RESUMEN A32S v2.

1 (Enero 2018)

por: JAIME DOBRZYNSKI

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 AIRCRAFT GENERAL
The passenger-seating layout may vary, according to operating requirements. The certified maximum is:
A321: 220 - Avianca: 194 (12/182)
CABIN A320: 180 - Avianca: 150 (12/138)
A319: 145 - Avianca: 120 (12/108)
A318: 136 - Avianca: 100 (12/88)

 Vehicles: 2
 SEI Airport Cat: 6
SEI  SEI down to 3 by NOTAM If the aircraft doesn't have Brakes, Antiskid, Flight Controls, Thrust Reversers, Spoilers or Hydraulics MEL'd
 SEI Airport Cat 5 if Marginal Runway (<7.500ft and Slippery or contaminated at the time of operation) and Brakes, Antiskid, Flight
Controls, Thrust Reversers, Spoilers or Hydraulics MEL'd)

AIRCRAFT DIMENSIONS
A321

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

A320 SHARKLETS

A320

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

A319 SHARKLETS

A319

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 A318

UNPRESSURIZED
COMPARTMENTS

MINIMUM
TURNING RADIUS  45 m

ANTENNA
LOCATIONS

LIMITATIONS
GENERAL
This airplane is certified in the public transport category (passengers and freight) for day and night operations, in the following conditions when the
appropriate equipment and instruments required by the airworthiness and operating regulations are approved, installed and in an operable condition:
KIND OF  VFR and IFR
OPERATIONS  Extended overwater flight
 Flight in icing conditions
FLIGHT
MANEUVERING
Clean Configuration: –1 g to +2.5 g
LOAD
ACCELERATION Other configurations: 0 g to +2 g
LIMITS

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 WEIGHT AND CENTER OF GRAVITY LIMITS
A321 A321neo A320 A320neo A319 A318-111 A318-112

MAX. TAXI 93900 kg 93 900 kg 77400 kg 79 400 kg 75900 kg 64900 kg 68400 kg

MAX.
93500 kg 93 500 kg 77000 kg 79 000 kg 75500 kg 64500 kg 68000 kg
WEIGHT TAKEOFF
LIMITATIONS MAX.
77800 kg 79 200 kg 66000 kg 67 400 kg 62500 kg 57500 kg 57500 kg
LANDING
MAX. ZERO
73800 kg 75 600 kg 62500 kg 64 300 kg 58500 kg 54500 kg 54500 kg
FUEL

MIN. WEIGHT 47500 kg 46 600 kg 37230 kg 40 600 kg 35400 kg 34500 kg 34500 kg

In exceptional conditions (inflight turn back or diversion), an immediate landing at weight above maximum landing weight is permitted, provided that the
pilot follows the overweight landing procedure.

VISUAL GROUND
GEOMETRY

ENVIRONMENTAL ENVELOPE

AIRPORT OPERATIONS AND WIND LIMITATIONS

Runway slope (mean): ±2 %
o Runway altitude A321, A320, A319: 14.100 ft
o Runway altitude A318: 9.200 ft
Maximum demonstrated crosswind for Takeoff: A321/320NEO: 35 kt - A318: 39 kt - A320/319CEO: 38 kt
Maximum demonstrated crosswind for Landing: A321/320NEO: 38 kt - A318: 38 kt - A320/319CEO: 38 kt
The maximum demonstrated crosswind value is not an Airplane Flight Manual (AFM) limitation: It is the maximum crosswind condition experienced during the aircraft certification
campaign. Airbus recommends that operators should not intentionally operate in crosswinds that exceed this value.
Maximum tailwind for Takeoff and Landing A321/320/319: 15 kt – A318: 10 kt
The maximum tailwind for automatic landing and rollout remains 10 kt.
For Landing with MORE than 10kt tailwind, only FLAPS FULL is permitted. (Company Limitation)
PASSENGER AND CARGO DOORS OPERATION
The following are the wind limitations for passenger and cargo doors operation:
 The maximum wind for passenger door operation is 65 kt
 The maximum wind for FWD and AFT cargo door operation is 40 kt (or 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward
side)
 The FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 MAXIMUM CROSSWIND ON CONTAMINATED RUNWAYS
Runway Surface Conditions
Maximum Crosswind for Maximum Crosswind for
Runway State or / and Runway ESF(1) or
Takeoff (Gust included) Landing (Gust included)
Contaminant PIREP(2)
Damp
Wet
Up to 3 mm (1/8'') of water
Slush
39 kt (A318) 38 kt (A318)
Up to 3 mm (1/8'')
Good 35 kt (A321/320 neo) (A321/320 neo)
Dry snow
38 kt (A321/320/319 ceo) 38 kt (A321/320/319 ceo)
Up to 3 mm (1/8'')
Wet snow
Up to 3 mm (1/8'')
Frost
Compacted snow Good to
29 kt 29 kt
OAT at or below -15 °C Medium
Dry snow
More than 3 mm (1/8''), up to 100
mm (4'')
Wet snow
More than 3 mm (1/8''), up to 30 mm
(6/5'') Medium 25 kt 25 kt
Compacted snow
OAT above -15 °C
Dry snow over compacted snow
Wet snow over compacted snow
Slippery when wet
Water
More than 3 mm (1/8''), up to 12.7
mm (1/2'') Medium
20 kt 20 kt
Slush to Poor
More than 3 mm (1/8''), up to 12.7
mm (1/2'')
Ice (cold & dry) Poor 15 kt 15 kt
(1) ESF: Estimated Surface Friction
(2) PIREP: Pilot Report of Braking Action
Note: The maximum crosswind values given in the above table are recommended values based on computations.

TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS

Takeoff is not recommended on the following runway conditions:
 Wet ice
 Water on top of Compacted Snow
 Dry Snow or Wet Snow over Ice
MAXIMUM FLAPS/SLATS SPEEDS A320/319/318
Configuration on
Flap Lever Position Slat/Flap Display
Max Speed (kt) Flight Phase
0 Vmo/Mmo Cruise
1 230 Holding
1
1+F 215 Takeoff
2 2 200 Takeoff/Aproach
3 3 185 Takeoff/Aproach/Landing
FULL FULL 177 Landing
MAXIMUM FLAPS/SLATS SPEEDS A321 ceo
Configuration on
Flap Lever Position Slat/Flap Display
Max Speed (kt) Flight Phase
0 Vmo/Mmo Cruise
1 235 Holding
1
1+F 225 Takeoff
2 2 215 Takeoff/Aproach
3 3 195 Takeoff/Aproach/Landing
FULL FULL 190 Landing
MAXIMUM FLAPS/SLATS SPEEDS A321 neo
Configuration on
Flap Lever Position Slat/Flap Display
Max Speed (kt) Flight Phase
0 Vmo/Mmo Cruise
1 238 Holding
1
1+F 225 Takeoff
2 2 215 Takeoff/Aproach
3 3 195 Takeoff/Aproach/Landing
FULL FULL 186 Landing
Copyright: JAIME DOBRZYNSKI RESUMEN v2.1
  Vmo: 350kt
 Mmo: 0.82

MAXIMUM
OPERATING SPEED
VMO/MMO

The maximum operating speed, VMO/MMO may not be deliberately exceeded in any regime of flight.

MAXIMUM Maximum speed with the landing gear extended (VLE): 280kt /M 0.67
SPEEDS WITH THE
Maximum speed at which the landing gear may be extended (VLO extension): 250kt /M 0.60
LANDING GEAR
EXTENDED Maximum speed at which the landing gear may be retracted (VLO retraction): 220kt /M 0.54
MAXIMUM TIRE
SPEED
Maximum ground speed: 195kt
TAXI SPEED When the taxi weight is higher than 76 000 kg: CAUTION Do not exceed a taxi speed of 20kt during a turn.
WIPERS
Maximum speed: 230kt
MAXIMUM
OPERATING SPEED Note: This limitation is applicable when the wipers are sweeping. It is not applicable if the wipers are not sweeping for any reasons.
AIR BLEED/COND/PRESS/VENT
With passengers on board, it is not recommended to exceed 20 min without air conditioning supply. The lack of fresh air supply will
GENERAL
significantly reduce the cabin’s air quality.
The flight crew must not use bleed air from the APU BLEED and from the HP Air Start Unit at the same time, to prevent any adverse effect
on the Bleed Air System.
APU BLEED USE
WITH HP/LP AIR Do not use conditioned air simultaneously from packs and low-pressure ground units (to avoid chattering of the non return valves).
START UNIT
Airflow supplied by the ground cart shall not exceed 1.2 kg/s (2.60 lb/s).

