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

ALTITUDES
Max 39,000'
Max gear extension 25,000'
Flap extension 20,000'
APU bleed operation 20,000'
Max auto-land (319/320/321) 9,200'/ 2,500'/ 5,750'
N663-680 6,500'
A/P on (T/O) & G/A 100' AGL (with SRS)
on (Enroute) 500' (321) 900'
off (APPR) DA/DDA/MDA (non-prec.)
off (APPR) 160' AGL (CAT I ILS)
Takeoff & Landing -1,000' to 9,200'
Passenger masks drop 14,000' (13 minutes)
1 pack MEL 31,000'
RVSM (>FL290) PFD 1&2 + 200' (+20' ground), +75'
WIND
Crosswind 29/G35 K
(Guidance) Braking fair/medium 15 K
poor 10 K
Autoland (Headwind 30 K) 20 K
CAT II/IIIa/IIIb 15 K
Tailwind (Takeoff 15K/10K 320-IAE) 10 K
(Guidance) Braking less than good 5 K
WEIGHTS 319 320-231 320 321
Taxi 167,329 167,329 170,635 205,909
T/O 166,447 166,447 169,754 205,027
Landing 137,787 142,198 142,198 171,517
ZFW 128,969 134,480 134,480 162,699
CONFIGURATION EOW Range Wide /Long/High
319 12/112=124 700-723 2900 111' 10''/111' /39'11'
320 12/138=150 all 2700 /123' 3''/
321 16/167=183 none 2800 /146' /
SPEEDS - Max (VMO/ MMO) 350 / .82
Gear extension 250 (hyd. cutoff >260)
retraction 220
extended 280 / .67
Flaps (Max VFE) 319/320 321
1 230 235
1+F 215 225
2 200 215
3 185 195
Full 177 190
Turbulence > 20,000' 275/.76 300/.76
< 20,000' 250 270
Holding < 6,000' 200
>6-14,000' 230(210 if published)
>14,000' 265
[PANS Holding 210/220/240]
Taxi straight 30K, 90
o
turn 10K normal
Window/ Wiper Max 200 / 230
FMC N/A max rate climb 260(321 280) / .76
RAT 140-320

ELECTRICAL GEN 90 KVA TRU 200 A
C/B green monitored by ECAM, black not monitored,
yellow to be pulled, red no reset
Do not reset tripped fuel boost pump/indicating C/B
Cold Aircraft if batteries > 25.5V, start APU within 30
min, else 20 minutes charging with EXT PWR
Battery auto connected to DC BAT BUS on BAT
charging, APU start, <100K without AC BUS 1&2
RAT extends >100K without AC BUS 1&2 (8 seconds)
EMER GEN powers AC ESS & DC ESS (via ESS TR)
and AC & DC ESS SHED busses
BAT-only sheds AC ESS Shed & DC ESS Shed busses
(<50K in emergency electrical configuration, no DUs)
Galley (main) bus sheds (321 all galley busses) with 1
GEN in flight and 1 ENG GEN on the ground
GEN FAULT a disagreement with line contactor position
Galley FAULT any generator>100% load
EMER ELEC PWR GEN 1 LINE OFF, Gen # 1 still
powers 1 fuel pump per wing
IDG FAULT high oil temp or low oil press. DISC
irreversible, DISC < 3 sec, at least wind milling ENG
AC ESS FEED FAULT AC ESS not powered
BUS TIE OFF - no EXT, no APU, no cross tie
EXT PWR AVAIL plugged in with normal parameters

