1 High N2 vibrations during engine start on ground: Engine start should be aborted (if vibration indications are available), when the N2 vibration level exceeds the 6.5-units advisory threstiold. The subsequent starts to be initiated after the engine has completely spooled down. This procedure may be repeated a maximum of three times. Report any N2 vibration ceisory contin inthe logbook. ™ High N1 or N2 vibrations in operation: “The VIB advisory on ECAM (N15 units, N2 > 5 units) is mainly a guideline forthe fight crew to monor engine parameters more closely ‘The ECAM vibration advisor alone dos not rue engne shutdown, Note: 1. High engine vibration may be accompanied by cockpit and cabin smoke andlor the sme! of buming. This may be due only to compressor blade tip contact wih associated abradable sees, 2 High Nt vibration are generaly accompanied by perceivableairtrame vibrations. High N2 vibration can occur without percelvebleeirkame vibrations. ENG PARAMETERS... sv CHECK Check engine parameters and especially Ear; crosscheck ih other engine oport ‘in maintenance log. 4 If icing is suspected: ‘An increase of engine vibration in icing conditions with or without engine ant-ice may be due to fan blades andor spinner ing ing may be suspected Nt vibration occurs without other engine parameters vation. ATHR. ENGINE ANTI-ICE.. IFENG ANTI ICE is off, switch it ON at idle fan speed, one ne engine after the. other with approximately 30 interval. THRUST (one engine at a time) Fecuce thst fo iif fight contions permit To shed ice, it may be necessary to perform several thrust variations between idle and a thrust compatible wth the gt phase. I VIB are sil above the avisr ate, sel tus temporary to 90% Nt if fight condions pemit ‘After each thrust variation, vibrations should decrease, indicating the progress ofthe ice shedding. When te ie i sed, vbratans shuld tu fo normal andthe ight crew can resume normal engine operation. 4 Ificing Is not suspecte © If above vibration advisor THRUST (affected engine)... REDUCE {fight conditions perm, reduce trust fo maintain vibration love! below the advisory threshold. the VIB indication does not decrease following thrust reduction, this may indicate other problems on the engin. » OFF] CHECK| IDLE THEN INCREASE ‘Note: Ifpossile, shut down the engine after landing for txing, if vibrations above the advisory threshold are, or have been experienced.@TAE ‘ABNORMAL AND BLANK agueasieaseaisss| EMERGENCY PROCEDURES TaN Intentionally left blankABNORMAL AND 80.01A Ase ST a 520) s EMERGENCY PROCEDURES ane CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE LANDING WEIGHT. rvenasoasanassunsenssnns 1» CHECK © if the aircraft weight is above the maximum weight for circling in CONF 3 (given in the table below): The aircraft cannot maintain fight love with CONF 3 and te landing gear down. FOR LDG.. ..USE FLAP 3 CONF 3 is prefered, to minimize @ coniguration change in shor final GPWS LDG FLAP 3..... ON Delay gear extension. Note: Ifthe approach is flown at less than 750 tt RA, the ‘L/G NOT DOWN" warning willbe triggered. The plot can cancel the aural warning by pressing the EMER CANC pb, located on the ECAM control panel. = "TOO LOW GEAR? waming is to be expected, ithe landing gear isnot downlocked at 5001 RA. ‘WARM WEIGHT FOR CIRCLING IN CONF (1000 KG) ont "AIRPORT ELEVATION (ee co) [7 200] 400 | 6000 | 6000 | 1000 | 1200 | 100 o| mo | oo | oo | oo | so | mo | wo | oo 5 [| mo | «0 | eo | oo | oo | so | ooo | 550 10 | 70 | eo | coo | oro | eo | oo | sro | sao {70 | eo | sso | oso | oo | mo | 0 | ovo | mo | oo | oo | oo | oro 560 wo | «0 2 {mo | eo | oo | mo | so | 30 wo | #80 30 | ero | oo | eo | coo | soo | s10 79 3 {so [| eo | oo | m0 | «0 | wo wo [eo | oo | so | so 4% [30 | 0 | s0 30 | so | so = | B80 STRAIGHT-IN-APPROACH WITH ONE ENGINE INOPERATIVE For performance reasons, do not extend flaps ful unt established on a final descent fo landing. ita level oftis expected during te final approach, perfor the approach and landing in CONF 3‘ABNORMAL AND 80.02A EMERGENCY PROCEDURES agieiasiainsaiat SION TS BOMB ON BOARD IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY, Hits notpossible to land and evacuate the etcatt within 30 mi, apply the following procedures: COCKPIT PROCEDURES BACKGROUND ‘To avoid the activation of an atitude-sensitve bomb, the cabin altitude should not exceed the valve at which the bomb has been discovered. To reduce the effects ofthe explosion, the aireratt should fy as ong as possible with approximately 1 P| dfferental pressure to help the bast go outwards, 1 PSI ferential pressure coresponds 1 a 2 500ttcflerence between the aircraft andthe cabin alte, These conditions are achieved by using the manual pressure contol PROCEDURE ‘The folowing procedure assumes that tis inated during climb or cruise: + First, maintain the cabin altitude. + While maintaining the cabin alttude, descend the aircraft othe cabin altitude +2 600 ft and ‘maintain AP att PSI + During further steps of descent, maintain AP at 1 PSI. For landing, reduce the diferential pressure to zero, unti the fal approach, It ight condtions ae diferent, the crew should adapt the procedure, bearing in mind the above-mentioned principles (background paragraph). BOMB DISCOVERY ~ \ ARGRIBE USE MANUAL. cab, ee CABIN ALTITUDE + 2500 Ft “CABIN ALTITUDE, AIRCRAFT (it climbing CABIN PRESS MODE SEL. -LEVEL OFF] MAN CAB ALT... .MAINTAIN CABIN CREW. ATC/COMPANY OPERATIONS.. FUEL RESERVES... . DETERMINE Keep in mind that when fying at cabin atude + 2500, the fel consumption in CONF 1, wth landing gear down, willbe about 2.1 mes that consumed in clean configuration. NEXT SUITABLE AIRPORT... FCU SPEED SELECTION KNOB. "ULL AND TURN Select the most appropriate speed, ‘aking ton care low speed could reduce the consequences of possibe structural damage, i the bomb .DETERMINE DESCENT TO CAB ALT +2 500 FEET or MEA or minimum obstacle clearance| altitude... weelNITIATE AVOID SHARP MANEUVERS CAB ALT.... MAINTAIN] © When at CAB ALT+ 2 500 1 PSI AP...ABNORMAL AND 80.02B EMERGENCY PROCEDURES SRR ‘SOJUNTS [ BOMB ON BOARD (Cont'd) GALLEY..... OFF © When the bomb is secured at the LRBL ¢ or cannot he scan EMER EXIT LT...... ON COMMERCIAL... FF FLAPS (fuel permitting).. AT LEAST CONF 1 For landing, use normal configur LANDING GEAR (fuel permitting, except for fight over wate)... © For any other steps of descent: 1 PSIAP... © During approach: CABIN PRESS MODE SEL. © When aircraft on ground and stopped in a remote area (if possible) : § If Evacuation required EVACUATION... : ‘Avoid ext, and exiting onthe same side asthe bomb or near he bomb. If Evacuation not required: CABIN CREW and PASSENGERS (PA)... CABIN PROCEDURES lta suspect device is found inthe cabin .. DOWN sve MAINTAIN WARNING [Do not cut or disconnect any wires and do not open or attempt to gain entry to internal components of a closed or concealed suspect device. Any attempt may result in an explosion. Booby-trapped [closed devices have been used on aircrat in the past. | WARNING | Alternate locations must not be used without consulting with an aviation explosives security specialist. Never take a suspect device tothe fight deck. (CAUTION |The least risk bomb location for aircraft structure and systems is ‘center of the RH aft cabin door. EOD PERSONNEL ON BOARD..... «CHECK “Announce :"Is thre any EOD personnel on beard 7. By using the ints, only persons familar wit OD (Explosive Ordnance Disposal) wil be made aware of the problem. DO NOT OPEN THE BOMB DO NOT CUT BOMB'S WIRES SECURE BOMB AGAINST SLIPPING PROTECT BOMB AGAINST SHOCKS ‘Secure inthe atiude found and do nat it before having checked for an anti inition device, GD@TAE ABNORMAL AND 80.02C ABtaas Base jase EMERGENCY PROCEDURES Sane BOMB ON BOARD (Cont'd) PASSENGERS. LEAD AWAY FROM BOMB ‘Move passengers atleast 4 seat rows away the bomb location. On figs, i ‘may be necessary to ‘double up passengers to achieve standoff from the suspect device. ‘Passengers near the bomb should protect their heads with pillows, blankets. All passengers must remain seated with seatbelts on and, if possible, head below the top of the head rest. ‘Seat backs and tray tables must be in their full upright position. ‘Sone tems may need tobe colected in order to secur tay tables PORTABLE ELECTRONIC DEVICES .. SWITCH OFF} ‘The cabin crews must command passengers to switch off all portable electronic devices. BOMB... sue CHECK NO ANTILIFT DEVICE] To check fran anti switch o lever, slide a sting or sti card (such asthe emergency infomation card) under the bomb, without asturbing the bomb. {the sting or cera cannot be sloped under the bomb, i may indcale that an anti swith or ever is present and thatthe bomb cannot be moved. Wa cardis used and canbe sid under th bomb, lave it under the bomb and move together wih the ‘bomb. Ititis not possible to move the bomb, then it should be surrounded with a single thin sheet of plastic (e.g. trash bag), then with wetted materials, and other blast attenuation materials such as seat cushions and soft carry-on baggage. Move personnel as far away from the bomb location as possible. EMERGENCY EQUIPMENT. REMOVE AND STOW Emergency equipment (PBE, fre extinguisher, ..) located close to the LABL must be removed and sowed in alterate locaton. GALLEY/IFE POWER. ‘Al gay and IFE equipment located clase tothe LBL must bo swiched of © If the bomb can be moved: RH AFT CABIN DOOR SLIDE....... DISARM] LEAST RISK BOMB LOCATION (LRBL) PREPARE| Bld up a plato of sold baggage against the door up to about 25 om (10) below the mile of the door. On top ofthis, bul up et loast 26cm (10in) of wetted material such as blankets and plows. lace a single thin sheet of plastic (9. trash bag) on op of the wetted materials. This prevents any possible short circuit. |CAUTION |Do not omit the plastic sheets, as the suspect device could get wet and possibly shor circut electronic components causing inadvertent device activation. BOMB INDICATION LINE.. POSITION ‘Note: A bomb locaton indicator ine isa 6 to 8 ft (1.8 m o 2.4 m) line e.g. neckties, ‘headset cord, or belts connected together) preferably of constating color, that hes the responding bomb squad tnd the precise location ofthe