During ground operations and depending on the Outside Air Temperature (OAT), the flight crew must limit the time that the aircraft electric
power supply is used, in normal avionics ventilation system configuration, as follows:
AVIONICS OAT ≤ 49 °C No Limitation
VENTILATION 49 °C < OAT ≤ 55 °C 2h
55 °C < OAT ≤ 60 °C 1h
60 °C < OAT ≤ 64 °C 0.5 h
Maximum positive differential pressure: 9.0 PSI
Maximum negative differential pressure: -1.0 PSI
Safety relief valve setting: 8.6 PSI

CABIN
PRESSURE

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 The use of Pack Flow HI in combination with Wing Anti-Ice is prohibited above 25 000 ft.
Pack Flow Switch Position:
PACK FLOW A321: ECON FLOW P/B ON if number of occupants is below 168
A320: LO if number of occupants is below 141
A319: LO if number of occupants is below 138
PACKS USE WITH
LP AIR The flight crew must not use conditioned air from the packs and from the LP Air Conditioning Unit at the same time, to prevent any adverse
CONDITIONING effect on the Air Conditioning system.
UNIT

AUTO FLIGHT SYSTEM

At takeoff 100 ft AGL or 5 s after liftoff
In non-precision approach using FINAL APP, NAV-FPA, NAV-
250 ft AGL
V/S, TRK-FPA, HDG-V/S, LOC-V/S, LOC-FPA
500 ft AGL for aircraft category C (600 ft AGL for aircraft
In circling approach
category D).
The autopilot can
be used with the ILS approach when CAT1 is displayed on the FMA 160 ft AGL
following ILS approach when CAT2 or CAT3 (single or dual) is
minimum values 0 ft AGL if autoland
displayed on the FMA
After a manual go-around 100 ft AGL
In all other phases 500 ft AGL A320/319/318 - 900 AGL for A321
The AP or FD in OP DES or DES mode can be used in approach. However, its use is only permitted if the FCU selected altitude
is set to, or above, the higher of the two: MDA/MDH or 500 ft AGL.
FMGS lateral and vertical navigation is certified for:
 After takeoff, en route, and terminal area operations
 Navigation within RNAV/RNP airspace
 Instrument approach procedures (except ILS, LOC, LOC B/C, LDA, SDF, GLS, MLS and FLS final approaches)
 Missed approach procedures.
FLIGHT
MANAGEMENT Approval of the FMGS is based on the assumption that the navigation database is validated for intended use.
FUNCTION Obstacle clearance and adherence to airspace constraints remains a flight crew responsibility.
Fuel, time predictions/performance information is provided for advisory purposes only.

TAKEOFF IN GPS PRIMARY

For certain airports, where the difference between the local coordinate system and WGS 84 (geodesic standard used by GPS, FMS) is not
negligible, a map shift may occur after takeoff. The flight crew must deselect the GPS for takeoff from these airports, until a safe altitude is
reached.
NAVIGATION PERFORMANCE
The navigation accuracy depends on:
 IRS drift, or
 One of the following:
o Radio navaid availability, or
o Elapsed time since last computation of radio navaid position.
RNP accuracy with GPS PRIMARY is:
With AP OFF With AP OFF
With AP ON (1)
and FD ON (1) and FD OFF
En route 1 NM 1 NM 1,1 NM
In terminal Area 0.5 NM 0.51 NM 0.51 NM
In approach 0.3 NM 0.3 NM N/A for AVA
(1) - In NAV (all phases)
NAVIGATION
PERFORMANCE
For RNP AR:
The aircraft is capable of conducting RNP AR operations to a minimum RNP accuracy value of 0.1.

RNP AR 0.1 performance is demonstrated with AP ON for the following modes:

 Departure in NAV mode
 Initial approach in NAV or APP NAV modes
 Final approach in FINAL APP mode
 Missed approach in NAV mode.
Note: The use of RNP AR (normal conditions) assumes that there is no safety impact if RNP degrades upon engine or systems failure. Aircraft
performance under worst case failure conditions may degrade up to RNP 0.2 with AP ON.

DEGRADED SITUATION
If GPS PRIMARY LOST is displayed on the PFD, the navigation accuracy remains sufficient for RNP operations provided that, the RNP value
is checked or entered on the MCDU and HIGH ACCURACY is displayed

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 AFTER TAKEOFF
NAV mode may be used after takeoff provided that:
 GPS PRIMARY is available, or
 The flight crew checked the FMGS takeoff updating.
IN TERMINAL AREA
NAV mode may be used in terminal area provided that:
 GPS PRIMARY is available, or
 the appropriate RNP is checked or entered on the MCDU, and HIGH accuracy is displayed, or
 FMS navigation is crosschecked with navaid raw data.
USE OF NAV
MODE APPROACH BASED ON RADIO NAVAIDS
A navaids approach may be performed in NAV, APP NAV or FINAL APP, with AP or FD engaged, provided that:
 If GPS PRIMARY is available, the reference navaid may be unserviceable, or the airborne radio equipment may be inoperative, or
not installed, provided that an operational approval is obtained
 If GPS PRIMARY is not available, the reference navaid and the corresponding airborne radio equipment must be serviceable,
tuned and monitored during the approach.
RNAV APPROACH
An RNAV(RNP) approach may be performed, with GPS PRIMARY not available, only if the radio navaid coverage supports the RNP value and
HIGH accuracy is displayed on the MCDU with the specified RNP, and an operational approval is obtained. An RNAV(GNSS) approach may
be performed provided that GPS PRIMARY is available. (OPSPECS requires GPS for ALL RNAV approaches)
NON-PRECISION
APPROACHES If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following modes: FINAL APP, NAV V/S,
WITH ENGINE- NAV/FPA. Only FD use is permitted. (A319)
OUT
Minimum decision height: 100 ft AGL
ILS CATEGORY
At least one autopilot must be engaged in APPR mode, and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
II
For manual landing, AP should be disconnected no later than 80 ft AGL.

ILS CATEGORY III Minimum decision height: 50 ft AGL

FAIL PASSIVE A/THR must be used in selected or managed speed. At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT 3
(SINGLE) DUAL must be displayed on the FMA.
Alert height: 100 ft AGL
ILS CATEGORY III A/THR must be used in selected or managed speed.
FAIL
OPERATIONAL Both autopilots must be engaged in APPR mode, and CAT 3 DUAL must be displayed on the FMA.
(DUAL)
CAT III without DH: Minimum Runway Visual Range: 75 m

ENGINE-OUT CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out procedures are completed before
A320 ceo reaching 1 000 ft in approach.
ENGINE-OUT CAT II and CAT III fail passive autoland are only approved in configuration 3 and FULL, and if engine-out procedures are completed before
A321/320
reaching 1 000 ft in approach.
neo/319
CAT II and CAT III fail passive autoland are only approved in configuration 3 and FULL, and if engine-out procedures are completed before
ENGINE-OUT reaching 1 000 ft in approach.
A318 In case of a go-around below 50 ft, and with one engine inoperative, disconnect the autopilot after go-around initiation, and follow the
FD bars.
Headwind : 30 kt
MAXIMUM Crosswind : 20 kt
WIND Tailwind : 10 kt
CONDITIONS Note: Wind limitation is based on the surface wind reported by ATC. If the wind displayed on the ND exceeds the above-noted autoland
FOR ILS CAT II limitations, but the tower reports a surface wind within the limitations, then the autopilot can remain engaged. If the tower reports a
OR CAT III surface wind beyond limitations, only CAT I automatic approach without autoland can be performed.
(Different types have different wind limitations check FCOM for specific MSN)
ILS CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
 With CAT II and CAT III ILS beam.
 With a glide slope angle between -2.5 ° and -3.15 °
AUTOMATIC  With an airport elevation at or below 9200 ft (5750 ft A321/318),
LANDING Automatic landing is not allowed below -1 000 ft pressure altitude.
Automatic rollout performance is approved on dry and wet runways, but performance on snow-covered or icy runways was not
demonstrated.
During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust
reverser, provided that only IDLE reverse thrust is used.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 Automatic landing system performance is demonstrated with CAT II or CAT III ILS airport installation. However, automatic landing in CAT I
or better weather conditions is possible on CAT I ground installations or on CAT II/III ground installations when ILS sensitive areas are
not protected, if the following precautions are taken:
 The airline checked that the ILS beam quality, and the effect of the terrain profile before the runway have no adverse effect on
AUTOMATIC AP/FD guidance. Particularly, the effect of terrain profile within 300 m before the runway threshold must be evaluated
LANDING  The flight crew is aware that LOC or G/S beam fluctuations, independent of the aircraft system, may occur. The PF is prepared to
(cont) immediately disconnect the autopilot, and to take the appropriate action, should not satisfactory guidance occur
 At least CAT2 capability is displayed on the FMA and the flight crew uses CAT II/III procedures
 Visual references are obtained at an altitude appropriate for the CAT I approach. If not, a go-around must be performed.
Note: Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight
crew can decide to perform an autoland up to 69 t (A320), 67 t (A318),
AUXILIARY POWER UNIT
APU START After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt.
ROTOR SPEED Maximum N speed: 107 %
MSN 1634-2575, 5057-7928
Maximum EGT for APU start (below 35 000 ft): 1090 °C
Maximum EGT for APU start (above 35 000 ft): 1120 °C
Maximum EGT for APU running: 675 °C
EGT
MSN 3647-4939
Maximum EGT for APU start (below 25 000 ft): 900 °C
Maximum EGT for APU start (above 25 000 ft): 982 °C
Maximum EGT for APU running (with 5 s confirmation for shutdown): 682 °C
Maximum EGT for APU running (for immediate shutdown): 700 °C to 742 °C
APU START
SHUTDOWN During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions:
DURING  If the APU failed to start or following an automatic APU shutdown, do not start the APU
REFUELING  If a fuel spill occurs, perform a normal APU shutdown.
DEFUELING

OPERATIONAL
ENVELOPE

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 MSN 1634-2575, 5057-7928
Max altitude to assist engine start: 20 000 ft
Max altitude for air conditioning and pressurization (single pack operation): 22 500 ft
Max altitude for air conditioning and pressurization (dual pack operation): 15 000 ft

APU BLEED MSN 3647-4939

Max altitude to assist engine start: 20 000 ft
Max altitude for air conditioning and pressurization (single pack operation): 20 000 ft
Max altitude for air conditioning and pressurization (dual pack operation): 15 000 ft

Use of APU bleed air for wing anti-ice is not permitted.