HYDRAULICS Normal 3000 + 200 psi
Max takeoff brake temp 300
o
C. Taxi-in >300
o
C use fans
>5 minutes or turn into gate (unless going >500
o
C); until
250
o
C. Write-up if same strut brakes differ >150
o
and
either brake is >600
o
or <60
o
; or mean temp with other
strut differs >200
o
; or temp >900
o
(321 800
0
)
Autobrake MAX for t/o; LO or MED for wet & slippery,
rollout distance limited, Configuration requires higher
than normal airspeed, crosswind>10k, or CAT II/III.
Green DECEL >80% of selected rate
Brake accumulator green 12 hours/7 full applications
Anti-skid deactivates <20K
Normal brakes with parking brake off (321 PB on or off)
Blue electric pump auto on with 1 engine started
PTU auto on when G & Y differs >500 psi. Inhibited
during 1
st
ENG start with either parking brake on or
nose wheel steering DISC; and within 40 seconds of
cargo door operation. Auto tests with 2
nd
engine start,
and will FAULT if < 40 sec of cargo door operation
PTU FAULT(never by itself) 3 reservoir problems (low
air press., low qty., high temp). ENG pump fault - same
3+low press. ELEC pump fault-same 4+pump overheat.
Gravity gear EXTN mechanical; NWS(enhanced only); 3
turns, remove hydraulic press, unlock doors & gear
FLIGHT CONTROLS
Normal protections high speed, high AOA, load factor,
yaw damper/coordination, pitch(30,15), high bank(67).
Depart normal with multiple failures of redundant
systems. 3 modes Ground, a direct relationship to
control surfaces; Flight, commanding roll and pitch
rates; and Flare, out of trim condition
Alternate Law only load factor protection; can be stalled
Direct Law amber use man pitch trim, no protections
Mechanical backup red man pitch trim only(need hyd.)
Max load in direct law +2.5 to 1 g (slats/flaps +2 to 0 g)
No A/THR !FLOOR when <100' or on 1 engine with flaps
2 ELAC primary elevator, stab & ailerons (pitch and roll)
3 SEC primary spoilers and backup pitch
2 FAC flight augmentation & primary yaw (trim, damp)
Rudder trim needs FAC, inhibited with A/P (wont DISC
A/P), wont reset without hydraulic press
Rudder pedal nose wheel steering +6
o
to 0
o
at 130K
Speedbrakes inhibit at flaps full (321 flaps 3 or full)
Flaps auto retract from 1+F to 1 at 210K
After flap retract, 1+F not available until <100k, unless
CONFIG 2, 3, or FULL selected 1
st
Side stick malfunction, hold opposite takeover pb>40 sec
LIGHTS - Strobes auto on with weight off main gear
Logo on with slats or weight on main gear
Emergency lights on with loss of normal AC. All cabin
signs illuminate >11,300' cabin altitude
Loss of normal AC STBY compass, CAPT instrument
panel and right dome light(if DIM or BRT) remain on
ENGINES CFM-56-5-B6 / -B4 / -B3 / IAE
319/320/321 23,500 / 27,000 / 32,000# /23.5-27k
Time EGT IAE
TO/GA 5(10-1ENG)min 950
o
C 635
o
C
MCT continuous 915
o
C 610
o
C
Starting 4cyles 725
o
C 635
o
C (3 cycles,
15 sec. between cycles of 2 for 2 min, 1 for 1 min)
Takeoff/GA N1 / N2 104 / 105% (100% IAE)
FADEC monitors & controls during start
if elec. disrupt(ECAM DU loss), master-off, 30sec crank
Oil quantity dispatch minimum 13 quarts
Oil pressure 13 psi (60 psi IAE) minimum at ground idle
Oil temp min start -40
o
C, T/O min -10
o
C (50
o
IAE for
>idle IAE)
140-155
o
C (140-165 IAE) max transient for 15min
Idle N1 19.5%, EGT 390
o
C, N2 58.5% (no gray), FF 600
IAE 21.4-23.8%, 385-414
o
, 57.7% (no gray), 730-775
Congested area without clearance, max thrust 40% N1
Not >75% N1 (321 70%)(IAE 1.18EPR) & parking brake
Warm up 5 min (<90min on ground, then 3 min),
3 min. (1 min. short taxi) cool down
Reverse thrust is for ground use only. No max rev<70k,
idle rev OK to stop. Reverse taxi/pwr-back prohibited
FIRE pb silences warning, arms squibs, affects hyd., fuel,
elect., & air. (closes HYD fire valve, closes LP fuel
valve, deactivates IDG, closes bleed valve & pack flow)
Both fire loops fail within 5seconds - fire indication
ENG Fire FAULT for auto start abort, fuel valve
disagreement or start valve fault
ENG bleed valve closes with start and APU bleed open
MAN start on mature ENG and high/hot, tailwind>10K,
low bleed press, auto start aborted for stall, high EGT,
low air press
Continuous IGN on with ENG anti-ice, flameout(flight),
EIU fail. If needed after start NORM then IGN/START
5 TL detents TOGA, FLX MCT, CL, IDLE, MAX REV