suspect device within the LBL. stack once constucted. OFF Position the bomb incication ine from the lecation on the plattarm where you will place the suspect device, EXTENDING outward into the aisle. GD@TAE ABNORMAL AND 80.02D aay EMERGENCY PROCEDURES ‘re BOMB ON BOARD (Cont'd) a BOMB. MOVE TO LRBL| Carefully carry in the atitude found and place on top of the wetted materials in the same attitude ana| 5 coe9 othe coar suture as poss. CAUTION Ensure thal the suspect device, when placed on the stack against the door, is above the slide pack but not against the Jdoor handle, and if possible, avoid placement in the view por. LEAST RISK BOMB LOCATION (LRBL).. COMPLETE, Pace an addlional singe thin sheet of plastic aver the bomb. [CAUTION [Do not omit the plastic sheets, as the suspect device could get wet and possibly short circuit electronic components causing inadvertent device activation ‘Buildup at 25 om (10 in) of wetted material around the sides and on top ofthe bomb DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE AIRSPACE AROUND THE BOMB. The idea sto buildup a protective surounding ofthe bomb so that the explosive force i directed in the only unprotected area into the door structure, Fillthe area around the bomb wih seat cushions and other soft materials such as hand luggage (saturated with water on any other nonfiammable quid) up othe cabin celing, compressing as ‘much as possible. Sere the LRAL stackin place using bel, tes or other appropriate materials The more material stacked around the bomb, the less the damage will be. USE ONLY SOFT MATERIAL, AVOID USING MATERIALS CONTAINING ANY INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME DANGEROUS PROJECTILES. LABL STACK Second Layer of Wet Materia! Sot Baggage, Dont Seat Cushions Bomb Location Indicator Line First Layer of Wet Material Hard Baggage SLIDE Container@TAE ‘ABNORMAL AND 80.02E agsoaaiqasayaze4 EMERGENCY PROCEDURES at BOMB ON BOARD (Cont'd) a PASSENGERG..... -MOVE/ADVISE} Move passengers at leat 4 seat rows away fom the least risk bomb location (RH aft cabin con). On ful fights, t may be necessary o double up passengers to achieve Standof ram the suspect device. Passengers near the bomb should protect their heeds wit pilows, blankets. Al passengers must remain sated wih seetboltson and, possible, head below the lp ofthe head rest. Seat backs and tay tables must bain thei ful upright poston, CABIN CREW.. we NOTIFY COCKPIT CREW} Cabin crew natty the fight crew that the bomb is secured atthe LRBL. EVACUATION/DISEMBARKATION.... EXECUTE] Evacuate through normal and emergency exits on the opposite side ofthe “bombs locaton. Do not use the door just opposte the “bomb. Use al available aipor tacites to disembark without delay.oTAr ABNORMAL AND Asisanieasieiaia EMERGENCY PROCEDURES 80.03A SOIUNTS ‘This procedure applies when engines are running. If engines are not running, Refer to the QRH ABN 70 ENG DUAL FAILURE (with or without fuel remaining) procedure, which has been amended to include the itching procedure when the engines are not running. PREPARATION ATC/TRANSPONDER (if available). CABIN and COCKPIT... Loose equpment secured, survival equoment prepared, bes and shoud hamess locked EMER EXIT COMMERCIAL L0G ELEV.. BARO... Cit the normal approach and landing CREW MASKS/OXY SUPPLY (boiow FL 100).... © When conditions permit: ElTestevere APPROACH AT2.000 FT AGL CAB PRESS MODE SEL BLEED (ENGs and APU) CABIN. DITCHING pushbutton. ‘Prefer dicing paral to the swell. f that causes a strong crosswind, dic into the wind. Inall cases, touch down with a pitch atitude of approximately 11“ Minimize aircraft vertical speed. AT 500 FT AGL BRACE FOR IMPACT..... AT TOUCHDOWN ENG MASTERB......... APU MASTERS SwW.... AFTER DITCHING ATC (VHF 1)... FIRE pushbutton (ENG and APU). AGENTS (ENGs and APU........... EVACUATION. ELT. Itnot switch ON the transmiter. wo» NOTIFY/SELECT A7700| Notify ATC of the nature of the emergency encountered, and stale intentions. Selec transponder code ‘47700, or transmit the distress message on: (VHF) 121.5 MHz or (HE) 2 182 kHz or 8364 kHe. “NOTIFY FOR DITCHING PREPARE | CHECK AUTO OFF ON: ... ORDER| . INITIATE “CHECK EMITTINGABNORMAL AND 80.04A ek maa eae! BEneeNet Poca ‘0JUNTS: FORCED LANDING This procedure applies when engines are running. If engines are not running, Refer to the QRH ABN 70 ENG DUAL FAILURE (wth or without fuel remaining) procedure, which has been amended to incude the {forced landing procedure, when the engines are not running PREPARATION ATC /TRANSPONDER (I available. ..NOTIFYISELECT A7700| Notify ATC of the nature of the emergency encountered, and. stale ‘intentions. ‘not in contact with ATC, select transponder code A7700, or transmit the distress message on: (VHF) 121.5 MHz or (HF) 2 182 kH or 8 964 KHz. CABIN and COCKPIT. ese PREPARE, = Loose equipment secured Survival equipment prepared + Beis end shoulder hamess locke. GPWS SYS. GPWS TERR. SIGNS... EMER EXIT LT. COMMERCIAL LOG ELEV. BARO.... Omit normal approach andlanding checist. CREW MASKSIOXY SUPPLY (below FL 100) pee ae OFF © When conditions permit: ch APPROACH 1000 PSI AT2.000 FT AGL CABIN... AT500 FT AGL BRACE FOR IMPACT... AT TOUCHDOWN ENG MASTERS. APU MASTER SW. BRAKES ON ACCU ONLY AFTER LANDING © When aircraft has stopped: PARKING BRK. ATC (VHF 1). FIRE pushbutton (ENG and APU). AGENTS (ENG and APU)... ... NOTIFY FOR LANDINGABNORMAL AND EMERGENCY PROCEDURES er ABER EES ERAS. 80.04B SUNS If Evacuation required: EVACUATION ELT... It not, switch on the transmitter. ™ If Evacuation not required: FORCED LANDING (Cont'd) a CABIN CREW and PASSENGERS (PA).......sssecsssseeneeen‘ABNORMAL AND 80.05A 7 EMERGENCY PROCEDURES asians ase aseo/aaa1 SINS CREW OXY MASKS.. EMER DESCENT... The fight crew mustintrm the cabin of emergency descent onthe PA system, SIGNS... EMER DESCENT... The recommendation isto descend wih he AP engaged: ~ Tum the ALT selector knob and pull = Tun the HDG selector knob and pul = Agjust the target SPOMACH. THR LEVERS(if A/THR not engaged). «DLE ~ HW autothrst is engaged, check thal THR IDLE is olsplayed on the FIA = Ht not engaged, retard the thrust levers ‘SPD BRK. wow FULL Extension ofthe speedbrakes wil significantly increase Vis To avoid AP isconnecton and aviomatc eration ofthe speecbrakes, de to possible acvaon of ‘Angle-obAtack protection, alow the speedo increase before starting to use the speedtrakes. WHEN DESCENT ESTABLISHED EMER DESCENT FL100, ormirimum allowable aitude, SPEED. evsnon . MAX/APPROPRIATE CAUTION |Descend at the maximum appropriate speed. If structural damage is suspected, use the fight controls with care and reduce speed as ‘appropriate. Landing gear may be extended below 25 00 ft. hn uch a case, speed must be reduced VLOWVLE. ‘Note: The recommendation is descend withthe autopilot engaged. Use ofthe autopilot is also permited in EXPEDITE mode ~# . ENG MODE SEL. IGN ATC.... NOTIFY [Notty ATC of the nature of the emergency, and state intention. If notin contact with ATC, transmit a distress message on one ofthe following requencies: (VHF) 121.5 MHz, or (HF] 2 182 kHz, or 8.364 ke, ATC XPDR 7700....... .CONSIDER: ‘Squawk 7700 unless otherwise spe To save oxygen, set the axygen diver selector tothe N positon. I the oxygen citer selector remains at 100%, the quantity of oxygen may not be sufcient forthe entre emergency descent profile. MAX FL... © IF CAB ALT > 14 000 ft: PAX OXY MASKS... This action confims fa the passerger oxygen masks are released. ‘Note: Notify the cabin cew when the aircraft reaches a sae light level, and when cabin oxygen is no more necessary.ABNORMAL AND 80.06A ageeasteaaaqagzs EMERGENCY PROCEDURES NE OVERSPEED RECOVERY ‘As soon a the speed exceeds VMOIMMO, apply the folowing actions: AP: KEEP ON SPEED BRAKE LEVER........ Note: The use of speed brakes results ina reduction ofthe speed envelope, THRUST REDUCTION. © ifthe A/THR Is OI ALL THR LEVER! © If the AP automatically dlsengages: HIGH SPEED PROTECTION : ACTIVE IN NORM LAW ‘The activation ofthe high speed protection result in an automatic pitch up in order to reduce the speed. © While the speed is above VMO/MMO: ‘SPEED BRAKE LEVER : AS RORD PITCH ATT..... » ADJUST SMOOTHLY AS RQRD, © When the speed is below VMO/MMO with a sufficient dit to VMO/MMO: SPEED BRAKE LEVER......... .AS RORD © If the A/THR is OFF: ALL THR LEVERG...... . MAN ADJUST © If the AP is OFF: FLIGHT PATH...... © In the case of severe turbulence: Refer to ORH OPS - Severe Turbulence RECOVER SMOOTHLY)@TAE ‘ABNORMAL AND 80.07A agienaignaaaiaaer EMERGENCY PROCEDURES —_ OVERWEIGHT LANDING LDG CONF. Use the ECAM fiap setting, if required for abnormal operations. In al other cases; FULL is preferred for optimized landing performance + the aircrat weight is above the maximum weigh for go-around (given in the table below), use FLAP 3 ‘orlanding inal cases, anding configuration i diferent rom FLAP FULL, use 1+F for go-round. Note: For weights greater than 70000 kg (or 164 000), S speeds greater han VFE CONF 2 (200k). Consequenty, onthe FCU, the crow mist selec! a speed below 20 Kt before setting FLAPS 2. When in FLAPS 2, the crew can use managed speed again. LDG DIST. sn CHECK PACK 1 and _.OFF or supplied by APU ‘Selecting packs OFF (or supplied rom APU) wl increase the maximum trust avaiable fam the engines Inthe event of go-arcund. AS REQUIRED} Fede the selected speed on te FCU to reach VLS et runway treshld. Teuch down as smoothly as possible (Maximum V/S at touchdown 360 fmin). © At main landing gear touchdown: REVERSE THRUST............ ... USE MAX AVAILABLE | © After nosewheel touchdown: BRAKES... ...APPLY AS NECESSARY} ‘Maximum braking may be used after nse whee! ouchdown. But, landing distence permis, delay or reduce braking to fly benef rom the avaliable runway length © Landing complete: BRAKE FANS << ..ON Be prepared for tire deflation, if temperatures exceed 800 “C. TAMIA WEIGT FOR GO ARGON W CONF OS) care "ARPORT ELEVATION FD 7 [ton [amo [ sow | soo | woo | wa | wow «a fs |s),efe |=)» |« |. 