CABIN SYSTEMS
POWER SUPPLY FOR PORTABLE ELECTRONIC DEVICE (PED):
The In-Seat Power Supply System (ISPSS) for the Portable Electronic Device (PED) carried by the passengers must be turned off during takeoff and landing.

ENGINES

LEAP 1-A
Operating Conditions Time Limit EGT Limit
All engines operative 5 min
THRUST Takeoff and Go-around One engine 1 060 °C
10 min
SETTING/EGT inoperative
LIMITS Maximum Continuous Thrust (MCT) Not limited 1 025 °C
On ground 750 °C
Starting
In flight 875 °C

Takeoff and Go-around Includes TOGA, FLEX, and DERATE thrust modes.

Maximum : 101 %
SHAFT SPEEDS
Maximum N2: 116.5 %
Maximum continuous temperature: 140 °C
Maximum transient temperature (15 min): 155 °C
Minimum starting temperature: -40 °C
Minimum temperature before takeoff: 19 °C
OIL
Minimum oil quantity: 10.6 qt + estimated consumption (average estimated consumption ≈ 0.45 qt/h).
Minimum oil pressure: 17.4 PSI
Maximum oil pressure (when oil temperature is below 50 °C): 130.5 PSI
Maximum oil pressure (when oil temperature is above 50 °C): 145 PSI
- A standard automatic start that includes up to three start attempts, is considered one cycle.
- For ground starts (automatic or manual), a 60 s pause is required between successive cycles
STARTER
- A 15 min cooling period is required, subsequent to three failed cycles
- The starter must no be run when N2 is above 63 %.
ENGINE START
CROSSWIND
The engine is able to start in crosswind up to 45 kt.
OPERATION ON
GROUND TAKEOFF
Engine crosswind limit at takeoff: 35 kt (gust included)
At ISA sea level :
AVERAGE
N1 about: 19 %
ENGINE
N2 about: 68 %
PARAMETERS
EGT about: 520 °C
FF about :290 kg/h

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 CFM56
Operating Conditions Time Limit EGT Limit
All engines operative 5 min
THRUST Takeoff and Go-around One engine 950 °C
SETTING/EGT 10 min
inoperative
LIMITS Maximum Continuous Thrust (MCT) Not limited 915 °C
On ground
Starting 725 °C
In flight

Takeoff and Go-around Includes TOGA, FLEX, and DERATE thrust modes.

Maximum : 104 %
SHAFT SPEEDS
Maximum N2: 105 %
Maximum continuous temperature: 140 °C
Maximum transient temperature (15 min): 155 °C
Minimum starting temperature: -40 °C
Minimum temperature before takeoff: -10 °C
Minimum oil quantity: 9.5 qt + estimated consumption (average estimated consumption ≈ 0.5 qt/h).

MIN/MAX Oil Pressure (ECAM Indication):

OIL

- A standard automatic start that includes up to three start attempts, is considered one cycle
- For ground starts (automatic or manual), a 20 s pause is required between successive cycles
STARTER
- A 15 min cooling period is required, subsequent to four failed cycles
- The starter must not be run when N2 is above 20 %.
At ISA sea level:
N1 about: 19.5 %
AVERAGE
ENGINE N2 about: 58.5 %
PARAMETERS EGT about: 390 °C
FF about: 275 kg/h

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 IAE V2500
Operating Conditions Time Limit EGT Limit
All engines operative 5 min
THRUST Takeoff and Go-around 635 °C
SETTING/EGT One engine
10 min
LIMITS inoperative
(A320/319) Maximum Continuous Thrust (MCT) Not limited 610 °C
On ground
Starting 635 °C
In flight
Operating Conditions Time Limit EGT Limit
All engines operative 5 min
THRUST 650 °C
Takeoff and Go-around One engine
SETTING/EGT 10 min
LIMITS (A321) inoperative
Maximum Continuous Thrust (MCT) Not limited 610 °C
Starting On ground 635 °C

Takeoff and Go-around Includes TOGA, FLEX, and DERATE thrust modes.

Maximum : 100 %
SHAFT SPEEDS
Maximum N2: 100 %

Maximum continuous temperature: 155 °C

Maximum transient temperature (15 min): 165 °C
Minimum starting temperature: -40 °C
OIL
(A321/320/319 Minimum temperature before IDLE is exceeded: -10 °C
IAE ceo) Minimum temperature before takeoff: 50 °C
Minimum oil quantity: 11 qt + estimated consumption (average estimated consumption ≈ 0.3 qt/h).
Minimum oil pressure: 60 PSI

- A standard automatic start that includes only one start attempt, is considered one cycle
- For ground starts (automatic or manual), a 15 s pause is required between successive cycles
- A 30 min cooling period is required, subsequent to three failed cycles or 5 min of continuous crank
STARTER
- For manual start, observe a two-minute maximum cycle time
- For crank, observe a 5 min maximum cycle time
- The starter must not be run when N2 is above 10 % on-ground and 18 % in-flight.

CROSSWIND
ENGINE START
OPERATION ON
GROUND The engine is able to start in crosswind up to 35 kt.
ISA sea level:
EPR about: 1.01
AVERAGE N1 about: 21.4 %
ENGINE N2 about: 57.8 %
PARAMETERS EGT about: 414 °C
FF about: 350 kg/h

ALL ENGINE TYPES

Selection of the reverse thrust is prohibited in flight.
REVERSE
Backing the aircraft with reverse thrust is not permitted.
THRUST
Maximum reverse should not be used below 70 kt.
FLEX TAKEOFF
Takeoff at reduced thrust, so-called as FLEX takeoff, is permitted only if the airplane meets all performance requirements at the takeoff weight, with the
operating engines at the thrust available for the flexible temperature (TFLEX).
Takeoff at reduced thrust is permitted with any inoperative item affecting the performance only if the associated performance shortfall has been applied
REDUCED to meet the above requirements.
THRUST FLEX takeoff is not permitted on contaminated runways.
TAKEOFF TFLEX cannot be:
 Higher than TMAX FLEX, equal to ISA + X °C. depending on engine type.
 Lower than the flat temperature (TREF).
 Lower than the actual OAT.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 The flight crew should only perform a manual start if:
MANUAL
 The EGT margins are low
ENGINE  The residual EGT is high
START  A dry crank is performed.
 It may be appropriate to perform a manual start in high altitude operations, or after an aborted engine start.

FLIGHT CONTROLS
MAXIMUM
ALTITUDE
Maximum operating altitude with slats and/or flaps extended: 20 000 ft
FLAPS/SLATS
EXTENDED
USE OF FLIGHT CAUTION Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g. large sideslip
CONTROLS angles) may result in structural failures at any speed.

FUEL
The fuel system is certified with: JET A, JET A1, JET B, JP4, JP5, JP8, N° 3 JET, RT, and TS-1, in accordance with engine manufacturers and
CERTIFIED
FUEL fuel specifications. (JET B and JP 4 not authorized for IAE or LEAP1 CFM)
The various types of fuel can be mixed in all proportions.
FUEL
MIXABILITY The freezing point of a fuel mixture varies, based on non-linear laws. If required, determine the fuel freezing point of the fuel mixture.
FUEL
TEMPERATURE Minimum: -43 °C
for Maximum: 54 °C
(CFM & IAE ceo)
FUEL Minimum: -43 °C
TEMPERATURE
CFM LEAP 1-A Maximum: 55 °C
INNER TANKS (OUTER TANKS BALANCED): Check FCOM for specific MSN

MAXIMUM OUTER TANKS (INNER TANKS BALANCED): Check FCOM for specific MSN
ALLOWED A321: Max Takeoff Fuel Imbalance: 400 kg
FUEL
IMBALANCE A320/319 with wing tips: Max Takeoff Fuel Imbalance (Inner tanks): 500 kg. Outer Tanks: 370 kg
A318: Max Fuel Imbalance at Takeoff, in flight and at landing: (Inner tanks): 1500 kg. Outer Tanks: 690 kg

MINIMUM FUEL Minimum fuel quantity for takeoff: 1 500 kg

QUANTITY FOR
TAKEOFF The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL, etc.) must not appear for takeoff.
OUTER TANKS INNER TANKS CENTER TANK TOTAL
A318/319/320
≈ 690 kg ≈ 5500 kg ≈ 6500 kg ≈ 19000 kg
FUEL
CAPACITY
WING TANKS CENTER TANK ACT 1 TOTAL
A321
≈ 6000 kg ≈ 6500 kg ≈ 2300 kg ≈ 21000 kg