APU
Starting EGT 900
o
C (982
o
C >25,000')
Max allowable load 682
o
for 5 sec, else 700
o
- 742
o
C
Max rotor 107 %
GEN Load limit 90 KVA on ground and < 25,000'
ECAM LOW OIL LEVEL still allows 10 hours ops.
3 Starter cycles then 60 minutes before 3 more
APU bleed valve on, opens X bleed(in auto), closes ENG
bleeds, pack flow HI regardless of flow switch position
APU MASTER SW FAULT with auto-shutdown when
high EGT, under/over speed, slow start, low oil press, &
on ground fire shutdown with bottle
APU BLEED FAULT with leak in APU compartment

FUEL
Total 42,000 (321) 52,500
Wing 27,500 Center 14,500 (321) ACT 10,500
No takeoff on CTR tank (321 no ACT with CTR< full)
No fuel in CTR tank unless wings full
CTR pumps run for 2 min. after both eng running, will
not restart until slats retracted, run 5min. after center dry
CTR pumps (321 ACT transfer) inhibited with slats or
full wings (until a wing tank decreases by 550)
Inboard wing tank can suction feed
Wing transfer valve opens when inner at 1,650, steep
descents, de/acceleration may trigger LO LVL warning
Do not go-around with < 500 in wing tank
APU has own fuel pump if tank pumps are off
(321) FOB BELOW 3 T (Tons) either wing < 3,300
Jet A & TAT < -34
o
C, ECAM fuel to ensure fuel > -36
o
C
JP4/Jet B & fuel > 30
o
C, < 25,000' until center empty
Target arrival fuel 319/ 320/ 321 5600 / 5900 / 7100
(321) Inadvertent fuel in either ACT: wing refuel panel,
open transfer valve (all other switched auto/normal), all
wing pumps on, ACT switch on (wait 15 sec.), all wing
pumps off. On fuel page, ACT pump arrow (") should
be on (pumping fuel from ACT into CTR tank). When
ACT empty, return to normal ops, with ACT switch off
and all wing and CTR pumps on
1. IMMEDIATE ACTIONS then
CAPT PFD ND AND THE UPPER ECAM
DISPLAY BLANK-AC ESS FEED-ALTN
ENG (1 or 2) FIRE (ON GROUND)
Engine-Out Unable To Maintain Alt
Eng Tailpipe Fire
Evacuation
SMOKE/AVIONICS SMOKE/FUMES
OXYGEN MASKS -VERIFY ON/100%/EMERG
Unreliable Speed Indication/ADR Check
Procedure
2. ECAM EXCEPTIONS then
AVIONICS SMOKE
BRAKES HOT (On Ground Only)
ENG DUAL FAILURE
FUEL (L or R) WING TANK LO LVL
NAV ADR (1+2 or 2+3 or 1+3) FAULT
SMOKE (FWD or AFT) CARGO SMOKE
(With Cargo Door Open)
3. ECAM then 4. ECAM Follow-up
(QRH yellow pages) then
5. ECAM supplement (blue book)
PRESSURIZATION/AIR CONDITIONING
Pack flow LO <90pax/long haul (321 ECON <140pax)
Pack flow auto HI with single pack and APU bleed on
Max operating differential -1 to 8.6 psi
Ram air inlet only with differential pressure < 1 psi. Inlet
flaps close with t/o thrust and at touchdown
Faulty controller, MAN for 10 seconds, swaps controllers
No external condition air with packs
2 cabin fans (for recirculation/economy)
OAT > 49
o
C, elect. < 2 hours if avionics vent normal
Ditching ON closes all valves below water line; unless
PRESS MAN
LDG ELEV out of auto for airport not in database or no
landing field data in FMGS
MAN V/S CTL DN = lowers cabin altitude
Cross bleed valve controlled by 2 motors
Ventilation on GND, normally open, closed if cold. In
flight, normally open, intermediate if hot. 2 FAULTS
means avionic smoke.
Ventilation blower FAULT -press low or duct overheat
(on ground with out engine, external horn)
HOT AIR FAULT - duct overheat; COCKPIT controls L
pack, average of FWD & AFT controls R pack