6s |= |= |e] |= |e |«].s ~» |e |» |e |» |= | |e [#7 2 |= |= |« |] |» |« | « w]e |= |» |= | 3 «|= | |* | | 5s Ce ee «|= [7 |» 50 7 73 5@TAE ‘ABNORMAL AND 80.08A agiaasiqasaiges EMERGENCY PROCEDURES sine STALL RECOVERY As soon as ary sal inication (could be aural warning, bute.) is recognized, apply the immediate actions: NOSE DOWN PITCH CONTROL... swe APPLY| This wil reduce angle of attack Note: Incase oflack of toh down authority, reusing trust may be necessary. BANK... «WINGS LEVEL © When out of stall 0 longer stl indications): THRUST... snusulNCREASE SMOOTHLY AS NEEDED Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with rude. SPEEDBRAKES.. .CHECK RETRACTED FLIGHT PATH. . RECOVER SMOOTHLY, © iin clean configuration and below 20000 ft FLAP 1... .SELECT| Note: fa sk of ground contact ens, once clearly oto tal no longer sta inccations), esabish smoothly a postive cmb gracient STALL WARNING AT LIFTOFF ‘Spurious stall warning may sound in NORMAL law, fan angle of attack probe is damaged. In his case, apply immediately the folowing actors: THRUST.....ssoeene we TOGA Athe same time: PITCH ATTITUDE. elo BANK. "WINGS LEVEL Note: When a safe fight path and speed are achieved and maintzned, sta! waming continues, consider itas spurious.‘ABNORMAL AND 80.09A EMERGENCY PROCEDURES —: TAILSTRIKE Inthe event of taste, appl the following procedure: LAND ASAP MAX ELicmactninnenaeis = svoneue 100 of MSA 500 fin should be targeted forthe clin, to minimize pressure changes, and far passenger and crew comfort. Sian, the ate of descent must be limited to about 1000 ftnin, except forthe finl approach that must be performed normally. Noy the ATC of the aircrafts rate of cm, RAM AIR. PACK 1 and 2..@TAE ABNORMAL AND 80.10A Asialaaiaiaseias EMERGENCY PROCEDURES Nt VOLCANIC ASH ENCOUNTER © If the aircraft enters a volcanic ash cloud: 180 ° TURN. nnn . INITIATE ATC. ': ‘ : NOTIFY] ATTHR. THRUST (conditions permitting) CREW OXYGEN MASKS. CABIN CREW... PASSENGER OXYGE! ENG ANTI ICE WING ANTI ICI PACK FLOW... Note; If CARGO VENTILATION system is installed, it is recommended to switch off the CARGO ISOL VALVES, to prevent a cargo smoke warning being triggered. ENGINE PARAMETERS. AIRSPEED INDICATIONS. it arepeed is umeabieor st, eter o QRH AEN 34 Umelabie Speed Indication procedure ‘Note: Vall engines lame out and speed indications are lst, fer to QRH ABN 70 DUAL ENGINE FAILURE procedure, o gt the required pitch attitude forthe optimum relight ‘speed, Incase of engine falure, switch of the wing ant ice bofore engine restart ‘Note: I visibity is insufficient for approach due fo windshieldwindow damage, consider ‘AUTOLAND. I AUTOLAND isnot available, consider opening he siding window onthe PFS side (maximum speed 200 Kt} afer cabin depressurzation To manually depressurize the cabin: CAB PRESS MODE SEL..... see MAN. MAN V/S CTL. FULL UP ‘Due tothe increased noise level, pay particular attention to visual wamings.@TAE ‘ABNORMAL AND 80.11A cous; waaaand EMERGENCY PROCEDURES ARERR RAISE! HONS A rod fig "WINDSHEAR' is splayed on each PFD associated with an aural synthetic vice “WINOSHEAR" repeated three ties. Itwindshears detected ether by the system or by pct ebservaton, appl the Following recovery technique ™ At takeoff: If before V1: “The take shouldbe rejected onli significant airspeed variations occur below indicated V1 and the pilot decides thal there is sufficient runway remaining to stop the airplane. 1 ifafter V1: THR LEVERS.. REACHING Vi SRS ORDERS. Inacessary, the fight crew mayo. ‘Note: he FD bas are not csplayed, move foward an intial ich auttude of 175°, Then, necessery, to prevent loss in atid, increase the pith attitude, Airborne, initial climb or landin THR LEVERS AT TOGA. AP (if engaged). SRS ORDERS. 5 necessary, the Hght crew may pul the sides ful back. Note: 1. Autopilot disongages if the angle of attack value goes above a prot 2.Ifthe FD bars are not displayed, move toward an inital pitch attitude of 17.5°. Then it necessary, to prevent a oss n altitude, increase th pitch atitude, DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR, CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR. FOLLOW SET OR CONFIRM KEEP ON| -FOLLOW|er AE ‘ABNORMAL AND 80.12A agiaasig(asz/aszt EMERGENCY PROCEDURES Dae WINDSHEAR AHEAD The "WIS AHEAD" message is cisplayed on each PFD. The color ofthe message depends on the severity and locaton of the windshear. ‘Note: When a predictive windshear alert ( WINDSHEAR AHEAD" or “GO AROUND WINDSHEAR- AHEAD’) tggere, the tight crew makes a pesive veilecton thao hazard exis, then the alert may be disregarded, as long as: ~~ There are no other signs of possible windshear conditions, and + The reactive windshear system is operational ‘Known cases of spurious predictive windshear alerts have been reported at some airports, during either tkeot or lndin, duet the spect cbstacle environment However, alvays relyon any reactive windshear ( WINDSHEAR ‘WIS AHEAD RED ™ Takeoff: Associated with an aural synthetic voice ‘WINDSHEAR AHEAD, WINDSHEAR AHEAD", © Before takeott: Delay takeott, or select the most favorable runway. © During the takeoff run: Reject takeoff. Note: Predictive windshear alerts are inhibited above 100 kts until 50 ft. ‘© When airborne: THR LEVERS....onsnnnsnnininnnsnnnnnnnes TOGA) ‘As usual, the slatflap configuration can be changed, provided the windshear is not entered. AAP (if engaged) KEEP ON SRS ORDERS. “OLLOW| ttnecessary the ghee may al | Note: 1. Autopilot disengages ifthe angle of attack value goes above a prot. 2 Ifthe FD are not dlsplayed, move toward an inital pitch attude of 17.5 °. Thon t necessary, to prevent a loss in allitude, increase the pitch aftiude esi nding: Associated wih an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD’, GO AROUND. PERFORM| AP (if engaged). KEEP ON necessary, the fight crew may pul the sidestick uly back. Note: 1. Autopiot isengeges if he angle o attack value goes above & pro. 2. Ifthe FD are not splayed, move toward an inital pitch attude of 17.5 ¢, Then, it necessary, to prevent aloss in attitude, increase the pitch attude. ‘| W/S AHEAD AMBER ‘Apply precautionary measures, as incated below: © Before takeoff: Delay takeoff until conditions improve. Evaluate takeoff conditions: U@TAE ‘ABNORMAL AND 80.12B Say EMERGENCY PROCEDURES sat WINDSHEAR AHEAD (Cont'd) aD * Using observations and experience, * Checking weather conditions. Select the most favorable runway (considering location of the likely windshear). Use the weather radar or the predictive windshear system before commencing takeoff to ensure that the fight path clears any potential problem areas. Select TOGA thrust. Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear. During approac! Delay landing or divert to another airport until conditions are more favorable. Evaluate condition for a safe landing by: * Using observations and experience, * Checking weather conditions Use the weather radar. Select the most favorable runway, considering also which has the most appropriate approach aid Select FLAPS 3. Use managed speed in the approach phase. Check both FDs engaged in ILS, FPA or VIS. Engage the autopilot, for a more accurate approach and earlier recognition of deviation from the beam, when ILS is available, ‘Note: - When using the GS miniunction, associated with managed speed, the system will carry extra speed in strong wind conditions. - Incase of strong or gusty crosswind greater than 20 kt, Refer to QRH PER-C VAPP Determination without Failure., or use the LDG PERF application of FlySmart with Airbus for VAPP determination.OTAE ABNORMAL AND 80.13A Penrtrreren EMERGENCY PROCEDURES — WINDSHIELD / WINDOW ARCING Affected WINDOW/WINDSHIELD ANTI ICE CIB... Pull the circuit breaker ofthe affected window/windshied heating system, incase of + Electrical arcing othe cockpit windshieldwindom, or Buring smel or smoke ientied as coming from the botom right comer of CAPT windshield or bottom let comer ofthe F/O windshield (On the rear CB panel ‘+ ANTIICE L WSHLD G/B AFIO (123VU) ‘+ ANTIICE R WSHLD C/B AFOS (123VU) + ANTLICE/WINDOWS L. GIB X14 (122VU) ‘+ ANTIICE/WINDOWS R CIB W14 (122VU) PULL|QTAE ABNORMAL AND 80.14A HBAS Ia| EMERGENCY PROCEDURES SINT WINDSHIELD / WINDOW CRACKED DIAGNOSIS OF INNER PLY. PERFORM| Touch the cracks with apen (or cereuly wth ngema) fo determine i there is a crack onthe caipt side. ™ If no crack on cockpit side: No limitation The inner py is notated. There, the windownindshil is st able to sustain th dterental presse up tothe maximum fight eve. '@ If cracks on cockpit side: MAX FL... . 230/MEA| Their ply ate. Te ght rn able easiy deli other pls aeafeced. ascend to FL 230MEA and reduce difrential pressure to § PSI ‘Note: The maximum fight levels restricted to FL 230/MEA fo obtain AP 5 PSI, without esutng inan excessive cabin atiude and an EXCESS CAB ALT warning, The folowing procedure enables maining AP 5 PS in manual cabin pressure mode. CAB PRESS MODE SEL... MAN VIS CTL..... Disregard the CAB ALT TARGET table csplayed on the ECAM and set the cabin atiude according to the table below: [aP=5PS] FL 100 rE 200 0 ‘CABIN ALTITUDE a 3000 500 30 © When starting the descent for approach: CAB PRESS MODE SEL. AUTO| Noe: ffs is insutcien for approach cue to windhilawindow damage, consider AUTOLAND, AUTOLAND is not avaiable, consider opening the sling window (maximum speed 200 Kt) on the PF's side, after cabin dspressurization. To manually depressurize the cabin: CAB PRESS MODE SEL... MAN V/S CTL. ‘Due othe increased noise level, pay particule attention to visual warnings.increas ABNORMAL AND 80.15A = EMERGENCY PROCEDURES S0JUNTS ECAM ADVISORY CONDITIONS SYSTEM ‘CONDITIONS [RECOMMENDED ACTION Gas VERTICAL SPEED [CPC changeover is recommended: MODE SEL (MAN) vis> 1800 in Wii 10, then: MODE SEL (AUTO) foAs aLTTUDE MODE SEL (MAN) CAB PRESS [atiude = 0.8001 anual pressure conto jap 15 Pstinphase Loa ELev aowst) If unsuccesstul: MODE SEL (WAN) Manual pressure conta DG OL TEMP 2 147° Reduce 1DG iad, posse (GALLEY or GEN OFF). ater: required restore when the temperature has cropped. Restict generator use io short tine ifthe temperature aes again excossvy, Diference between wing fuel quantiles | FUEL MANAGEMENT (CHECK) oreater than + 500 kg (3.307 b) Ir elisa suspactee, Refer 10 ORH ABN.28 FUEL LEAK Fuel temp greater han 45°C mer cel, [GALLEY (OFF) PUBL |or85°C outer cell Fuel temp lower han 40°C nine or [onside