ICE AND RAIN PROTECTION

- Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is at or below 10 °C and visible moisture in any
DEFINITION form is present (such as clouds, fog with visibility of one nautical mile or less, rain, snow, sleet or ice crystals).
OF ICING
CONDITIONS - Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and operating on ramps, taxiways or runways
where surface snow, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes.
DEFINITION
OF SEVERE ICE Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately 5 mm (0.2 in) thick or more.
ACCRETION
DEFINITION Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless nights.
OF THIN
It is so thin that surface features (lines or markings) can be distinguished beneath it.
HOARFROST
RAIN
The flight crew should only use the rain repellent in the case of moderate to heavy rain.
REPELLENT

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 LANDING GEAR
The braking system is not designed to hold the aircraft in a stationary position when a high thrust level is applied on at least one engine.
BRAKING During ground procedures that require a thrust increase with braking, the flight crew must ensure that the aircraft remains stationary, and
SYSTEM
must be ready to immediately retard the thrust levers to IDLE.
BRAKE Maximum brake temperature for takeoff (brake fans off): 300 °C
TEMPERATURE
NOSEWHEEL
STEERING Maximum NWS angle: 85 °
(NWS)
To vacate the runway or taxi at low speed with tire(s) deflated (not damaged), all of the following limitations apply:
 If maximum one tire per gear is deflated (consider three gears)
o Maximum taxi speed during turn: 7 kt

TAXI WITH  If two tires are deflated on the same main gear (maximum one main gear)
DEFLATED OR o Maximum taxi speed: 3 kt
DAMAGED
TIRES  For the nosewheel steering (NWS) angle
o Maximum NWS angle: 30 °
In addition, if tire damage is suspected, the flight crew must ask for an aircraft inspection prior to vacate the runway or taxi. If the ground
crew suspects that a tire burst may damage the landing gear, maintenance action is due.

OXYGEN
REF.
°C -10 0 10 20 30 40 50
TEMPERATURE
MIN CAPT Capt 460 480 500 520 540 550 570
INDICATION
(PSI) Capt + 3rd Obs 650 680 700 730 750 780 800
MIN FO FO 460 480 500 520 540 550 570
INDICATION
(PSI) FO + 4th Obs 650 680 700 730 750 780 800
REF Temperature :
MINIMUM  On ground : REF Temperature = (OAT + Cockpit TEMP) / 2
FLIGHT CREW  In flight : REF Temperature = CAB TEMP (°C) - 10 °C, or
OXYGEN Minimum Bottle Pressure to Cover:
PRESSURE o Preflight checks
(A321/320 neo) o The use of oxygen, when only one flight crewmember is in the cockpit
o Unusable quantity (to ensure regulator operation with minimum pressure)
o Normal system leakage
o The most demanding case among the following:
 Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
 During emergency descent for all flight crewmembers and observers for 22 min.
 During cruise at FL 100 for two flight crewmembers for 98 min.
 Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.
Note: The above times that are based on the use of a sealed mask may be shorter for bearded crew (in terms of performance, pressure, or duration).
OXYGEN
REF.
TEMPERATURE
°C -10 0 10 20 30 40 50

2 Crewmembers 509 529 548 567 587 606 626

2 Crewmembers +
MIN Bottle PSI 1 OBS
615 638 661 685 708 732 755
2 Crewmembers +
2 OBS
768 798 827 856 885 915 944
REF Temperature :
MINIMUM
 On ground : REF Temperature = (OAT + Cockpit TEMP) / 2
FLIGHT CREW
 In flight : REF Temperature = CAB TEMP (°C) - 10 °C, or
OXYGEN
Minimum Bottle Pressure to Cover:
PRESSURE
(A321/320/319/ o Preflight checks
318 ceo) o The use of oxygen, when only one flight crewmember is in the cockpit
o Unusable quantity (to ensure regulator operation with minimum pressure)
o Normal system leakage
o The most demanding case among the following:
 Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
 During emergency descent for all flight crewmembers and observers for 22 min.
 During cruise at FL 100 for two flight crewmembers for 98 min.
 Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.
Note: The above times that are based on the use of a sealed mask may be shorter for bearded crew (in terms of performance, pressure, or duration).

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 NAVIGATION
IR GROUND ALIGNMENT
Ground alignment of the IRS is possible in latitudes between 73 ° North and 73 ° South.
MAGNETIC (MAG) REFERENCE
If all ADIRUs have the same magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:
 North of 73 ° North, and
INERTIAL  South of 60 ° South.
REFERENCE Flying at latitudes beyond these limits is prohibited.
SYSTEM (IRS)
If one ADIRU has a different magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:
 North of 60 ° North, between 30 ° West and 160 ° West, and
 North of 73 ° North, and
 South of 55 ° South.
Flying at latitudes beyond these limits is prohibited.
OPERATIONAL LIMITATIONS
Note: Direct visual observation out of the cockpit windows remains the primary means of taxiing. If there is a conflict between the outside view and the OANS
display, the reference is the outside view.
The use of OANS is approved only for the following flight phases:
TAXI:
ON-BOARD
The use of OANS is authorized on both PF and PM displays.
AIRPORT
NAVIGATION TAKEOFF:
SYSTEM (OANS) The use of OANS is authorized on PM display only.
ROLL OUT AFTER TOUCHDOWN:
The use of OANS is authorized:
 On PM display
 On PF display at taxi speed.
ROW/ROP
It is the operator's responsibility to inform the flight crews about the runways that are not validated for ROPS, along the scheduled route.
The ROPS may be inhibited (TERR pb set to OFF on GPWS panel) when the aircraft position is less than 15 NM from the airfield:
 For specific approach procedures which have previously been identified as potentially producing undue ROW alerts.
 If a NOTAM displaces the landing threshold (shortened LDA).
Operations where the FLD assessed during the descent preparation is greater than the LDA must not be conducted, unless specific authorization is obtained from the appropriate
authority. For these runways, ROW alerts may be triggered if the ROPS is not inhibited (on the GPWS panel, the TERR pb is kept ON).
AIRCRAFT GEOMETRY
L/G compressed L/G extended
A318 15.7 ° 17.3 °
TAIL STRIKE A319 13.9 ° 15.5 °
AVOIDANCE
A320 11.7 ° 13.5 °
A321 9.7 ° 11.2 °
COMPANY LIMITATIONS
 VISIBILITY: One (1) statute mile (1.600 meters) more than the minimum required visibility for takeoff or landing according to the airport or
instrument approach chart. Should RVR be used, the actual RVR must be double the one required.
 CEILING: Two hundred (200) feet more than the minimum required for the approach. If ceiling does not apply for a given approach, add 200
feet to the decision height (DH).
FIRST OFFICER
 WEIGHT: The first officer may perform the takeoff and/or landing if the actual weight of the aircraft is 1.000 kilograms or less below the maximum
AS PILOT
takeoff / landing weight.
FLYING
 ENVIRONMENT / RUNWAY CONDITIONS:
o Maximum crosswind component for the first officer to be PF is 10 knots.
o Maximum tailwind component for the first officer to be PF is 10 knots (on applicable airplanes).
o If the runway is slippery (as defined by slippery when wet) or contaminated captain must be the PF.
CAPTAIN AS  During Low Visibility Operations.
PILOT FLYING  During PRM approaches.
Full Preflight Inspection must be carried out:
 After a maintenance service
 After an overnight (first flight of the day)
 The airplane has been on the ground for more than 4 hours
 Complete crew transfer of duties (Capt. and FO)
COCKPIT
PREPARATION In addition, a complete IRS alignment must be performed in the following cases:
 When there is a crew transfer of duties
 When GPS is not available and the NAVAIDS coverage is poor on the expected route (flights to/from Europe, South America).
 When GPS is not available and the expected flight time is more than 3 hours.
A fast alignment must be performed if the deviation of the IRS position from the FMGC position is at or above 5 NM. The purpose of the above mentioned
is avoiding the aircraft flying for an undetermined time without having a complete ADIRU´s alignment, full fire tests, among others