MISCELLANEOUS
If ACARS STBY - MCDU, ATSU, COMM MENU,
MAINTENANCE, TEST, REQUEST VHF 3 LINK
Xwind>20K, or tailwind; full FWD sidestick until 80K,
neutral by 100K, after 50% (1.05 IAE), (increase to 70%
CFM), then TOGA or FLX by 40K ground speed
10 cockpit emergency equipment items 1 crash axe, 1
PBE, 1 halon extinguisher, 1 EMK, 2 ropes, 4 life vests
1
st
flight only checks (4) RCDR, BAT (<60 amps,
decreasing within 10 seconds), Brakes (symmetrically
2000-2700), Fire (7, 5, 7)
Slides must be armed & checked with ECAM or door
indicators before taxi, takeoff, and landing with PAX
Do not pushback unless NW STRG DISC is displayed
RCDR auto on in flight, at least 1 engine running, or for
5 minutes after electrics supplies
Pilots are authorized to deviate from their current ATC
clearance to the extent necessary to comply with the
TCAS II resolution advisory
Flex T/O not allowed with >1/8 contamination. Flex
temp <ISA+53
o
(321 <ISA+43
o
), > flat rating or OAT
Landing PITCH if > 10
o
(321 7.5
o
) BANK if > 7
o

LAHSO minimum runway length 6,000'
GS MINI=Vapp-entered winds (headwind). Increases
Vapp target to guarantee minimum GS at runway
Modify Vapp for non-normal, ice accretion, or windshear
Vapp>VLS+5 unless CONFIG 3 with ice accretion, then
Vapp>VLS+10
Oxygen passenger SYS ON signal sent to activate doors
PBE good for 15 minutes
Cargo heat HOT AIR FAULT - duct overheat
Cargo Smoke with cargo doors open, notify ground crew.
1 bottle and SMOKE will remain on
Calls - MECH sounds external horn until reset, EMER is
6 bells (3 high-low chimes)
Rain repellant inhibited on GND with engines stopped
On the ground computer reset, for abnormal behavior, see
supplemental normal procedures (POH 4-9)
Thunderstorms T/O <1000' AGL, 3nm
SAT> 0
o
10nm/20nm downwind
SAT< 0
o
5nm clouds/20nm
>38
o
C/100
o
F Flaps 1+F at all times on ground
Confirmed QRH Items (6) thrust levers, engine
masters, ENG Fire PBS, Cargo Smoke DISCH PBS, IR
PBS/selectors, IDGs

DUAL ENGINE FAILURE - QRH
ENG MODE SEL IGN, THR LEVERS - IDLE
300K (optimum relight speed, - 4.5
o
pitch, 2 NM/1000')
EMER ELEC PWR (if EMER GEN not on) MAN ON
LANDING STRATEGY forced landing/ditching location
VHF 1/HF 1 ATC, FAC 1 OFF, then ON