descending toa lowe aliude andor ineasing Macho outer cli ncrease TA. oxy Jo i mask snot being used, check tis comes stoned Jaber when pressure is < 400 PSI [FLAP OPEN Flap not uly dosed when APU master sacs of apy [EGT> EGTWAK 23°C inked ding APU sir) loLawy itive ino leak then the remaining i quanttyalows normal message LOW OILLEVEL pusseg) [APU operation for about 10h, UG@TAE ‘ABNORMAL AND 80.15B 318/A31 AS ZO/AS: EMERGENCY PROCEDURES ARLE AA BREE OIUN IS Continued from the previous page sare ConOTONS RECOWNENDED ACTON pers Tolpenae sbaeet0 Fano camera eee, |. fot esse stete 6 PS (ec neat wth ENG Ot LoPmnaniy cotton re sraon cae scum! ec pessae Yanan ty In both cases, meritor other engine parameters, especialy oll lore coc uy pipes cose sonora ene ate or aapans ogee Pesos rakedon a tot petay et ecaroeiedy ce ern nto, certo erg my te eso ste Bt Revd gol pesos ononeponag feng rman een lou Tene [anol tomperchr nreose during nonmal load Sle operations rs see fate sete nahin and tel can eed se orp engee anton = |Noie IF the OIL TEMP increase follows thrust reduction, tang tet ay rede ol pete nado an terete incense cube aes 0G 0 eng ee, T eco tnporetre ess bles | sce, tong ecrmended I aw Sond nese eng speed hase lo, and tye le. high Soeed- Recuce generator load or tum off generate. Ia ‘cron contans to fse mec tec locaw i para ai pvr Satin peal Tome es oe powers, hac TEMPS eae Non ee pears and cost hohe ore [rararon te oFIGHENGNE VERATON pois (oe oO77 iiesuns Viv hot Ee Vato 22 5 unts@TAE agiaaat a4 SERENE ABNORMAL AND EMERGENCY PROCEDURES 80.16A SOUUNTS TRIPPED C/B RE-ENGAGEMENT Ta Tight, do not reengage a crcut breaker (CIB) Fat has tipped by se, unless the Caplan judges F necessary todo 80 fo the safe conination of he fight. This procedure should be adopted only as a last resort, and only one reengagement should be attempled. ‘On ground, do not reengage the CIB ofthe fuel pump) of any tank. For al other CrBs, ithe fight crew coordinates the action with maintenance, he fight crew may reengage a tipped C/B, provided thatthe ‘cause ofthe tripped CIB is identited.@TAE ABNORMAL AND 80.17A agieaataasayasat EMERGENCY PROCEDURES RINT ‘COMPUTER RESET When a digital computer behaves abnormally, as a result ofan electrcal transient, for example, he Operator can stop the abnormal behavior by briefly interrupting the power supply to is processor, ‘The fight crew can reset most ofthe computers inthis aircraft with @ normal cockpit contol geector or pushbutton) However, far some systems, the only way o cu off electrical power is to pull the associated circuit breaker. To perform a computer reset: Select ihe related normal cackpit control OFF, or pul the corresponding circuit breaker. = Wait sf anormal cockpit controls used, or 5 sia circut breaker is used (unless a diferent time is Indicated) ~ Selec the related normal cockpit control ON, or push the corresponding circuit breaker ~ Wait 3 forthe end ofthe reset }WARNING | Do not reset more than one computer at the same time, unless instructed to do so. ‘Note: In fight, betore taking any action onthe cockpit CBs, both the PF and PM must = Consider and fully understand the consequences of taking action = Crosscheck and ensure that the CIB label corresponds to the affected system, “The computers most prone to reset are listed in the table below, along with the associated reset procedure. ‘Speci reset procedures included in OEB or TDUs are not referenced in this table and, when issued, supersede tis table ~ On ground, almost all computers can be reset and are not limited to the ones indicated inthe table ‘The folowing computers are not allowed to be reset in spectic circumstances: + ECU (Engine Control Unit on CFM engines), or EEC (Electronic Engine Control on IAE engines), and EIU (Engine interface Uni) while the engine is runing + BSCU (Brake Steering Control Unit it te arratis not stopped. ~ Infight, 28 a general rue the crew must rest computer resets to those listed inthe table, orto those in appicabie TDUs of OEBs. Before taking any action on other computers, the fight crew must consider and fuly understand the consequences. CAUTION |Do not pull the following circuit breakers: |- SFCC (could lead to SLATS/FLAPS locked). |- ECU or EEC, EIU.@TAE ABNORMAL AND 80.18A Prey EMERGENCY PROCEDURES wat COMPUTER RESET TABLE ara | Sptmnatinaioner | atetet sytin reset VeNTAVNCS peeve longrund on: a |SYSFAULT PuLCBY 17 on za | wens aoe prong JAUTOFLTFCU [Foo bate (2) FAULT Pulte cs on VU or FOU, er Net on fet ioFo Pash tates | Gs dapat age adh brnee leo anderen essen, [On ground: Pu he CB son AU FEU eat on fe errove |. Pasttatess | wAUTO FLT FCU 1(2) FAULT 7 eggs, CHE te ded pt todbarotr tence dearet non ‘Seen (ESET sce | rAUTO FLT FCU 1(2) FAULT ‘eis, pal bt 825.091 ant n fen |. Pst ater 7 wits dey ess Ban Ssbeween soe and? |. Wtatowt osx FO1 and FUE sty te coin |. Crt Spey es nbn tle a coer en feces (RESET seo JAUTOFLT FOU [Fev laa 1142 FAULT J+ Pul the C/B BOS on 49VU for FCUt, and then weson teu kero Pash tem ars CHEOC ne dyes rte ote tlre encore fen neces }On ground: Pa C8 65040 for FEU, ante Maton 1 nove Pash bam ir | wAUTO FLT FOU 142 FAULT pons, CHECK he delayed es ted termetr lees and core fe S sess RESET suet) | "AUTO FLT FCU 1+2 FAULT ‘emai, pl again both C1 BOS on 49VU and Met on 1210 |. Push them after 7 min witha lay of ess than Sssbetween st ard2 |- Wat for teat 30 fo FCUY and FCU2 salty ‘ests completion (CHECK he sspayed tages and baroretar felerene, and crest tem if necessary (RESET| successt) Fu targets ae synchronized on curent ara elves, and displayed as seeced targets RE-ENTER te barometer aliretr sting vab necessary,@TAE ‘ABNORMAL AND 80.18B agar EMERGENCY PROCEDURES anE Continued from the previous page ATA Sn Wuriegtaeten ‘Affected System Fest AUTOFLT YAW OTe) cao ae DAMPER 1(2) noe toperim a as, use he esol FAC perso FAULT |- Set FAC 1(2) pb to OFF | was | se FA6 12) toon |WINDSHEAR DET/»Ore lon sound ot FAULT or AUTO [The Fight Crew could cece! these oes by IFLT REAC WS eta Ca, oe ater ee DET FAULT <« } Pate Cas aren er | Pati Cs and 0 on 12100 anh them ater [One NEDU bso Bank )NEDU : {On ground. or in fligth: 7 he CB ether tare MCU and push Roackter 15 The seus rears the COU a + AUTO FLIMICDU Bt ON 49\UOreese Pane) + AITO FLTMCOU N20 ON 121 Wht Fr Marienare Pane) + RUTOFLTIUCDU 3 Net ON 121 WU ht ar Marienanee Pan) lsan cov ecea [aN a Peeve AP a ed ee asia tae Ag exe power APU gral gone |- Watt2 min btore reseting te FMGC cca breakers FD tra) (OFF) |- Pul the CBo! he afected FMGC and rset t ‘afer 10s, The el beakers ort FMGC's ‘+ AUTO FLIFFMGC 1 82 0N 49 VU (Overhead Panel ‘+ AUTO FLTIFIGC2 WAT ON 121 VU (ight ear Mairienance Pane) [CAUTION [Always wait 1 min after the "PLEASE WAIT" message disappears from the MCDU, before lengaging or reengaging the FDs Jand the AP of the reset FMGC. Ise: Due totic ane, MANUAL FG RESET pacar maybe ‘suonessta fs, te tight caw may _atlempt the same procedure with engines tuning@TAE BECHARA AROBOR yasa4 ABNORMAL AND 80.18C EMERGENCY PROCEDURES SOJUNTS Continued from the previous page ATA ‘System malfnction or ECAM Warrng/Caution Affected System Reset inti: J FD or2) (OFF) [+ Ful the CB of te atc FMGC and reset ae 10s. The cout breakers fr he FMGC's + AUTO FLTIFMGC 1 B2 ON 49 VU (Overheed Panel + AUTO FLTIFMG2 M17 ON 121 VU(RIght Fear Maninance Panel) CAUTION Always wait 1 min after the "PLEASE WAIT" message disappears trom the MCDU, before engaging or reengaging the FDs land the AP of the reset FMGC. 2 ICOM CIDS 1+2 FAULT loos Jon ground, orn ih | Pulte CBs in the fotloning order: (G02 on 49VU, MOS on 121WU, Wet 10, then |. Push he CB in te fellwing oder 05, cn. ‘Aer CIDS reset, wal apeoxmataly 4 min, before recovering orm operation [Frozen FNP la Jon ground orn tight: [The ight crew must reset al the AMPs on ater the ote via the AMP cont pane |. Set RMP ONIOFF sw to OFF postion, | watss, ‘Set RMP ONOFF ew to ON pion, FAP feng FAP or Tape reproduce lPraw Jon ground, orn tight: PuLCB M4 or t4 ~@ jot he FAP nthe rat Wet 10s bole putin he 08, | iF uNsucoEssFUL: Pale ae eproducer/PRAM CB 001 or E01 or FO7 on 000VU (ei) = Wa 10s belo pushing th CE‘ABNORMAL AND 80.18D EMERGENCY PROCEDURES Continued from the previous page ~ [Sitaman | een = sana JO bial 2 ote ict Te GPU cannot be consected tte elect rework fhe atcra(AVAIL itis OFF | Ifatleastone power scurce (0G | 2, APU GEN erties) i oonnecedto he eectical atarkal be arc Reset the EXT PWR pb on 35VU Press and release) | 70 power source cannsced othe eeticl retort the aire Selthe BAT 1 pow and BAT2 pbswio AUTO. |SMOKE DET FAULT soau Jon ground only: - Put IB 6 on Avy, and OB 718 122VU, Wisi 10s blore pusing bth Gis. a FICTL ELAC 1(2) FAULT (ene or both loorper tle) EAC lon ground rin tight Se LAG 1 pb OFF | wats, | sei ELAC 112)pb won WARNING {Do not reset more than one computer ata time. Note: - Wien an ELAC resatis prom on gree te ‘crew mustcheck hops tm poten Ia eset performed an ground, te tight crow must then prforma fg conto check [FLAG or SEC matuncion FLAC SEO JELAG or SEC may bores, WARNING ]Do not reset more than one computer at atime, - Itis possible to reset the fight control computers in fight, even i not requested by the ECAM, provided only one reset is performed at a time. Nate: | When an ELAG resets permed on ground te crew must check the pic tim positon | rset perermed on grew, th ight cow mus then performa ight contol check,ABNORMAL AND 80.18E sginaaisanamiiat EMERGENCY PROCEDURES ee Continued from the previous page ed ve (esoteannty [FOC lntcaon oSrtano.s feseaatoroe lozenge EUEL j Puzesce: L OUTER XFR + Ghee V0) 2s [CLOSED nw FUEL 5 Gel ate ason a0) Rae |. tte tetae dig fo 308 ICLOSED atts ae: Te ty aon wile [FUEL 80 indosies ro [noma ‘e-estabished within min, IFW FWC 1(2) FAULT FAG lon ground: Put tien push, the Co the eteted FHC: | FAC 1 (Fot on 4evu) FNC 2(Q7 on t21VU) Wit S0s ater pushing he Cis. nto: Pu. en posh he CP ow afeted FH: + FAC 1 (Fot en sv) | FAC 2 (a7 on r21¥U)@TAE ‘ABNORMAL AND 80.18F Ase aeibe EMERGENCY PROCEDURES — Continued from the previous page wa | Syenindenet | amet oyem Fest BRAKES SYS 1(2)[°5 a FAULT |- STOP aircraft, 5 | Se PARE hand 0% BRAKES BSCU | ni a ving