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

  Contaminated runway affecting takeoff performance or controllability
 Braking action: Less than MEDIUM
MANDATORY  Crosswinds higher than 10kt
CAPTAIN'S
 Windshear probability in the airport or in the vicinity
TAKEOFF
 Thunderstorms in the vicinity of the airport
 Any MEL condition that leads to the captain decision to perform the takeoff himself
 Moderate precipitation
MANDATORY  Braking action: Less than MEDIUM
CAPTAIN'S  Crosswinds/Tailwinds higher than 10kt
LANDING  Windshear probability in the airport or in the vicinity
 Thunderstorms in the vicinity of the airport
Single Engine Taxi will not be performed when:
 Inoperative APU
 Contaminated Taxiways
 Deicing-Anticing procedures in effect
 With + precipitation: rain, freezing rain, ice, snow
 Low Visibility Procedures in effect - LVP (unless undeclared by the airport)
 Around construction areas
ONE ENGINE  Up-sloping taxiways (One Engine Taxi Arrival is allowed)
TAXI  Where taxiing backtracking the runway is necessary (One Engine Taxi Arrival is allowed)
PROCEDURES  Where MEL procedures increase cockpit workload
 Above the following weights:
o A318: 67 t
o A319: 75 t
o A320: 76.5 t
o A321: 90 t
TAXI Taxi out without Final Loadsheet is prohibited if:
WITHOUT  LVP
FINAL  Contaminated Taxiways, Heavy Precipitation or Thunderstorm
LOADSHEET  Any MEL affecting normal taxi procedures
A new dispatch release (Flight Plan) must be issued if:
 There is a difference of more than 2000 kg with the actual TOW.
WEIGHT AND
 More than 6 hours since issuance time.
BALANCE
 Change in Aircraft Registration.
A new Final Loadsheet must be issued if there is a difference of 500 kg and/or 5 pax.
FUEL FIGURES
Approach Emergency Minimum Instrument Domestic International Avion Limpio Avion Limpio Maniobra con ADD Fuel 20
Fuel Fuel Landing Fuel Error Reserve Reserve FF/hr FF/min Flaps FF/min minutes
A321 150 kg 1100 kg 1700 kg 389 kg 2400 kg 1700 kg 1.480 kg 25 kg 62 kg 969 kg
A320 140 kg 800 kg 1400 kg 389 kg 1900 kg 1400 kg 1.390 kg 23 kg 58 kg 770 kg
A319 140 kg 700 kg 1300 kg 389 kg 1700 kg 1300 kg 1.340 kg 22 kg 57 kg 680 kg
A318 140 kg 700 kg 1300 kg 389 kg 1700 kg 1300 kg 1.180 kg 20 kg 49 kg 630 kg

APU: During ground ops APU Fuel Consumption is about 130 kg/hr. (Packs ON, 90 KVA load on APU GEN)

AIRCRAFT TRIMMING
When the aircraft is flying:
In normal cruise range (around M .77),
In straight flight,
With the autopilot engaged,
With symmetrical engine thrust, and
With fuel in the wing tanks distributed symmetrically,
Rudder trim should stay between 1 ° right and 2.3 ° left.
 As described in the MOV, no aircraft will land or takeoff when there is a thunderstorm over the airport, in the final approach
path (or in initial departure) in conjunction with visibility less than 3.000 meters and TSRA, SHRA, FZRA, PL, +RA, +TSRA, +SHRA,

AIRPORT OPS. +FZRA, o +SN

 Maximum crosswind component with CONTAMINATED RUNWAY, braking action not lower than FAIR (medium to poor): 15 kt
 Landing is prohibited with RCAM 0 or 1 (reported braking action NIL or POOR)

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 A319/A318 Reduced Flap Landing + Idle Reverse in SKBO, SKRG, SKCL, SKCG, SKBQ and Int´l Runways of 8000 ft or more.
Landing in CONF 3 is not allowed when:
REDUCED  Tailwind in excess of 10 kt
FLAP LANDING  RCAM 1, 2, 3 or 4
 Wet or Contaminated Runway
Only on DRY runways IDLE REVERSE may be used for landing.
Autobrake use is mandatory during all normal operations except when MAX MANUAL BRAKING is required by LDA.
During Abnormal Operations MAX MANUAL BRAKING must always be used.

A 15% safety margin must be used if:

AUTOBRAKES  MAX Manual Braking
 Abnormal Configuration
 AUTOLAND
 LVP (even marginal CAT I or less)
Idle reverse on landing is not allowed when:
 The aircraft is affected by any failure that impacts the landing performance.
IDLE REVERSE  Runway conditions other than dry.
 Available landing distance (LDA) less than 7.000 ft.
 SEQU, SLLP
SINGLE ENGINE G/A AT AIRPORTS ABOVE 7.000 ft MSL:
USE OF FLAPS
Approach flown in CONF 3. When G/A retract flaps to CONF 1. It is mandatory that at airports above 7.000 ft. the approach configuration is CONF 3 (independent of the
DURING G/A weight). After selecting in the MCDU landing FLAPS 3, increase VAPP 5 knots
Prohibited at:
NIGHTTIME  SKBG, SKCC, SKPE, SKRG, SEQU, SKSM
VISUAL
 SKBG circling or RVFP Runway 17 is allowed
APPROACHES
 SKSM RVFP Runway 19 is allowed
 Decelerated Approaches are only allowed when using FINAL APP approach technique.
 PROHIBITED if Tailwind above 10kt.
DECELERATED  CAT II/III.
APPROACHES  Adverse Weather such as Windshear or Moderate-Heavy Precipitation.
 Abnormal Landing Configuration.
 At SKCC, SEQU, SLLP
GUIDANCE MANAGEMENT TOLERANCES
LOC: ½ dot
LOC/GS
GS: ½ dot
XTK: 0.1 nm
DECELERATED APPROACH FINAL APP
V/DEV: ½ dot
L/DEV: 1 dot or XTK reaches ½ RNP (whichever occurs first)
FINAL APP FOR RNAV (RNP)
V/DEV: ½ dot
NAV: XTK: 0.1 nm
LOC: ½ dot
EARLY STABILIZED APPROACH FPA GUIDANCE
TRK: VOR: ½ dot or 2.5 deg.
NDB: 5 deg.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 FMGS PERFORMANCE
PERF TAKEOFF

THRUST REDUCTION AND ACCELERATION

If there is not a specific Noise Abatement Procedure, it is company policy to set the PERF TO data as follows:
AIRPORT THR RED ACC ALT
SKBO 9.200 ft. AMSL 11.000 ft. AMSL
ADZ, CCS, CLO, CTG, EJA, EZE, FLL, GIG, GYE,
IAD, JFK, LIM, MIA, MCO, MTR, NVA, PPN, PTY, 800 AGL 800 AGL
PUJ, RCH, SAL, SCL, SDQ, SMR, TCO, VLN, VUP
AXM, BGA, BAQ, EYP, MEX, 800 AGL 1500 AGL
CUC, PEI, MDE, UIO, GRU 800 AGL 3000 AGL
LPB 1500 AGL 1500 AGL
PSO 1500 AGL 3000 AGL
SJO 5.000 ft. AMSL 6.500 ft. AMSL
At airports with Noise Abatement Procedures, modify THR RED / ACCEL to comply with the procedure.

ENGINE OUT ACCELERATION

AIRPORT EO ACC ALT
BOG 13L/R 9200 AMSL
BOG 31L/R 9900 AMSL
ADZ, AXM, BAQ, BGA, CCS, CLO, CTG, CUC, EJA, EYP, EZE, FLL, GIG, GRU,
GYE, IAD, JFK, LIM, MIA, MCO, MTR, NVA, PEI, PNN, PTY, PUJ, RCH, SAL, 1.500 AGL
SCL, SDQ, SMR, TCO, VLN, VUP
LPB 14.500 AMSL
MDE 7.900 AMSL
MEX 05L/R 8200 AMSL
MEX 23L/R 8800 AMSL
PSO 7300 AMSL
SJO 07 3800 AMSL
SJO 25 10700 AMSL
Insert value as per company's EOSID (where available)

PERF GO AROUND

THRUST REDUCTION AND ACCELERATION

If there is not a specific Noise Abatement Procedure, it is company policy to set the PERF TO data as follows:
AIRPORT THR RED ACC ALT
SKBO 9.800 AMSL 11.000 AMSL
ADZ, AXM, BGA, BAQ, CCS, CLO, CTG, EJA, EYP,
EZE, FLL, GIG, GRU, GYE, IAD, IBE, JFK, LIM, LPB,
1500 AGL 1500 AGL
MIA, MCO, MEX, MTR, NVA, PPN, PTY, PUJ,
RCH, SAL, SCL, SDQ, SJO, SMR, TCO, VLN, VUP
CUC, PEI, PSO, MDE, UIO 1500 AGL 3000 AGL

ENGINE OUT ACCELERATION

AIRPORT EO ACC ALT
ADZ, AXM, BAQ,BGA, CCS, CLO, CTG, CUC, EJA, EZE, EYP, FLL, GIG, GRU,
GYE, IAD, JFK, LIM, MIA, MCO, MTR, NVA, PEI, PNN, PTY, PUJ, RCH, SAL, 1500 AGL
SCL, SDQ, SJO, SMR, TCO, VLN VUP
RWY 13L/13R 9900 AMSL
BOG
RWY 31L/31R 9900 AMSL
LPB 14500 AMSL
MDE 7900 AMSL
RWY 05L/05R 8200 AMSL
MEX
RWY 23L/23R 8800 AMSL
PSO 7300 AMSL
UIO 10700 AMSL
PSO 7300 AMSL

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 MEMORY ITEMS
 IF NO BRAKING AVAILABLE:
REV........................................................................................................................................................................................... MAX
BRAKE PEDALS..................................................................................................................................................................... RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since the pedal force or displacement produces
more braking action in alternate mode than in normal mode.
A/SKID OFF............................................................................................................................................................................. ORDER
The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
LOSS OF A/SKID & N/W STRG.................................................................................................................................................................... OFF
BRAKING Braking system reverts to alternate mode.
"LOSS OF BRAKE PEDALS......................................................................................................................................................................... PRESS
BRAKING" Apply brake with care, since initial pedal force or displacement produces more braking action in alternate mode than in normal mode.
MAX BRK PR......................................................................................................................................................................... 1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately 1 000 PSI and, at low ground speed, adjust
brake pressure as required.
 IF STILL NO BRAKING:
PARKING BRAKE....................................................................................................................SHORT AND SUCCESSIVE APPLICATIONS
Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake
application. If possible, delay the use of the parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.