TRAINING PURPOSES ONLY
Note - Italic print denotes Chapter 2 memory Item

INSTRUMENTS/NAVIGATION
Only Capts IR (1 or 3) remain after 5 min. on battery
IRS tolerance preflight <5 K, post flight <15 K, < 5 NM
within 2 minutes of stopping
IRS flashing ALIGN for no PP, >1
o
last PP, move aircraft
IRS gnd alignment up to 82
o
N
NAV mode 82
o
N to 60
o
S (73
o
N from 90-120
o
W)
FCU push managed, pull selected. V/S push 0 V/S, pull
for existing V/S (also if ALT changed during capture)
TRK-FPA mode VMC only, not instrument approaches
OPEN DES prohibited inside FAF or < 1,000' AGL
PERF modes t/o, climb at acceleration alt., cruise at
cruise alt., descent at lower alt. <200NM of destination,
approach at activate & confirm or circled D point
3 A/THR disconnects match & mash, idle, FCU pb.
Disengaged for flight if disconnects held for 15 sec.
Altitude alert inhibits with gear & slats, or GS capture

REJECTED TAKEOFF PF, PM CALLOUTS
(>72K, spoilers auto extend, therefore autobraking)
Capt. - Reject, My Aircraft, thrust levers to idle, max
braking and max reverse until assured aircraft can stop
on runway, slight forward sidestick, This is the
Captain, remain seated.
F/O NO AUTOBRAKES, monitor deceleration, notify
tower, 80

ENGINE FAILURE (T/O) PF, PM CALLOUTS
Engine Failure, TOGA (if desired), TOGA SET,
ROTATE, rotate to commanded, POSITIVE RATE, Gear
up, GEAR UP, trim, 100' RA Autopilot 1(2),
HEADING or NAV(EO SID), 1000' RA or OCA,
Vertical Speed 0, Flaps 1, FLAPS 1, Flaps-Up,
FLAPS UP, disarm spoilers, Green dot speed, select open
climb, SPEED ___(green dot), MCT, MCT SET. Note
if TOGA not set on RWY, consider TOGA after A/P1/2

ENGINE FAILURE ON APPROACHES
(319/321) >1000' Flaps 3, speed to Vapp for CONF 3,
LDG FLAP 3 on overhead.

ICING
Pre-departure check <10
o
C and visible moisture, or
icing conditions during previous flight
2" dry snow, 1/4" (1/2" if favorable conditions) slush
Engine anti-ice on if ice exists or anticipated, except
climb and cruise below 40
o
C SAT. Ice exists <10
o
C
(OAT/TAT) and visible moisture (including fog <1
mile) or surface contamination may be ingested
70% (50% IAE)N1 for 30 sec. every 30 min.
No wing anti-ice on ground, or with APU bleed air
Wing on at 1
st
power reduction; off at FAF, but can be
used to landing if severe icing conditions
Lose electrics ENG valves fail open, wing close
Probe/window heat auto on with 1 ENG and in flight
Anti ice FAULT is disagreement (wing also low press)

GPWS ESCAPE PF, PM CALLOUTS
THRUST TOGA
ROLL- A/P disc, roll wings level
PITCH Rotate to full back sidestick
CONFIGURATION Verify speed brakes in; do not
alter until terrain clearance assured, climb to safe alt.
PM verify actions, CALL OUT FLIGHT PATH AND MSA IS __