are, ICH 1(2) FAULT ‘Set NSKID& NAW STRG sw to OFF, Se ASKID NAW STAG sw to ON, Wuneuooesstl: ~ PulOlBeIM33 and a4 on 121¥U for BSCU stan = PUICIBSIM36 and Mason 121VU for BSCU hanna 2, = Push OB. Jat a succestul reso, resume to norma foeraton betes After any BSCU eset 1. Chock brake 2 Recor BSCU resctin he gbock in Fight: Wren aning gear is up ony | Set ASKID NW STAG sw tc OFF, | Set ASKID&NAWSTRG suc ON, |. trequted, ear the autora, len aning gear is down: eset nol suoried. te; Aterany ecu rest Record BSCU rect inte gbeck WHEELNW — ‘fescu Jon around on w |STEERFAULT ase A lor ite tre cortions belo ar hie WHEEL NW |. the WHEEL NW. STAG FAULT alt wan ISTRG FAULT tigger tte enn sat |. the NW STRG DISC memo nas deplayed bore the tart ol he pushbeck (befor the aka starts moving) |. the NW STRG DISC memo remsinodcslayod even ater the pushback's ished (nsenhen stewing selector bypass pins inthe tering poston) larly the blow reset procedure. ithe ECAM aot cicappeare ar terse, ie fight crew may continue the fight out rubleshoctig lcaseB nal other cases, incuding in case of dbl on ie above condons, woubleshotng must be lerormed bear coring the Sigh, een the JECAM alert cisappears ar the est For rtum othe gate |. Apply the below reset pocedie |. The tax speed must not exosed 10 eset Procedure: | STOP acrat, | Set PARK BRK handle ON, Cetin tat inning bai econnecte, Set ASKID& NW STRG ew 0 OFF, Set SKID NW STRG ow 1a ON, ct Aor any BSCU eset 1. Check wake ofcony,@TAE BRERA AS RRAREE ABNORMAL AND 80.18G EMERGENCY PROCEDURES ‘SOUUNTS Continued from the previous page ath System malfunction oF ECAM Warring/Cauton Affected Systom Reset Chaat abeonas of aa ven ‘8. Record the BSCU esa the logbook UG LGCIU 1(2) FAULT iscu Te JOn ground only: Heft crew must pressurize th green yaaa esto belorereseting the LGC. | ENG 1 PUNE OFF, PIU: OFF, hen thers no green hyaulipreeute: TToresat GOW 1 ‘+ Pul CB G34 on 121¥U, then 609 on 42¥U, + Waifor 15. hen push the CBs; |. Toreset Laciu2 + Pul CB 035 on 121¥U, + Wator 15, hen puch the CB, [ater te LOCIU reset, restore green hydric pressure (ENG 1 PUMP ON, PTU AUTO), INAV TCAS: FAULT reas Jon ground ont: | Puc Kia on t21Wu. | Wats, ten pus the Cr, [SiS ratineton| 58 Jon sound ony: Wit rat nt mings Pul OB Fiz on 48VU, + Waits, hen push ie CB, Norm operation i expected ater approvirately 2 min Note: nthe case of smal aera mtion dures the CB reset (etusing cargo losing conditions, et) the ATT 6 fag may appear on ho ISIS. In is case press the PST PB or2 , andwalt2 into recover nome cperation.@TAE ABER RERETRROSS. ABNORMAL AND EMERGENCY PROCEDURES 80.18H WANTS Continued from the previous page System malnction ATA | ECAN Wering\Ceution ‘AMfected System JAIR ENG 1(2) IBLEED FAULT or JAIR ENG 1(2) IBLEED ABNORM PR Ergo Bod Spry Sper Reset Noe: Donat attempt more than ae resek Jon ground orin ight + the PACK (nonatete sii operative, and the Wing Anti-ie is OFF: | ENG BLEED atfecie de) ens OFF 1 tho ENG BLEED (atfectd st) p-sw FAULT light i on Delay aplicston othe reser FAULT lett extnguiches, 1 tbe ENG BLEED (alfctd sie) b-sw FAULT light is off be) BLEED... auTo + PACK (alfected $i) etn ENGBLEED (aected sie), ON Check hat the alates Ene Bees Vave isopenon the BLEED $0 page. “+ AIRENG (AFFECTED) BLEED FAULT alert or AR ENG AFFECTED) BLEED ABNORM PR alert reoccur or I Engine Bleed Valve (tected side) ‘otopen onthe BLEED SD page: ENG BLEED [tectad $0) ns OFF x on BLEED. OPEN Fecord the ENG BLEED restin the logbook (successtul or unsuccss). JAIR ENG 1(2) |BLEED NOT ICLSD Ergin Boed Supply Syaten Note Jon ground only ENG BLEED (attested sie). OFF 1 the ENG BLEED (atfcte side) pb-sw FAULT ight ison: Dele applcason ofthe reset unt FAULT ht extinguishes. 1 Hthe ENG BLEED (atfcted side) pb-sw FAULT ight is of + ENG BLEED flected side) -ON Do rt attempt mar than ne reset |. check atthe ates Engine Boe Vai closed onthe BLEED SD page Note? Record the ENG BLEED reset in he laghook evecsstl er unsuoceest). Faure messages onthe [clos FAP inti ein Vacuum Sytem Coneakr Jon ground, orn ght: | Pull cB a6 or BO5 cn 2001, cabin | Wat 0. hen push ha CB. UGTAI ABNORMAL AND 80.181 EMERGENCY PROCEDURES ABERRANT ARRSE S0JUNIS Continued from the previous page ‘System malfunction or tied ara] Qaenmalineionor | ated System Reset [ASU Makinson [ATED [avATSO rect sad be atone fay Jeelston tas no oft on ayo fe MCOY ATSU DATALRK sutmenc. lon round oin ht 6 |. Pulte CBs in teow ode: L6,LI50n 1200 wats, ten ste Cet ting cdr Us.@TAE ABNORMAL AND BLANK ITE ng EMERGENCY PROCEDURES BR AEPEACM EON OMNIS Intentionally lft bank@TAE NORMAL PROCEDURES a Beisioeiae TABLE OF CONTENTS ale = Normal Procedures Safety Exterior Inspection. Preliminary Cockpit Preparation. Cockpit Preparation... Before Pushback or Star Engine Star...... Atter Start. Taxi... Before Takeoff.. Takeoff. After Takeoft.. Aircraft Configuration for Approach... Approach using LOC G/S Guidance. Approach using FINAL APP Guidane: Approach using FPA Guidance. Landin, Go Around. After Landing. Parking, Securing the Aircraft. Normal Checklist Before Statt.... After Start. Before Takeof..... After Takeoff / Climb..QTAE NORMAL PROCEDURES ‘TABLE OF CONTENTS WP 22 DWNT Intentionally left bankWP @TAE NORMAL PROCEDURES 12 MMARY OF HIGHLIGHTS SgaBIaEaGa)| SUMMARY OF HIGHLIG me Tacaaton Page [0 Tasso Tie Trae E+ eet ea eT oo: MEENA Calg Prepaton tenn Ee perl ECR Te aE] Sania oso PEO ST TS OIE te sosrbedin te FOOM wae re Acta Coniguraton lor Approach to crew ust slo FLAPS patton 2NORMAL PROCEDURES ‘SUMMARY OF HIGHLIGHTS WP SUNS Intentionally let blank@TA E NP-NP ‘Tears Avian ETE NORMAL PROCEDURES 12 aa RaRIRIsaORY SUNS SAFETY EXTERIOR INSPECTION PF PM one Tia | pons. Geacrasmon ren cio PRELIMINARY COCKPIT PREPARATION PF PM oma = exe None sax eon weaver mao on Peal ee pn wre ore on bar. sesame xeon 1s aro leven cocoate fe ra asso Feri pe 1s oro cose ue ren cca ect nce + ceases TVEha OL GN cmon Eater cxcocrosmi Taree RL eect pen + eanano Sa se so hocueeanes mess roy lca pws ocr cx PS an GOERS coco oNSARDSTONED I} exTENCR WAKAO rere@TAE Lad ‘cna so ee NORMAL PROCEDURES 2n2 gunienumavanaaa sa COCKPIT PREPARATION PF PN aL WsTeuos eau a on vere ee eur arunscir zorarg ALR WOE wee na herp ore paownaran pace Eres ana iss en cree + eco eee cose coon oa nc Pa vom | ene asters creer eve won ae Geno tance sr eer cearemn crack stove ac sry ba sc | cas <8 md hes totcnwmenbo a ee |GLARESHIELD: |GLARESHIELD: PGCE REFEREE nee SRENETAD REFERENCE se] Its aro ts 7s ro | marr 22) torwnearee se Y Sonnor wr 7s wo YOR me sso | eu =| 1@TAE faa pc oly NORMAL PROCEDURES 32 iia can ns SUNS Continued from the previous page PF PM |LATERAL CONSOLE: |LATERAL CONSOLE: lox mas so TESTORY MASK . res lysTRUMENTPaNEL: lnsrUNENT PANES: PFONO bahness. sowst PFO bighness, sows ovosPEAKER ket ser] 0UoSPEAKER hob se] | pron coer} rDNo. ssn CHECK } 10 ELEV (ECA nrnnnnnnnen CHECK AUTO} IS ALI. 7 cx } CAN STATUS nnn creo J TAKEOFF BRIEFING. nn PERFORM BEFORE PUSHBACK OR START PF PM LOADSREET. a GREG TORDSHEET rE Fos. crecxfroa. cx Js To ora (CHECKREVISE AS RORO|REVSED FUS TO DATA HEC sean Posmion ADWUST|SEATING POSTION sows rus PER TO page. nen SELECT PS FPL 9898 non se.ecr ext pwn, 7 coeC« ava EXT PUR DISCONNECTION quest] lbeFOnE START Ct down ote ne. ‘CouPLETe|2eFORE START down othe Ire coumtere JpusHaaci’sTaRT CLEARANCE. TAN are : 3&1 FoR OPERATION hwnoows00Rs. (CK cL0seD}tNDOH/DOORS. eck cose sues. co#eox anwen}sLDES CHECK AED} xrenioa uc. ser harusr Levens wo. ccu Press. creo hwstR osc. ‘HECK AS RRO para ark, As Rano bcFORE START Ct. bln te ne. ~COVPLETE|BEFORE START CL bk he ne cowptere ENGINE START PF PM ENG WODE eect cm iT] ena 2 sta. ANwounce| EN WASTER swicn2 of lens ine paRaMereRs creo enc 1 stan 7 _-ANNOUNC| EPEAT THE STAAT SEQUENCEer “AE WP-NP ‘ann Aiton NORMAL PROCEDURES an2 ASERREAMAT ESR WANTS AFTER START PF PN ENG MODE selec. won Ju eLzE0 paw (FF eno seo. a ENG ANTIICE pw AS FORO|AUD TAM. Eno] hn axm ie pon. veeetAS FORD] FLAPS : | Ju WASTER BW. veennenens AS PORDPITCH TA... set] lecaw srarus, cchecxlecaw sravus : CHECK] lww STEER Disc MEWO. CHECK NOT DISPLAYED] lcLEAR TO DISCONNECT nn ANnounce| JETER START Cn ~~ COMPLETE AFTER START Gt. : cowetere| TAXI PF PM VTaxicearance obtained extern ucts... ween SETYTAXI CLEARANCE ne OTA PARKING BRAKE hand... FF BRAKE PRESSURE. nox ar eno hanust Levens. ss RRO RAKES onan cHecfanakes : nec FILLER or RUDDER PEDALS. enenn neve USE AS ORO} laren... ccuecfrut on. . ciECx }aTc clearance obtained: aro cuzarance cone [ro para ccHecr| Fs FPLaNsro. 7 ccuecr| Fou autos, se bora Fo. 7 nee HECK OM Prono. Bea ccaeox|PFDNO..... en HECK laEOFF BRIEFING Cconria ADK end PREDICTIVE. WNOSHEAR sysTEM 1s Faro} Jaro coveMooe CCONFINSET FOR TAKEOFF| [ERR ON ND @TAE PAE = ae NORMAL PROCEDURES 92 ARLEEANER RRB SONS Continued from the previous page PF PM [atmininan 00 [ONE FUNDRED ABOVE. THONITOR Of ANNOUNCE At minimum: lconTiWuE OF GO-AROUND. _ANNOUNOEMNIMUN. oNrTOA OR ANounce| ‘on the situation, (i) PFITAP IS ON, PMITAP is OFF. The PF may request hat his acon is performed bythe PM depending APPROACH USING FINAL APP GUIDANCE PF PM |DESCENT PREPARATION: WEATHER AND LANDING INFO nn OBTAN FPN a Pag (OFEOK FAUNA Page cece EON PROG Page. CCOMPLETE|PROG Page. a" cover [co anouno srRaTEsy. even] pescen: a 1000 NAV ACCURACY. nn vv CHECK ror anawianss): rs PaMARY. Heo leanO Pe... se INTTALINTERNEDATEFINAL APPROACH pos... onto APR oon FU Press| see nav {CHEOK ARMED or ENGAGED] Na. CHECK ARMED] at Fn! Descent Point: Fa. are (o#E0K enn] {60 AROUND ALT ser! Pur Parawerens MONITOR Janource any dovatnin exces of: J xrk>o Nw } nev > dt a nina +100 9: Jove HUNORED ABOVE... MONTOR OR ANNOUNCE at minis lcormue oR co-aRouND. ANNOUNCE MINIMUM, MONITOR OR ANNOUNCE| ‘nthe situation. (1) PFITAPIS ON, PM AP is OFF. The PF may request thal this action is performed by the PM depending APPROACH USING FPA GUIDANCE PF PM cuec| (COMPLETE| IF-PLN A Page, PrOG Page.. coHeca| CCOMPLETE| F-PLN A Page lpr Peg. uu@TAE oa Sec Sctivane NORMAL PROCEDURES 4012 AIEEE RNa WNT Continued from the previous page PF PM [SO AROUND STRATEGY EE J DESCENT: pat soo00t: WAV ACCURACY, rn cro ror RNAW(GNSS) Ps PRIMARY. 