CREW OXY MASKS.......................................................................................................................................................................... USE

SIGNS..............................................................................................................................................................................................ON
EMER DESCENT........................................................................................................................................................................INITIATE
 If A/THR not active:
THR LEVERS....................................................................................................................................................................................IDLE

SPD BRK........................................................................................................................................................................................FULL

 When descent established:

SPEED.................................................................................................................................................................MAX/APPROPRIATE
 If structural damage suspected: MANEUVER WITH CARE
CONSIDER L/G EXTENSION
ENG MODE SEL..................................................................................................................................................................... IGN
ATC................................................................................................................................................................................ NOTIFY
Notify ATC of the nature of the emergency, and state intention. The flight crew can communicate with the ATC using voice, or
CPDLC when the voice contact cannot be established or has poor quality.
EMER DESCENT (PA).................................................................................................................................................ANNOUNCE
The flight crew must inform the cabin of emergency descent on the PA system.
ATC XPDR 7700...........................................................................................................................................................CONSIDER
Squawk 7700 unless otherwise specified by ATC.
CREW OXY MASKS DILUTION............................................................................................................................................NORM
EMERGENCY - To save oxygen, set the oxygen diluter selector to the N position
DESCENT - If the oxygen diluter selector remains set to 100 %, oxygen quantity may be insufficient to cover the entire emergency descent
"EMERGENCY profile
DESCENT" - Ensure that crew communication is established with oxygen masks. Avoid the continuous use of the interphone to minimize
interference with the breathing noise in the oxygen mask.
MAX FL: 100/MEA-MORA
if CAB ALT above 14 000 ft:
OXYGEN PAX MASK MAN ON............................................................................................................................................PRESS
This action confirms that the passenger oxygen masks are released.
Note: Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin oxygen is no more necessary.
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
CREW OXYGEN MASKS..................................................................................................................................................................................................................................... ON
COMUNICATIONS.................................................................................................................................................................................ESTABLISH (Emer Descent ANNOUNCE PA)

PF LOOP:
TURN ALT SEL KNOB AND PULL
TURN HDG SEL KNOB AND PULL
PULL SPEED KNOB
THRUST LEVERS (if A/THR not engaged) ......................................................................................................................................................................................................... IDLE
SPEED BRAKE.................................................................................................................................................................................................................................................FULL
ALTITUDE....................................................................................................................................................................................................................................... MSA/10.000 ft
SPEED...........................................................................................................................................................................................FULL (or maintain in case of Structural damage)

PM LOOP:
SEAT BELT SIGNS...............................................................................................................................................................................................................................................ON
ENG MODE SEL................................................................................................................................................................................................................................................IGN
ATC/XPDR........................................................................................................................................................................................................................................NOTIFY/7700
FMA………………………………………………………..................................................................................................................................................................................………………. CHECK
 IF CAB ALT > 14 000 ft: PAX OXY MASKS....................................................................................................................................................................... MAN ON

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

  "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "CAUTION TERRAIN" - "CAUTION OBSTACLE"

 During night or IMC:

Simultaneously:
AP....................................................................................................................................................................................OFF
PITCH........................................................................................................................................................................PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS............................................................................................................................................................ TOGA
SPEED BRAKES lever..................................................................................................................................CHECK RETRACTED
BANK............................................................................................................................................... WINGS LEVEL or ADJUST
Aircraft achieve the best climb performance when the wings are as level as possible.
Note: For some airports, the operator may define a specific procedure.

 During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH.............................................................................................................................................................................ADJUST
Adjust pitch, bank and thrust to silence the alert.
Note: For some airports, the operator may define a specific procedure.
 "SINK RATE"
o Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH.............................................................................................................................................................................ADJUST
Adjust pitch and thrust to silence the alert.

o Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:

GO-AROUND........................................................................................................................................................................ CONSIDER

 "DON'T SINK"
FLIGHT PATH.............................................................................................................................................................................ADJUST
Adjust pitch and thrust to silence the alert.

 "TOO LOW GEAR" - "TOO LOW FLAPS"

GO-AROUND.........................................................................................................................................................................PERFORM

 "GLIDESLOPE"
GPWS
As soon as
o Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
avoidance
manoeuver is FLIGHT PATH.............................................................................................................................................................................ADJUST
envisaged. Adjust pitch and thrust to reduce the vertical deviation from the glideslope.
"PULL UP TOGA""

o When conditions require a deliberate approach below glideslope:

G/S MODE......................................................................................................................................................................................OFF

o Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:

GO-AROUND........................................................................................................................................................................ CONSIDER

 "PULL UP" - "TERRAIN TERRAIN PULL UP" - "OBSTACLE OBSTACLE PULL UP"

Simultaneously:
AP.................................................................................................................................................................................................. OFF
PITCH.......................................................................................................................................................................................PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS...........................................................................................................................................................................TOGA
SPEED BRAKES lever................................................................................................................................................ CHECK RETRACTED
BANK...............................................................................................................................................................WINGS LEVEL or ADJUST

Aircraft achieve the best climb performance when the wings are as level as possible.
If the "TERRAIN TERRAIN PULL UP" or "OBSTACLE OBSTACLE PULL UP" aural alert triggers, a turning maneuver can be initiated if the flight
crew concludes that turning is the safest action. The PULL UP maneuver must be performed before the turn towards the safe direction, as
climbing increases the terrain clearance.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice “WINDSHEAR” repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery technique:
 At Takeoff:
o If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that
there is sufficient runway remaining to stop the airplane.
o If after V1:
THR LEVERS.................................................................................................................................................................................TOGA
REACHING VR...........................................................................................................................................................................ROTATE
SRS ORDERS............................................................................................................................................................................ FOLLOW
If necessary, the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude,
increase the pitch attitude.

REACTIVE  Airborne, initial climb or landing:

WINDSHEAR THR LEVERS AT TOGA................................................................................................................................................. SET OR CONFIRM
"WINDSHEAR AP (if engaged) ....................................................................................................................................................................... KEEP ON
TOGA" SRS ORDERS............................................................................................................................................................................FOLLOW
If necessary, the flight crew may pull the sidestick fully back.
Note: Autopilot disengages if the angle of attack value goes above α prot.
If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude
increase the pitch attitude.

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.

The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or "GO AROUND WINDSHEAR AHEAD") is triggered, if the flight crew makes
a positive verification that no hazard exists, 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 takeoff or landing, due to the
specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).

W/S AHEAD RED

 Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
o Before takeoff:
Delay takeoff, or select the most favorable runway.
 During the takeoff run:
Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft.

 When airborne:
WINDSHEAR
THR LEVERS...........................................................................................................TOGA
AHEAD
As usual, the slat/flap configuration can be changed, provided the windshear is not entered.
AP (if engaged) .......................................................................................................................................................................KEEP ON
SRS ORDERS............................................................................................................................................................................ FOLLOW
If necessary, the flight crew may pull the sidestick fully back.

Note: Autopilot disengages if the angle of attack value goes above α prot. If the FD bars are not displayed, move toward an initial pitch
attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.

 Landing:
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
GO-AROUND.........................................................................................................................................................................PERFORM
AP (if engaged) ....................................................................................................................................................................... KEEP ON
If necessary, the flight crew may pull the sidestick fully back.
Note: Autopilot disengages if the angle of attack value goes above α prot.
If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude, increase the
pitch attitude.

W/S AHEAD AMBER

Apply precautionary measures, as indicated in FCTM Windshear Operational Recommendation
Copyright: JAIME DOBRZYNSKI RESUMEN v2.1
  If the safe conduct of the flight is impacted:
AP.......................................................................................................................................................................................... OFF
A/THR.................................................................................................................................................................................... OFF
FD.......................................................................................................................................................................................... OFF
PITCH/THRUST:
Below THRUST RED ALT................................................................................................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100........................................................................................................................10° / CLB
UNRELIABLE Above THRUST RED ALT and Above FL 100..........................................................................................................................5° / CLB
SPEED FLAPS (if CONF 0(1)(2)(3)) .................................................................................................................... MAINTAIN CURRENT CONF
INDICATION FLAPS (if CONF FULL) .................................................................................................................... SELECT CONF 3 AND MAINTAIN
"UNRELIABLE SPEEDBRAKES..................................................................................................................................................CHECK RETRACTED
SPEED" L/G.......................................................................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
 To level off:
AP................................................................................................................................................................................................OFF
A/THR..........................................................................................................................................................................................OFF
FD................................................................................................................................................................................................OFF
SPEEDBRAKES.......................................................................................................................................................CHECK RETRACTED
PITCH/THRUST TABLE...............................................................................................................................................................APPLY
 Traffic Advisory (TA) alert:
TCAS mode.........................................................................................................................................................................CHECK ARMED
Check that the TCAS flight guidance mode arms (TCAS blue). If not, the flight crew must be prepared to manually follow the Resolution
Advisory orders.
 If the A/THR is off:
A/THR..................................................................................................................................................................................................ON
The flight crew should set the A/THR to ON to avoid the triggering of the AUTO FLT A/THR LIMITED alert at the A/THR activation, in the case
of a RA.
Do not perform a maneuver based on a TA alone.
 Resolution Advisory (RA) alert:
o if TCAS flight guidance mode is available:
The flight crew applies this procedure, when a RA is triggered, and the TCAS mode engages. The TCAS mode follows the RA
orders.
 If AP OFF:
FD ORDERs.................................................................................................................................................... FOLLOW
The AP can be engaged.
VERTICAL SPEED..........................................................................................................................................MONITOR
If a preventive RA was triggered: Check that the vertical speed remains out of the red area of the vertical speed scale.
If a corrective RA was triggered: Check that the vertical speed gets out of the red area, and remains in the green area
TCAS of the vertical speed scale.
AP/FD TCAS CAUTION If for any reason during a RA, the aircraft vertical speed does not reach the green area of the vertical speed scale, the Pilot
As soon as
"TRAFFIC" warning
Flying (PF) should disconnect the AP, and override the FD orders, in order to lead the aircraft vertical speed out of the red area of the
is triggered vertical speed scale. If necessary, the PF must use the full speed range between Vαmax and Vmax.
"TCAS, I have
control"  If any “CLIMB” aural alert sounds during the final approach:
TCAS MODE ORDERs..............................................................................................................MONITOR/FOLLOW
GO-AROUND....................................................................................................................................... CONSIDER
If the flight crew performs a go-around, the TCAS mode disengages and the SRS mode engages. The AP/FD does
no longer follow the RA orders. In any case, check that the vertical speed gets out of the red area, and remains in
the green area of the vertical speed scale.