WINDSHEAR (Reactive warning, windshear,
windshear, windshear below 1,300' RA only)
WINDSHEAR TOGA, set TOGA
ROLL-Wings level, unless terrain is a factor
PITCH- Rotate to (on T/O roll, no later than 2000'
remaining) SRS (if SRS n/a - 17.5
o
) with full back
sidestick. Use a/p if engaged (no a/p if !>!prot)
CONFIGURATION- verify speed brakes retracted, do
not alter until terrain clearance assured
PM verify actions, CALL OUT FLIGHT PATH, PIREP to ATC
Predictive caution, monitor radar display or warnings
windshear ahead (twice on t/o) and go around
windshear ahead (on approach); reject <V1, TOGA if
>V1, or normal G/A on approach
Predictive based on radar moisture movement <2300'
with alerts <1500' and caution/warnings <1200'.
CAT II/III APPROACH PF, PM CALLOUTS
Initially Activate & confirm approach phase, Flaps
1, FLAPS 1, Flaps 2, FLAPS 2, cleared approach,
select approach and 2
nd
A/P, CAT 3 Dual or CAT 3
Single or CAT 2, COURSE ALIVE, verify LOC *,
GLIDESLOPE ALIVE, 1# dots Gear Down, GEAR
DOWN, Flaps 3, Landing Checklist, FLAPS 3, G/S
capture, Flaps Full, FLAPS FULL, verify G/S green,
Set Missed Approach Altitude, auto 1,000,
Stable, auto 500, STABLE, TARGET(REF + ___), SINK
___, 400' RA LAND GREEN/NO LAND GREEN, 100
ABOVE, Continuing, auto MINIMUMS, Go-
Around, TOGA or Landing, 20' RA idle, 10' RA
levers to idle, touchdown reversers, SPOILERS, 1 (NO)
REVERSE , NO AUTO-BRAKES, NO ROLLOUT, 80, idle
rev, disc A/P>60
G/A if no LAND GREEN <350' or red autoland warning
light on approach (200') or no FLARE at 40'. If
autoland degraded >1000' OK if by 500', PERF APPR
updated & captain aware. Prior to approach,
disengage & engage other A/P 1
st
.
Engine-out CAT IIIA(50' DH), procedures done >1,000'
(320 Autoland CONF FULL)
1 ENG autoland, idle reverse OK if Xwind<15k
RVR CAT IIIB DUAL AH 100'
600/600/Required Advisory
300/300/300(1 rvr may be temp inop)
CAT IIIA DUAL AH 100', SINGLE DH 50'
700/700/Required Advisory
CAT II 1200/Advisory/Required Advisory (Mid)
1600/Advisory/Advisory
Canada CAT III DUAL AH 100',SINGLE DH 50'
600/600/Required Advisory
CAT II 1200/700/
GO AROUND PF, PM CALLOUTS
Go-Around, TOGA, TOGA SET, Go Around Flaps,
FLAPS___, verify MAN TOGA-SRS-GA TRK, POSITIVE
RATE, Gear Up, GEAR UP, Advise ATC, 100'AFE
Autopilot 1(2), 400'AFE Heading __(NAV), LVR
CLB flashing, Climb, CLIMB SET, F speed Flaps 1,
FLAPS 1, S speed Flaps Up, After Takeoff Checklist,
FLAPS UP, disarm spoilers
OTHER APPROACHES
Non-precision use A/P 2 only
Cat I <4000 RVR, A/P required
LNAV/VNAV use DA (LPV N/A)
LNAV & VOR use MDA+50' (unless note authorizes
users VNAV DA(H) in lieu of MDA(H)).
G/A if > +5
o
VOR raw data or if RNAV, when both GPS
prim lost, or both NAV accuracy downgrade (if only 1,
use other autopilot).
RNAV/VOR A/P & F/D must be used. If both A/P fail
or 1 ENG, manual F/D RNAV/VOR authorized only if
no ILS available. 1 ENG - no A/P in FINAL APP,
NAV/VS, NAV/FPA
LDA with G/S coded as LOC. Use ILS procedures, G/S
must be operative
ASR If radar page not available, give controller
category, request visibility minimum and recommended
altitudes on final. Published MDA should be rounded
up to the nearest 100' and set in FCU as adjusted MDA
Category C; if >140K or 321, then CAT D
Adjust minimums if SAT < -30
o
C
ECAM & WARNINGS
ECAM underline-independent, box-primary, * secondary
If t/o memo not displayed after #2 started, select t/o
configuration pb(overrides memo timer delay)
RCL for 3 sec. shows previous cleared or cancelled
On BAT only will still have EMER CANC, ALL, CLR,
STS, RCL.
GPWS TERR is based on position on a database map, no
radar or radio alt. Independent of GWPS SYS control.
GPWS pull up or terrain at night or IMC - do escape
TCAS RA - promptly A/P off, F/Ds off (PM), notify
ATC, adjust V/S to stay in green area. Respect stall,
GPWS, W/S. On approach, with CLIMB or
INCREASE CLIMB, G/A