7 ox |INITIAL/INTERMEDIATE/FINAL APPROACH: LATERAL GUDANCE WO....n..SETFOR APPROACH frorLocoNty ands Gs ouT Loc psn ress| toe cH awe] lrorback ours oan sprosches: TAK FPA MODE USE FOR APPROACH LATERAL pth, sstencerr| [rk FPA i) saecr| FPA FOR FNAL APPROACH se -a103 Wt rome Fil Descant Po: FPA 8 nnn enn uu ren. CHECK ENGAGED rosmowrur am MONITOR AD.UST 60 AROUND AI. ser () FL PARAMETERS nse MONTOR| Jrncunoe ay ditions excaas ot J ooroach sng NAY MODE: XTK > 0. NM J seprach sng LOC MODE: LOC dt | Aoproach sng TAK MODE 1 Vor weetoras* Noa 5* tna +100: Jone HunoAEDABOvE.......§MONITOR 08 ANNOUNCE| at inimune Jcowrae 08 6oaROUND ounce nut MONITOR Of ANNOUNCE (1) PFITAP Is ON, PMit AP is OFF. The PF may request that his action is performed by the PM depending ‘onthe stuain LANDING PF PM fn said approach condone et approx 30% FLARE sn eAFORWATTTUDE . onror| huRusr Levens ie a touton lenoranon snma| lori TaFusT Levers. FV MAX or RE OLE|GAND SLRS. cvgcxmnnounce revensens. cHecxannounce lomecronat covTrat. ENSURE|DRECTONAL CONTROL nnn MONT loranes. ‘As RORO|DECELERATION _.CHECKANNOUNCE vu@TAE Whe Senne Arse NORMAL PROCEDURES 112 AIIM. SONS Continued rom the previous page PF PM ba7oKe laovs THusr Levens rev tel i announce atin speed laovs THRUST LeveRs wo wie etre 20k: —— 7 osevcace| GO AROUND PF PM HeRUST LEVERS —n TOA ROTATION sn PERFORM lconrouno, aca Announce FLAPS ee. SELECT AS FORO Fh... ~ANNOUNCE| posmve cunt. axnounce lus up. conceals seuecr uF le as aoRO| AV or HO mode 1s noro| AT GATHR RED ALT hfusr Levens. al |r Ga ACCEL ALT: sPeco. onion] Lar Peco: ars 1 oroea}rus 1 sete ars seen: ars 0 conver} Lars 0. se.ecr lo shurs. sara lxtemon uci. ssiasart ser| are TAKEOFF C. dow tin COMPLETE|AFTER TAKEOFF CL dn the nnn COMPLETE AFTER LANDING PF PM lami SARS co) extention uss. se panna, _.oFF Tey REDCTIVE WNOSHEAR = ort ENG MODE ster. No ears. Tract] TCAS <8 .SET on standby] arc 1s roro| a. TART ance 1s aro] brake tev oxo [tea 06 ck ce COMPLETE AFTER LOG Ch couPtere@TAE ENP lal NORMAL PROCEDURES 1242 BERET AGRO SOUNTS PARKING PF PN facou PRESS: a COHEOK)ANTOE oFF| PARKING BRAKE hard a (ON|APU BLEED pew. nO ENG MASTER 1, 2nr non FF| jsunes. {CHECK D'SARNED| [sear BELTS sx. oFF| Fv Puwes. ore] exXTEAIOR LGHTS...... senate. Toor] [cnouno cowrecr. ESTABLISH)IRS PERFORMANCE. ccc uct ory, 7 oxox stan... crx PARKING BRK, AS ORO|BRAKE FAN = ne OF Jo an ows, on [PARKING ci... COMPLETE PARKING Gi compete] SECURING THE AIRCRAFT PF PM PARKING BAK Jin (240, loxy crew SUPPLY go nn OF exteAIon uGHTS...... nen OFF Ivar eus sw. ene BORD JaPu BLEED pow oFF| JAPU MASTER SW... or] lewen ExT LT 9. oFF| [cus on. cs FF lexr Pw pb. As RaRo| laar 2 Fe] SECURING THE AC CI. COMPLETE SECURING THE AC Ct. cowmete|@TAE IN FLIGHT PERFORMANCE i ASIBIASIO/AS: o1a329 TABLE OF CONTENTS: STRATES ASE TorEB TS Specie ete eee eee eee eee Pe ea Speeds... Fuel Penalty Factors Use of Fuel Penalty Factor Tables... Fuel Penalty Factors/ECAM Alert Table.. Fuel Penalty Factors/Inop Sys Table.. Landing Performance Assessment PER-C Method to Determine Aircraft Performance at Landing without or with a Single Failure. 6 Method to Determine Aircraft Performance at Landing with Several Failures 216 Runway Condition Assessment Matrix for Landing. VAPP Determination without Failure... VAPP Determination with Failure... Landing Distance without Failure Landing Distance without Failure ... Landing Distance with Electrical System Failure PER-24 Landing Distance with Flight Controls System Failure PER-27 Landing Distance with Slats Flaps System Failure PER-27A Landing Distance with Hydraulic System Failure PER-29 Landing Distance with Anti ce System Failure PER-30 Landing Distance with Brake System Failure = PER-32 Landing Distance with Navigation System Failure PER-34 Landing Distance with Bleed System Failure PER-36 Landing Distance with Engine System Failure PER-70 One Engine inoperative PER-E Cellings... 1A Gross Flight Path Descent at Green Dot Speed Cruise at Long Range Cruise Speed. In Cruise Quick Check Long Rang Gu@TAE. IN FLIGHT PERFORMANCE on agieistenssngst TABLE OF CONTENTS LS, Continued from the previous page All Engines Operative PER-G Optimum & Maximum Altitudes... - In Cruise Quick Check at a Given Mach Number.. Cost Index for Long Range Cruise Speed. Standard Descent. Quick Determination Table of Alternate Flight Planning... 4 Flight Without Cabin Pressurization In Cruise Quick Check FL 100 Long Range. Miscellaneous Ground Distance / Air Distance Conversion. IAS | MACH Conversior ISA Temperature and Pressure Altitude Correction. Wind Component...@TAE PERA ‘ean ones ere IN FLIGHT PERFORMANCE 12 iC cance TO FEB SPEEDS ‘OPERATING SPEEDS KT) cones Weight (1000 KG) F s Grendel | viscones ver F< 200lt! a 7 2 18 iw cs a @ is 1 Wa 7 @ 3 18 1 7 18 @ 13 77 1 74 I @ re 1 192 ry 1 @ 1 16 20 19 3 CI 1 12 Be 7 1 @ iz 7 26 1 1 7 17 a Za 16 1 7 ‘61 2 m @ 1 7 18 a 2 1 17 (1) Above FL 200 ad Ki per addtional 1 000 For OG < 25 % add 2 Kt to VLS and VREF@TAE AIEEE SEIS! IN FLIGHT PERFORMANCE PERA 22 T9FEBIS Intentionally let blankPERS @TAE IN FLIGHT PERFORMANCE 14 AEERERE SERS. ToFEB 1 USE OF FUEL PENALTY FACTOR TABLES USE OF THE FUEL PENALTY FAC ‘The Fuel Penally Factors provided inthe folowing tables are conservative Values, given as a guideline in ‘tder to increase the crew awareness and to help the decision making ‘Note: In case of aiure impacting the fuel consumption, the fuel predictions provided by the FMS are ‘no longer reliable (except in One Engine operative OEI canton). The fight crew must stil compute and monitor the aetuel ful consumption Refer to the following tables in order to assess the impact of the failure on the fuel consumption after any ECAM alert that: = Displays the ino INCREASED FUEL CONSUMP in the STATUS $0 page, or = Displays Fight Cottol Sues in the INOP SYS, or ~~ Impacts the Landing Gears or Landing Gear Doors retraction (when extended). ‘The Fuel Penalty Factors given ntese tables have been calculated taking into acount + The FUEL CRITICAL INOP SYS, and = The aieratcontguation, speed or altude described inthe CONDITIONS colin Ensure thal al these condtons are ll me etre applying the corespending Fuel Pena Factor METHODOLOGY ‘The methodology is the following: ~ Check ECAM ALERT table odotemino Fuel Penaly Factors appicabo depending onthe CONDITIONS column, then + Check the INOP SYS table in order to determine i, according to the actual aircraft stalus, there is a Fuel Penalty Factor appicable depencing on the CONDITIONS column ~ Ifonly one Fuel Penaity Factor (FPF) is applicable: TRIP FUEL PENALTY = (FOB - EFOB at DEST) x FPF ‘The FMS fuel predictions must be recomputed to take info account tis trp fue! penalty Itfwo or more Fuel Peratty Factors (FPF) are appticable: TRIP FUEL PENALTY = (FOB - EFOB at DEST) x (FPF' + FPF2+..) ‘The FMS tvel predictions must be recomputed to take info account ths tp fuel penalty Noe; Due to previous flues in fight or cspalch under MEL, some failures could have an impact on the fuel consumption: ~ Without being mentoned inthe ECAM ALERT table (nly tough INOP SYS table), or ~ Hfmentoned in the ECAM ALERT table, wih atonal INOP SYS (other than the one(s) described inthe FUEL CRITICAL INOP SYS column for this specific ECAM ale) impacting ao the fvel consumption. Example: + Dispatch withthe ELAC 1 inoperative under MEL + HYD G SYS LO PR ECAN caution in tight + These two failures lead tothe loss ofthe lft aileron * INOP SYS wil displayed ‘L AIL” itt Fue Penalty Facto the HYD G SYS LO PR ECAM alts appcabe (solr extended), sum te crresponing factor wth he Fuel Penal Factor related the INOP SYS“*L(R) AIL” partly extended FPF HYD G SYS LO PR) = 10% FPF (NOP SYS:L AL) =8% ‘Thetelore, TRIP FUEL PENALTY = (FOS - FOB at DEST] x (10% +8) ithe Fuel Penaly Factor of the HYD G SYS LO PR ECAM lets nt apocabo (solr remains retracted}, apply the Fuel Penalty Facto laled to the INOP SYS*L(R) AL pty extended ‘Therefore, TRIP FUEL PENALTY = (FOB - EFOB at DEST) x 8 %@TAE RRB PERS IN FLIGHT PERFORMANCE 24 Tera 5 FUEL PENALTY FACTORS/ECAM ALERT TABLE FUEL evs | coamatent FUEL oRCAL conDions airy FACTOR jacaus raat IFLR) spel Ss ndeated enended uee [esiaintnsvs10pm SPAS [ete tnact etal) he Do ESS aus FAULT IFLR) spo Ss nated ena ecuvaer a B SYSLO PR) SLRS |e tnect a taue) ne [fone aoroniindicaled Tuy exanded LAVAL [upwards or domnwerds) or Lup) a Fae crvatana, [oeathieeno iavricas —T5,, Woe spteris suspect aly enunded [case Condon: [OPT SPEED ev nnne GDOT+10KT wherever poste argo ren dot seed 10K o mnie fel consugon However, tbls courted et GOOT | 5545 ed +10 inceace 5 cut ePiRlatedes) [eet Ht Minaeae speedy oat [CRUISE ALT nnnnAS REQUIRED ures Fiht eve) may not be Inainisned ue oid deg Minin from. Jsoua mutt = clse Fs hgh es possble. fone per or oe par of spies partly enanded (ec hinge mameny 12% i spoler@ partly extonded afer re bs SAR IBLE HO uae Upi04% SRA orswin |" opsiert oS partly onerdedatirthe| Upto GREEN HYD [loss ofthe G hydraulic system ( 9 SPR or4win |" epoier2 ort partly enended atthe Up woo % YELLOWHYD joss ofthe ¥ hydraulic system a |FIAPS FADLTLOGKED FS [Rape ee onendea ae [Stars FAULTLOGKED SATS __ [Sis ae onended oo [SLATS + FLAPS FAULTILOGKED | SLATSVFLAPS _|\'Sas and legs are oxended 1% bsvsiore crane (uRyemrsensatetennied | yy lesvs.ore cannes (u@yoe sendetesenmaes Tp, FU) sptars2and 4 are ndeted lysvsLorR spinzs — lonended| 20% ate tine fete) [talons etal 0% LRALSPLA [spots 1, and ("7 S a [OBS*SLorr WESLELEV [recites 1% lRaTis ened @ om SRA t2+445 [Saba isjrmed © low systopr Stash lepuentz,tmnse(? 