Respect STALL, GPWS or WINDSHEAR WARNING.

ATC..........................................................................................................................................................NOTIFY
 When “CLEAR OF CONFLICT” aural alert sounds:
If engaged, the TCAS mode disengages:
AP/FD...................................................................................................................................MONITOR/FOLLOW
ATC.......................................................................................................................................................... NOTIFY
LATERAL AND VERTICAL GUIDANCE..........................................................................................................ADJUST
The flight crew should engage an appropriate vertical mode, or adjust the vertical speed target, in accordance with
the latest ATC clearance.
SPEED...................................................................................................................................................... ADJUST
The flight crew should adjust the speed target, and revert to managed speed, as appropriate.

 If TCAS flight guidance mode is NOT available:

The flight crew applies this procedure, when a RA is triggered, and the TCAS mode does not engage.
AP (if engaged) ........................................................................................................................................................................... OFF
BOTH FDs.....................................................................................................................................................................................OFF
Respond promptly and smoothly
VERTICAL SPEED............................................................................................................................................... ADJUST or MAINTAIN

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 Adjust or maintain the pitch as required, to reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while attempting to maintain the vertical speed just outside the red area of the VSI, and within the
green area. If necessary, use the full speed range between Vαmax and Vmax.

o If any “CLIMB” aural alert sounds during the final approach:

TCAS GO-AROUND...................................................................................................................................................... PERFORM
AP/FD TCAS Respect STALL, GPWS or WINDSHEAR WARNING:
As soon as ATC.........................................................................................................................................................................NOTIFY
"TRAFFIC" warning
is triggered
"TCAS, I have o When “CLEAR OF CONFLICT” aural alert sounds:
control" ATC......................................................................................................................................................................... NOTIFY
LATERAL AND VERTICAL GUIDANCE.........................................................................................................................ADJUST
Adjust the lateral and vertical guidance to resume normal navigation, in accordance with ATC clearance;
AP/FD.................................................................................................................................................................. AS RQRD
If necessary, reengage the AP/FD.
 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 “LEVEL OFF, LEVEL OFF” or
“MONITOR VERTICAL SPEED” type messages:
AP (if engaged) ............................................................................................................................................................................OFF
BOTH FDs.................................................................................................................................................................................... OFF
Respond promptly and smoothly to a RA by adjusting or maintaining the pitch, 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 Vαmax and VMAX.
TCAS
As soon as Respect stall, GPWS, or windshear warning.
"TRAFFIC" warning Notify ATC.
is triggered o GO AROUND procedure must be performed when a RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach:
"TCAS, I have Note: Resolution Advisories (RA) are inhibited below 900 ft.
control"
 When “CLEAR OF CONFLICT” is announced:
Resume normal navigation in accordance with ATC clearance.
AP/FD can be reengaged as desired.

TO RECOVER:
FD....................................................................................................................................................................................................ON
SPEED.................................................................................................................................................................................... MANAGE
HDG..............................................................................................................................................................................................PULL
ALT............................................................................................................................................................................................... PULL
AP...................................................................................................................................................................................................ON
As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the immediate actions:
NOSE DOWN PITCH CONTROL..........................................................................................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
STALL BANK....................................................................................................................................................................................WINGS LEVEL
RECOVERY
As soon as any  When out of stall (no longer stall indications) :
stall indication is THRUST..........................................................................................................................................INCREASE SMOOTHLY AS NEEDED
recognized. Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with rudder.
"STALL, I have SPEEDBRAKES.......................................................................................................................................................CHECK RETRACTED
control" FLIGHT PATH.....................................................................................................................................................RECOVER SMOOTHLY

 If in clean configuration and below 20 000 ft :

FLAP 1 ........................................................................................................................................................................................... SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall indications), establish smoothly a positive climb gradient.
Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this case, apply immediately the following
actions:
THRUST........................................................................................................................................................................................... TOGA
At the same time:
STALL
PITCH ATTITUDE..................................................................................................................................................................................15 °
WARNING AT
BANK....................................................................................................................................................................................WINGS LEVEL
LIFT-OFF
Note: When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious.
"STALL, TOGA
15°"

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 In the case of flight crew incapacitation, the fit flight crewmember should apply the following actions:
 Take over and ensure a safe flight path:
o Announce ″I have control″
o If the incapacitated flight crewmember causes interference with the handling of the aircraft, press the sidestick pb for
40 seconds
o Keep or engage the onside AP, as required
o Perform callouts (challenge and response included) and checklists aloud.
 Inform the ATC of the emergency
FLIGHT CREW  Take any steps possible to contain the incapacitated flight crewmember. These steps may involve cabin attendants
INCAPACITATION  In order to reduce the workload, consider:
o Early approach preparation and checklists reading
o Automatic Landing
o Use of radar vectoring and long approach.
 Land at the nearest suitable airport after consideration of all pertinent factors
 Arrange medical assistance onboard and after landing, providing as many details as possible about the condition of the affected
flight crewmember
 Request assistance from any medically qualified passenger, except for flight with only two flight crewmembers onboard (i.e.
freighter or ferry flight).
 Below 100 kt:
The decision to reject the takeoff may be taken at the Captain's discretion, depending on the circumstances.
The Captain should seriously consider discontinuing the takeoff, if any ECAM warning/caution is activated.

 Above 100 kt, and below V1:

Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. It could lead to a hazardous situation, if
the speed is approaching V1. At these speeds, the Captain should be "go-minded" and very few situations should lead to the decision to
reject the takeoff:
1. Fire warning, or severe damage
2. Sudden loss of engine thrust
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly
safely
4. Any red ECAM warning
5. Any amber ECAM caution listed below:
- F/CTL SIDESTICK FAULT
- ENG FAIL
- ENG REVERSER FAULT
- ENG REVERSE UNLOCKED
- ENG 1(2) THR LEVER FAULT
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has caused serious engine anomalies, it is far better to
get airborne, reduce the fuel load, and land with a full runway length available.
The V1 call has precedence over any other call.
 Above V1:
REJECTED Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining runway.
TAKEOFF
DECISION CALLOUTS
The decision to reject the takeoff and the stop action is the responsibility of the Captain and must be made prior to V1 speed. It is therefore recommended
that the Captain keeps his hand on the thrust levers until the aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot Monitoring (PM).
 If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he will announce his intention by calling "GO".
 If a decision is made to reject the takeoff, the Captain calls "STOP". This call both confirms the decision to reject the takeoff and also states that
the Captain now has control. It is the only time that hand-over of control is not accompanied by the phrase "I have control".

RTO TECHNIQUE
Should a RTO procedure is initiated, the following task sharing will be applied.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 The PM will make callouts for the following conditions during final approach. Attitude callouts also to be made through to landing.

“SPEED” if the speed decreases below the speed target -5 kt or increases above the speed target +10 kt.
“SINK RATE” when V/S is greater than -1 000 ft/min.
“BANK” when bank angle becomes greater than 7 °.
“PITCH” when pitch attitude becomes lower than -2.5 ° or higher than +7.5 °.
“LOC” or “GLIDE” when either localizer or glide slope deviation is:
• ½ dot LOC
• ½ dot GS.
“CROSS TRACK” when the XTK is greater than 0.1 nm.
FLIGHT “V/DEV” when the vertical deviation is greater than ½ dot.
PARAMETERS “COURSE” when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF).
IN APPROACH “__ FT HIGH (LOW)” at altitude checks points.

For RNAV/(RNP) approach:

The PM will make callouts for the following conditions during final approach:

“LAT-DEV” when LDEV is at half of RNP or 1 dot.