1% ae Ispaters 2, Sand 4 ( ‘0 lesvsvsto pa SPLASH RELEV [Right evar fied 10% JRA exended o v4@TAE fa TRANG AiATOms ETE IN FLIGHT PERFORMANCE 3/4 -SLAURRARIARIAR area Continued from the previous page os | coamauear Fue, gama covorrions ewary racroR SscocnCRRER FANT aeamNoTURooRD eee vs ffocemrenraarmay —] “S*™ tewernaRo sso ine [aan vmoocraa pooner Lose TasGoh [Ninna avowed | (i) During the ight, the spoers) may gradvaly end and increase(s) the fuel consumption. (2) A spoiler can be suspected fly extended (runaway) i igh rll rate has been experienced immediately «afer the flue, associated with a possible AP disconnection. A visual inspection, if time permis, can also ‘confi the ful extension ofthe spoler. (9) The maximum vale ofthe Fuel Penalty Factor provided i the table considers tha the two pars of corresponding spoilers gradvaly extend during the fight. (8) The minimum value ofthe Fuel Penlly Factor provided in the table considers tha al spolrs remain retracted. The maximum value has been calculated considering that al impacted spoilers gradually extend ching te ig FUEL PENALTY FACTORS/INOP SYS TABLE vs Wor svs conorions FEL FEMATY ee oto ae Ws WSs ay UR) AIL or LeP AL | edad ms 8% a a om SS |iSas wv ota om SAS-RAPS 1 Si tage eed itm 7 S000 [Wing gee da ed eePERS IN FLIGHT PERFORMANCE 44 AERREPRELO OEE. ToFEB IS Intentionally left blankPER-C @TAE IN FLIGHT PERFORMANCE 116 meee ioFeR METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITHOUT OR WITH A SINGLE FAILURE ‘Tse He Toloning metodo deter the runway landing perfomance val, the FLAPS Tever postion or landing, the VAPP, andthe Factored Lancing Distance (FLD) RUNWAY LANDING PERFORMANCE LEVEL - CODE Use the Runway Condition Assessment Matrix to determine the runway landing performance level and code. FLAPS TEVER POSITION FOR LANDING ‘Select the FLAPS lever position requested by the ECAM". “if there are no ECAM instructions, the FLAPS lever postin for landing ls atthe flight crews discretion x WEDLANDING PENALTY FACTOR ‘Multiply LD by the landing penalty factor spectied in the MEL, if any. x "SAFETY MARGIN ‘Add a margin, as per airline policy. ‘Arbus recommends @ 15% margin. Under exceptional circumstances, the fight crew may disregard this margin. g FAGTORED UANDING DISTANCE (FLD) a FLD =LD x MEL LANDING PENALTY FACTOR x SAFETY MARGINfa PER-C @TAE IN FLIGHT PERFORMANCE 26 AIRES RBS METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITH SEVERAL FAILURES Ue fe Toowig etTod To determine te runway landig pearance vel, the FLAPS ever poston Tr landing, the VAPP, and the Factored Landing Distance (FLD}: ‘RUNWAY TANDING PERFORWANGE LEVEL CODE] Use the Runway Condition Assessment Matrix to determine the runway landing performance level and code FLAPS LEVER POSITION FOR LANDING ae Select the FLAPS lover position requested by the ECAM®. * ifthere are no ECAM instructions, the FLAPS lever position for landing fs atthe fight crew's discretion, VAPP, Determine the VAPP using the highest AVREF. PON _ THAT HAS THE MOST EFFECT [DETERMINE THE LANDING DISTANCE (LDG DIST) OF THE FAILURE 1 = Identity the fellure with the longest REF OIST 2-- Calculate the landing distance (LDG DIST) for this failure taking into account al corections. + DETERMINE THE EFFECT OF THE OTHER FAILURE (ALD) 1 = identity the [REF DIST with flue] of he oer flue (no correction 2- Calculate ALD = [REF DIST with flue) - [REF DIST without falar}, “* Use the FLAPS lever positon selected for landing. If not available, use FLAPS 3. 4 DETERMINE THE LANDING DISTANCE WITH SEVERAL FAILURES (0) LD=LDGDIsT+ ALD x MEL LANDING PENALTY FACTOR Multiply LD by the landing penalty factor specified in the MEL, if any. x SAFETY MARGIN ‘Add a margin, a per arin policy Airbus recommends a 15% margin. Under exceptional ceumstances, the fight crew may disregard this margin. u FACTORED LANDING DISTANCE (FLD) FLD = LD x MEL LANDING PENALTY FACTOR x SAFETY MARGINPERC @TAE IN FLIGHT PERFORMANCE 3/6 ASERRERAAP RRS! TerB RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING Runway Surface Observations on] Related [sm Conditions Deceleration Landing |crosswing Ranway Site | one lPertormaneo| “seat nr an 8F ,| Directional Control ide Runway Contaminant PiRee™ Code | Lever | Medes) Day = 5 | ory | son Damp wot ut Upto Sm (i ot water tush ating decatesaton Bp mm cue) ood |rsmaltetewtestotne| ¢ | Goop Dry snow ‘fer pled Orecons Ope mm (ve) ‘centet soma aan Wot snow Upte Sem (18) Frost CCompacted Snow Good | srimgcersiiensne | | Goo0 | Co eae eG Meum | "Sood enc meson) 7 Dry Snow More tha 3 mm (1187), up to 100 mm (6°) Wet Snow notes ree he More than 3 mm (1187), upto 30mm (6) | Medium |wtasitating efor opoies.| 3 |MEDUM| 25k ‘compacted Snow Peseraad OAT zbore IC wes Slippery when wet Water Misethon sam pte 127mm V2) | wea Senzcesertr | lena 12, |MeaimanaBoo-Poerdat| 2 | ,7O, | 20K ‘tush Poor yéropianng ex. R ‘More than 3 mmm (1/8"), up to 12.7 mm (1/2") iia Cina accor sommtyraenttrte leo feotd& ay) oor |Serentrarttses | 5 | goon | su eto ered i reg acai ‘Wetkes ‘is miniral to non-existent mae |- | - | - Veterontop of Compacte Snow m |S Dry Snow or Wet Snow over ice mn “ESF Estmaed SuraceFricon “PIREP. Pot Report of Braking Acton Note: For Automatic Approach, Landing and Roll Out tations, refer to FCOM LIM-22,@TAE PERC re IN FLIGHT PERFORMANCE 46 BPRS RC 1SFEB TE VAPP DETERMINATION WITHOUT FAILURE Te FIGS performs te folowing VAPP computation for landing in normal configuration (CONF Sor CONF FULL) vari /'S + APPR COR Weight 7) 40 | 42 | 46 | 50 | 5458 [62 | 6 | 70] 74] 70 IVs CONF FULL qa] CS <25% [708|111] 116] 123] 125] 129] 136] 138 | 443/146] 149 (evrer) [ea 25x [106|109| 141 19] 123]127[152] 196] +40] 144] 147 (0G <25% [117| 114] 19) 124] 126|199]197| 1421 146] 150] 164 MSCONES(H0)Tos3 26x |r09) 112] 197] 122]126]191]195] 140] 44|140| 162 "APPRoech CORTection + Skt in case of ATHR ON + Skin case of le Accretion in CONF FULL ‘104 in case of lee Accretion in CONF 3 +418 Headwind component (excluding gust - maximum 15 kt) g \VAPP = VLS + APPR COR. Q ‘LANDING DISTANCE CORREGTION (SPD column ia Landing Distance table) + WAPPR COR is equal to 13 Headwind component: No SPD [APPR COR = Highest of + ITAPPR COR is greater than 1/3 Headnind component:SPD = APPR COR "Any extra pill approach speed increment must be added to VAPP, CCAUTION| and must be taken into account in SPD column for Lancing Disience computation, "Note: n ease of song 0: gusty crosswind grear than 20%, VAPP should be at loast VLS + 5 lt. The 5x increment above VLS may be increasod up to 15kt athe fight crews discretionPER-C @TAE IN FLIGHT PERFORMANCE 5/6 ASE AAS ARE 19 FEB 15 VAPP DETERMINATION WITH FAILURE VAPP = VREF + AVREF + APPR GOR ‘REF weit) 40 [42 [46 [50 | 54 [50 | 62 | co | 70] 74 | 76 VEER [OS DEH vow] 7s 7621] 19579054 rash raat a8 aa = VLS CONF FULL (Kt) [CGS 25% [106 ]109 11141119] 123]128] 132] 138] 140] 144] 147| + _AVREF fro he opplable Landing Distance able = APPRoach COR‘edtion APPR COR AVRER < 10.44 = Highest of APPR COR + AVREF must be limited fo 20K - Sit in case of ATHR ON + Sit in case of Ice Accretion in CONF FULL “Okt in case of le Accretion in CONF 3 +113 Hoadwind component (excluding gust - maximum 15 kt) 10 kt 20 Kt [APPR COR = Ot NA displayed in the SPD. column ofthe Landing Distance table VAPP APP = VREF + AVREF + APPR COR TANDING DISTANCE CORRECTION (Sp column in Landing Distance Tle) + ITAPPR COR is equal to 1/8 Headwind component Ne SPD + ITAPPR COR Is greater than 1/3 Headwind componentSPD = APPR COR cauTION ‘Any ema plot approach speed increment must be added to VAPP, and ‘must be taken into account in SPO eolums fee Landing Dietance computation NWA displayed inthe SPD column ofthe Landing Distance table, donot ‘add any extra plot approach speed increment,PERC IN FLIGHT PERFORMANCE 6/6 TOFEB IS Intentionally left blank@TAE a Tenens aisFoms TE IN FLIGHT PERFORMANCE ARERR ETERS! 19FEB 1S LANDING DISTANCE WITHOUT FAILURE ‘The Reference Distance (REF DIST) considers : Sea Level SL} ISA, no wind, no slope, no engine reverse thrust, manual landing”, VAPP=VLS without APPR COR. 5 ORY Corrections on Landing Distance (n) | waT® | SPO | ALT | WIND | TEMP [SLOPE] REV | OW Per rer | Pertt Per 10% Per 1% | Per Thrust | ovw set ot» | 228 stim] sve | pric] 1%" | Pe |"Scme | Som | eee’ | ne ves | “ar bn wx" | Sope | Ope | pes TAL toa [ve pe [ve [oe pe] | ep ota AL + [rw pve | ve | vo | veo] eo [va | a mar rape pe [ep pape | epee aurosnac ven [2 7 [re [re [| se | oe] veo | op pa] ra | vf vo | sa [vem [on [va | ep oa sTosRN on 3 [om [re [ve pa [raw] ae Lam fmf ee (Automat Landing corer: ¥ CONF FULL, ad 190m. CONF acd 260m. (2) Weg coecton subtct 10m per {T below 67. 5-6000 Corrections on Landing Distance (m) | war | SPO | ALT | WIND | TEMP [SLOPE] REV | OVW Per ret | Pertt Per 10°C} Pert | Perthrust | wovw srangnde | 222 nsriny| tore |r| 204 | Pe ne | Sou | rae’ | Poe wre | ar bn wx" | Sop | Ope | pes mpm a [em pm [ea [ep ee Vase WA Tie [re pre poe pm [sm] ve] mm warL tes [va [ne [om [vam [ror veep oem AroRR NE WED 3 [ree | ve [ve] ve | vee | ote [ var | op mapa [sa [ve | se [oan [ve | sep | saoswc iow [| = [eon [ra [reo poa [eae ae pomp mpm (Automat Landing corecton:F CONF FULL, add 230m, CONF acd 310m. (2) Weigt carton: # CONF FULL, subtact 10m per IT blow GST. F CONF 3 subact 20m per 1T blow 667. “4 GOOD TO MEDIUM! Cerrecions on Landing Distance (m) | waT® | SPD | ALT | WIND | TEMP [SLOPE] REV | OW er | Perit Per 10°C} Per 1% | Pertirust | wow trang tote [228 erin | aove | erst | "OM" | FPS | own | Reece | Paoe ween | er ts TSA" | Spe | Operate | pts m[ Te [se [oe [om [om [oe [se [ee Vxnun MANUAL = [ime [0 ot] om [om | om [om] To] vem mL te [ oe [0 [oe [om [se] oe | oa va TORRE MED 3 [ime [ve [owe] oe [ae [ vo | ve | 10 | va romeom AE] me [ve | on | vw [ozo | vee | wo] on = [aon [oe [ve [se [eee om pep a ea (7) Autor Landing conection: F CONF FULL, a 250m, CONFS 310m (2) Weight coocton: ¥ CONF FULL, subect 10m per TT below 667. CONF 3 subtact 20m per IT below 687.PER-D = ae IN FLIGHT PERFORMANCE 212 ALEERAIET ROSE Tore TS ‘= MEDIUM Corrections on Lending Distanes(m) | wer" | SPD | ALT | WIND | TEMP [SLOPE] REV | OVW ver [rent rere} ror |perrinat | How ring oie | 228 astm cove | ars | 1H | Pe Pare | Gow | Rewer | poe for66t | 867 bon TSA | Slope | Operative | applied Ral] re | ve | om | ow [ae oe | pee ee Monon MANUAL 2 [im [a [om pow [om [ow [oe] re [a0 Tar] vee] ve | no] om [eae [om | von [reat AvTosRane veo a [im [ea [om [om [om [om [ote] me | oo Rar] ee | oo [me | ow [ee [om | meee vToBRae Low Tam [a [oe [om [ol [ se | nm [om [fy Autonane Lang carector: CONF FULL, add 240m. CONF acd 20M, 2) Weight conection: subtract 20m pe 1T below 7. 2-MEDIUMTO POOR ‘Corrections on Landing Distance (m) [ waT® | SPO | ALT | WND | TEMP [SLOPE] REV | OVW Per mer [rot persoe| per | prtnt | wovw srting ote |226, ocr | shove | rerxe| 00" | Pr, ore | Dow | save’ | noe wren | er ie TEx | Slope | Opa | pte Lie [oe [ve [re [se [oe [ae] ee Moxmun NANUAL 3 [zoo | a [vier [eo [ven [ore | sre | ra a FAL] toe | om ooo [a [oe oe | een svToBRa veo 3 [ame | am [om [oe [om [0] seo | a0 oa ml [ 2m [+m | [om [00 [v0 [oe fe] oa0 Teena 1W + [eee [oa [oe [owe [vem [ore [seo] a [ae i) Automat Lancing cavestor: CONF FULL ad 280m. CONFS acd 380m. (2 Wei coer: CONF FULL, subtract 2m par 1T bot 66. CONF 3, subtract 30m per 1T below 66 1-POOR (Corrections on Landing Distance (m) [wat | SPO | ALT | WIND | TEMP | SLOPE] REV | OVW Por rer | Pert Per 10°C} Per 1%, | PerThrst | irovw setngtode [226 ost in| cee [verse] 96" | 5 |"Sne | Sow | Rees | ave rer | “at bn | Sone | Ope | sts ape [ee [ow [ewe [ew [ee] ee [a nen NUR. + [se [ao [io [sao [om [oe [ven | a0 re GT A SC saroonwe weo P| + [seo [var [ore [eo ve Pe [ veer | ao oa 0 ES AuTOERNELOW 3 | 340 | +60 | +170 | +22 | +50 | +0 | +700 | ao | +200 [Automate Landing corecton: CONF FULL, ad 280m. CONF, 2d 80m. |e) Weight conection if CONF FULL, eubtact Som per 1T below 6ST. CONF 3 ubtct 40m per 1T below 67.PER-24 IN FLIGHT PERFORMANCE 116 Riis caieno 19FEB 15 LANDING DISTANCE WITH FAILURE ‘The Reference Distance (REF DIST considers: Sea Level (SL), SA, no wind, no slope, no engine reverse trust, manual landing", maximum manual braking, VAPP = VREFsAVREF without APPR COR. a cme eS, we] so [ar [mo cw ere] ev owe leves| er [Pert soot | pee | sore |Pert%| Per Thrust [it ovw| satan over | |r es oer mee (ras | lope eres Ly ae sm ee |r Loe ‘66T ‘sk ISA ™_ " ta eee 3 [oe [re carom pom [oa pe [ea Ful 0 a0 | +40 [+00] +4 [+i] +m [+o | -«0 | +70 aaa +e aoe [ee] ie oa | lc ge Ta pa aeakt Te [cote om fee ee ee Lscvon cro [cea enc | Jno lee Accretion 3 6 1210} +50 | +80 | +50 | +120] +50 | +30 30 +950, ocosom nwa S| [ram] seo [svete vw [ao apo lee Aceretion a 16 | 1350] +50 | +80 | +50 | +120] +50 | +90 -30 +800, ocsacoasen RC[ [am] vw [om fom [ome pow [eae a oe Aecretion 3 16 | 1350] +50 | +80 | +50 ] +190] +40 | +20 30 +780 SSEEICONRS [RU] Trew | see [ew om ozo oe | nee eer ex lief ae [aie |e] en [elfen ver coe SETECOR pecans cae [va |aveme tre | cereus lal epe lel ead] coeee lean es [Automate Landing conection: add 166m - (2 Walt conection: sobre 10m par TT below 667 REF OST witout ure (vl for all LAPS LEVER postions) = 080m uuPERDE @TAE IN FLIGHT PERFORMANCE 26 aaiemaiaeeaaia are Continued from the previous page ELECTRICAL SYSTEM ‘The Reference Distance (REF DIST) considers: Sea Leve! (SL, SA, no wind, no slope, no engine reverse trust, manuel ‘anding", maximum manuel braking, VAPP = VREF+AVREF without APPR COR. =-a008 _ Carel Landing Distance () ]wer®| spo | act | wino | reue [sve rev | ow me ma] |e vert Pav prt [row rauune — EVE" sumer | 8 |SSove [pers Fr} 10 | So fe [noc rer toe ae ave i mor esr oa 5A. | Slope | Operative lapped mi] 0 [ae] a [ope [eo] [oe [oe [ae caus raat 3 |e [reo] + [om] +00 [20] +m | vo] wf eT mal] 0 [wo] a [re [ro [ao] ew [ve [a a ceuseraxr [eae = [ef rma] oe [0 [etn Poze] 00 | stoo] eof 0 Fat] 0am] 70 [ors0 [too 2m | oe [| nor cous -2eaur = [a fre | =m [0 [en fa | -00-| +60] nor 70 peered DA pois eotan 3 [oe fre [se [ri | +00 [20] +00 | v0 | wo pt pocssausranren [RL] [reo] sm [io] 0 [amp om | sf wo emo lee Accretion 3 16 | 1890] +60 | +190] +110 | +250] +80 | +70 100 | +580 pocsssmeicun [RU] 0 [rem [oe [io | oo [zw] em | sa [ceo [ean ice Accretion 3 16 | 1760] +60 | +120] +100} +290] +80 | +70 20 +580 oewencowna [Ru [orrwa| avon] vem [ro] vi [sam] vm [0] nor] ao feast wb ca 2 forse] az | iao] 220 | ose suepiedby he RAT comme am zaao| +50 | +180] +110] +250] +90 | +160] -260 | +810 [or8 2720 | +a | Wa [+120 [+200 [+100 [+170] 20 | -s00 lary so | +60 [ wa [+10] +270 [ +100 [+2i0] noe | +550 rr 000] a0 | +190] +100] +240| sm [vio] 10 | veo aa] a0 [a0] e110 eco] +80 | +160] 200 | +610 [1 Aionsts Landing conection: add Ya0n- (2) Weight corecton,siiract 1 per TT below 667 REF DIST witout ale (alo all FLAPS LEVER postions) = 1 770m UGPER-29 Trine its INFLIGHT PERFORMANCE 5/6 ASLO ROBIE! 19 FEB 1S Continued trom the previous page FRORAULCSYSTEN The Reference Distance (REF DIST) considers : Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual nn mma mana baking VAPP=VREFAVREF thot APR COR 2 MEDIUM TO POOR Coca ee r=] so | ar] wno |rewe|sore] nev Joww Fars) [mF re] [Pe pen Pat rove rauone YE) rm | O87 |S rrsil Her| 10 |ooo e[oe is mer! er ioe TSA, | Slope | Operative |applieg Em ME RE ESS DST DB csysio%a 3 [Ce [ea] sm [20] rie] ven] sie | va] mo [vam 0 A srsi0re 3 [ce [eae] sae [vn] vost [veo] ao [ oa Fan] To aos [|| sen | oe vs [so oe \sro.0rR 3 |_ 5 _|2610| +00 | 220] +100] +0] +160] r250| 220 | 60 [SavSLoPRwinBsvs| FUL |o/iaoa| 2400] +70 | +170] +170] ««0| +t] v2] 200 | vom [supped the RAT [cacinewn oa | 3 Josraie| 27s] +10 | +250] +210] +470] +18] +00] 200 | sn IVSvSLOPRwinBavs [FULL [o/taoK | 2620 | +70 [+100 [+170] +410 [+10] vow) 00 | +ae0 soled byte RAT feacanesin os | 5 Yosraie| nero} +10 | +250] +220] +40] +t] eae0] ato | ssn le-8 3 | [se] +10] wa |-200[ +70 [+17| om] -a70 | +400 oo 3 | & [sem|+i| wa [=20 | +s] +100 [rae] NOP | +00 a FL] 0 [2s00| 00 [+20 [+170] +a10] sian] veo] 190 [an 3 [8 [aero] + io] +210 | -220| +460] +160 | rao] 200 _| es [Automat Landing coves: add 246m) Weight covectonsubtac 1m per fT below GBT REF OT witout Sau val forall FLAPS LEVER postions) = 1 256m 4PER-29- @TAE IN FLIGHT PERFORMANCE 66 SRR AE TROBE T9FEB 1S Continued from the previous page HYDRAULIC SYSTEM ‘The Reference Distance (REF DIST considers: Sea Level (SL, ISA, no wind, no slop, no engine reverse thrust, manual landing, maximum manual braking, VPP = VREF+aVREF without APPR COR. 708 Tort oe wor®] seo | att J wno | cur [score] sev J onw Fa) [Bee freer] | PY aa, | [pert retin [rove rauune HEV syne | 5, | veers Dern | Meee [Poo er ser [ere ean see | Dew | Rewer | Pc Loa eT sk ISA lope | Operative appl mu] [sae | sa [vin [ran [eo [eo [va] a [a lasvstorn Ze fem sm [vam [sae [sao [160 v0] 00 Fa] ofan] 70 [es [a0] ao [co [sn | ow [ a JB SYS LO PR a. om a 3 [8 fewo | +m [0 [vam | so [100 | eo] 60 foe ET Cd dd CO stop 3_| © |se0| +90 | +at0| +270) -s70| +170 | +a] 20 [+s JGsvSLOPAwin 6 SvS| FULL | 0/ta0m| 3660| +60 | +170 | v20| +550] «te | +770] 200 | vae0 euro by te RAT feaedawewin oe] 3 |r +200] +230] +500] +180 | +090] -490 | +590 [rsvstopAwnasvs| ru | oviaon| s7=0| +60 | +170] +250] 500+ seo] sea] 20 +a [urpiedby he RAT lcacueeswan etc] 3 Joya] c2v0| +100 +240] +200 | +60 | +10 f+ 080) ato | 80, [ove 3 | & [ara] +t] wa [+s20| +000 [+200 [+1010] eo | a0 lary PE Landing Distance greater han 6 C00 m forall eondions cs FUL] © [8610] +00 | +200] +250] +850] +100] +000] 200 [+0 3 | 6 | #200] +10 | +250] +s00| +010 | +160 [+ roe0] -a70 | +880 [i Aitomat Landing carson: add 230m (2) Weigh coreconsotaet 20m par TT below 667 REF O1ST without are (ale oral FLAPS LEVER posiins)=2 950mPERSO @TAE IN FLIGHT PERFORMANCE 12 AEERRRAEI BRR! 19FEB 1S "ANTIICE SYSTEM ‘The Reference Distance (REF DIST) conside landing”, maximum manual braking, VAPP- ‘Sea Level (SL, ISA no wind, no slope, no engine reverse thrust, manual TRY aie oan war] 8° | alt ] woo |r ovore] rev [on ars] TA Down] [eT oe | et lowe] pertnwt [rove rawure Jer S| oe [rere own | over | PROD i orl ser shave [SIT abot? | slope | Operative lappa L0G 66T st cy - el hmoamocss [Ru| @ [ie ve [sm [oa [me] se [sa] [ee JFAULT with te Accretion 3 [t6 [1360] +50 | +a [+50 [+100] +40 | +20] 00 [+700 [a Auta Lang careoien add Bim - 2) Weight coacion subaat 10m per TT below GBT REF O'S witout ature (vale oral FLAPS LEVER poston =c000 Tres oi war] 50 | at [woo |e [sore] nev | om ears] TRE Town] | Pe | Be [owial artes fave ranune [el Oho [ers Com | Rew | Prog for ny tor|*S5r above | sk] above | Down | Reverser | PROC ‘L0G eT st ISA pe | Operative J appl Peper A) AS |FAULT with ice Accretion | 16 | 1760] +60 | +120] +100] +200] +80 | +70 0 +580 (Automate Landing careoton: add 136m - (2) Weight conection: sutiact 2m per 1T below GET REF DST witout Sale (val forall FLAPS LEVER postions) = 1 370m ©6000 TO MEDIUM aaa oe wor") 500 | ait [mo] rew [score] nev | ow rears] [Re Doerr] | eal oe 4 prt [vor aur |e OT | Shove pari Dom | evens [noe to fH re |e ee sore] me | ever | POC Loe eer SL 15a | S0Pe | Operate far hmncamecas [Ruc[ [imo] sw [se [ +m [sw [ +e [om] [re |FAULT with lee Accretion [= 16 | 1970] +40 | +100] +80 | +190] +60 | +80 =120 +690 (1) Automaic Landng concn: add t2Gm (2) Weight conection: subtract 20m per 17 babw 667 |REF DIST without are (valid forall FLAPS LEVER Teves on ae ‘ut no | rew [store] nev | ow rears [REE Tees] | Pr) a. | 2 [pert rertiuat [ror rauune hvac OST |beve [res eligi oy io [°F ey te Pe er [ae] av | BOM] Revere | PC voc | |r fH eer sige | Ope hmoamecse [Ra] 0 [rw [ ve [vw [vm [emo | ve [ew] eva JFAULT with ice Accretion [3 [te [2190] +50 | +110] +100] +220| -00 [+110] 150 | +680 [Automat Lancing coveoton ada Gm - 2) Weight corecton:subvact 2m per fT babw 667 REF DIS witout abr va forall FLAPS LEVER postions) = 1 776m UGPER-30 IN FLIGHT PERFORMANCE 22 wre Continued from the previous page ARTIGE SYSTEM ‘The Reference Distance (REF DIST) considers: Sea Level (SL), ISA no win, no slope, No engine reverse tus, manual landing”, maximum marua braking, VAPP = VAEFsAVREF without APPR COR, 2-MEDIUMTO POOR aa Landing Distance (m) war") SPD} ALT | WIND | TEMP |sLope| REV | OVW EVER ge DST |°"|o | ton| per | tre | Per PerThut vw anon vs PS | oe prs Som | tevee’ | Prog io [Fit "| op [set] sav | Sow | Rewer: | PROC ‘L0G eT ‘st Isa topo | Operalive | appl hmeamcres [Ru] @ [aa] sm [vw [sw [eo[ so [rw] ae [eo |FAULT with ice Accretion [3 16 | 2610] +90 | +170} +170} +300] +190 | +200] -200 | +450 (Aa cree a n= Mec ain Spa Tow F crs wt ate alo FLAPSLEVER pean tn 77008 Stee wer”) SPD | ALT | WIND] TEMP }SLOPE] REV | OVW Lang bisa n ars) [REF Par eauune EVE ype] DET (P27, tr | er | roe [Pert Perth [ow [re Dov | eve | PROC to {yr 22" | 54) ove [set] ave | Dew | eee | Pde we 66T st. oe || ee hmcamorsre [RAL [ 0 [seo] oe [re [sen [ram [seo [vem | aoe |FAULT with ice Acorton [3 [16 | a7a0| +80 | +100 | +240] +500] +150] +700] -480 | +450 REF D'S without aire (al oral FLAPS LEVER postions) = 2 950m [Atte Landing coneco: ad 60m - 2) Weight corecton:sutiact 4m per IT below 667