“VDEV” when ½ dot deviation above or below path.
“SINK RATE” when V/S is greater that -1 200 ft/min.
“BANK” when the bank angle goes above 30 °.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

ENG FAILURE AFTER V1 - CONTINUED TAKEOFF

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

VMC LDG FOLLOWING ENG FAILURE ON TAKEOFF

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

APPROACH PATTERN

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

LOW VISIBILITY CIRCLING APPROACH PATTERN

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 ENGINE FAILURE DURING CRUISE
STANDARD STRATEGY
Set speed target M 0.78/300 kt. The speed of 0.78/300 kt is chosen to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope.
The REC MAX EO Cruise altitude, which equates to LRC Engine-Out maximum FL with anti-icing off, is displayed on the MCDU PROG page (One engine out
gross ceiling at long-range speed is also available in the QRH in case of double FM failure).
When the V/S becomes less than 500 ft/min, select V/S -500 ft/min and A/THR on. Once established at level off altitude, long-range cruise performance with
one engine out may be extracted from QRH.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 ENGINE FAILURE DURING CRUISE
OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure must be adopted.
The speed target in this case is green dot. The procedure is similar to the standard strategy, but as the speed target is now green dot, the rate and angle of
descent are reduced.
The MCDU PERF CRZ page in EO condition displays the drift down ceiling (One engine out gross ceiling at green dot speed is also available in the QRH and
FCOM).
When clear of obstacles, revert to Standard Strategy.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 LANDING CATEGORIES
Each FMGC computes its own landing category: CAT1, CAT2, CAT3 single, and CAT3 dual and displays the corresponding landing category on the FMAs.
Each category depends upon the availability of aircraft systems and functions.
When the landing capability downgrades, a triple click aural warning is activated.

FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-operational if, in the event of a failure below alert height, the remaining part of the automatic system allows the aircraft
to complete the approach, flare, and landing. A CAT 3 DUAL system is a fail-operational automatic landing system.
Note: In the event of a failure, the automatic landing system operates as a fail-passive system.

FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude,
but the landing is not completed automatically. A CAT3 single system is a fail-passive automatic landing system.
Note: With a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure.

Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode is disengaged or both APs are off. Therefore, a failure occurring below
100 ft does not change the category of the system.
ALERT HEIGHT
The alert height is the height above touch down, above which a CAT3 autoland would be discontinued and a missed approach executed, if a failure occurred
in either the airplane systems or the relevant ground equipments.
Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be accomplished using the remaining automatic system.

WARNINGS FOR ILS APPROACH

AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red light appears on the glareshield when the aircraft is below 200
ft RA and one of the following events occurs:
 The autopilots are lost, or
 The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
 Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers), or
 The difference between both radio altimeter indications is greater than 15 ft, or
 The FMGS detects a long flare.

AUTOLAND warning flashes 3 s when the AP is manually disconnected (instinctive disconnect pushbutton) below 200 ft.
When the Autoland light comes on, Autoland must be discontinued

WARNING OF EXCESSIVE BEAM DEVIATION

This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs whenever:
 G/S deviation is greater than 1 dot (above 100 ft RA).
 LOC deviation is greater than 1/4 dot (above 15 ft RA).

WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"

Any downgrading in the aircraft’s capability for automatic approach and landing sounds a triple-click aural warning.

FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS

The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has been pressed green). LOC and G/S scales disappear from the PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
 The AP disengages.
 The FD reverts to its HDG-V/S or TRK-FPA modes.

FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED)

 The corresponding index is lost.
 The LOC and G/S scales flash.
 The corresponding FD bar flashes.
The FMA retains the LOC and G/S modes: If the transmitter failure is temporary, the APs are able to regain these modes. If the failure is long-term, or if it
occurs when the aircraft is below 200 ft RA, this allows the aircraft to perform a GO AROUND with one or 2 autopilots engaged.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

FOR CAT II, CAT III OPERATIONS

In the case of:

 Amber caution (single chime), or
 Landing capability degradation.

Above 1000 ft:

ECAM / QRH PROCEDURE......................................................................................................................................... COMPLETE
REQUIRED
EQUIPMENT.....................................................................................................................................................................CHECK
Refer to QRH/OPS Required Equipment for CAT2 and CAT3
APPROACH AND LANDING CAPABILITY............................................................................................................................ CHECK
If required:
RVR.................................................................................................................................................................................CHECK
DH.................................................................................................................................................................................ADJUST
BRIEFING.................................................................................................................................................................... CONFIRM

If the flight crew does not complete all the above actions at 1 000 ft:
GO AROUND...............................................................................................................................................................PERFORM

Below 1000 ft:

If external visual references are not sufficient:
GO AROUND...............................................................................................................................................................PERFORM

Below 100 ft (Alert Height) for CAT 3 DUAL:

Approach may be continued unless autoland light comes on.

In the case of Autoland warning light:

Visual references not sufficient:
GO AROUND...............................................................................................................................................................PERFORM

Visual references sufficient:

Approach may be continued manually

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 RVR REQUIREMENTS FOR APPROACH
APPROACH CONTROLLING RVR
TOUCHDOWN MID ROLLOUT REMARKS
CATEGORY VALUES

An inoperative touchdown
As low as 550 m (1.800 ft) Required Optional Optional
I RVR can be substituted with a
RVR, 800m (2.400 ft vis) Controlling Advisory Advisory
mid RVR

An inoperative rollout RVR

As low as 350 m (1.200 ft) Required Optional Required
II can be substituted with a mid
RVR Controlling Advisory Advisory
RVR

Airport may be certified with

As low as 175 m (600 ft) Required Required Required
Touchdown and Rollout only;
RVR Controlling Controlling Advisory
if so, both are controlling
III As low as 175 m (600 ft)
Required Required Required One can be temporarily
RVR, not less than 75 m
Controlling Controlling Controlling inoperative
(300 ft)

OPERATIONAL MINIMUMS APPROVED

OPSPECS COLOMBIA: OPSPECS FAA:
CAT II……………………..……DH 100 ft / RVR 350 m (1200 ft) CAT III DUAL……………………….….……AH 100 ft / RVR 300 ft
CAT III DUAL (FO)….………...AH 100 ft / RVR 75 m (250 ft) CAT III SINGLE….……………………..........DH 50 ft / RVR 300 ft
CAT III SINGLE (FP)……..……DH 50 ft / RVR 175 m (600 ft )
IFR TAKEOFF MINIMUMS:
Lowest RVR (ft) TDZ/MID/Rollout.....…....500/500/500

OPSPECS MINIMUMS APPROVED FOR TAXI AND TAKE OFF

LEVEL VIS OR RVR LIGHTS RVR

RVR > 550 m or 1.800 ft

STD N/A N/A
VIS > 800 m or ½ sm

RVR >/= 500 m or 1.600 ft

1 HIRL-CL or RCLM N/A
VIS >/= 500 m

RVR TDZ/MID 350 m or 1.200 ft

2 HIRL or MIRL-CL-RCLM TDZ or MID-ROL
RVR ROL 350 m or 1.200 ft

3 TDZ 175m / 600 ft HIRL-CL-RCLM TDZ-MID-ROL

REQUIRED RVR
AIRCRAFT
175M ≥150M 150M ≥125M 125M ≥75M
A321 Authorized N/A N/A

A320 Authorized Authorized N/A

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 ALTERNATE AIRPORT MINIMA
Alternos de Despegue, Alternos en Ruta, Alternos de Destino, Alternos de Destino Inicial y Alternos en Vuelos ETOPS.
CONFIGURACION DE LAS INSTALACIONES
TECHO VISIBILIDAD
AEROPORTUARIAS
Adicionar (+) 400 ft. al:
 MDA (H) en aproximaciones de no precisión,
 DA (H) en aproximaciones ILS CAT I
Aeropuertos con al menos una (1) radio ayuda NOTA: Si la pista (cabecera) está servida
operativa para la navegación que proporcione simultáneamente al ETA tanto por aproximaciones de
Adicionar (+) 1 SM o 1.600 mts al valor requerido en la
aproximación(es) directa(s) de No Precisión, o Precisión como de No Precisión, se adicionarán (+) 400
carta de aproximación seleccionada
Aproximación directa de Precisión Categoría I, a una ft. a los mínimos de la aproximación de precisión.
pista adecuada (una sola cabecera) Si la pista (cabecera) está servida al ETA únicamente por
más de una aproximación de No Precisión (GNSS
inclusive), se adicionarán (+) 400 ft. al mayor de los
mínimos de este tipo de aproximación
• Para pistas servidas al ETA solo con aproximaciones
Aeropuertos con al menos dos (2) radio ayudas de No Precisión, adicionar (+) 200 ft. al mayor de los
operativas para la navegación, y que cada una mínimos de este tipo de aproximación.
proporcione aproximación directa a pistas adecuadas • Para pistas servidas al ETA solo con aproximaciones
diferentes. de Precisión, adicionar (+) 200 ft. al mayor de los Adicionar (+) 1⁄2 SM u 800 mts al valor requerido en la
NOTA No es requerido para considerar pistas mínimos de este tipo de aproximación. carta de aproximación seleccionada
diferentes, que sean superficies separadas. Es decir, se • Para pistas servidas al ETA tanto con aproximaciones
considera válido una misma superficie con sus dos de Precisión como de No Precisión, adicionar (+) 200
cabeceras ft. al mayor de los mínimos de las aproximaciones de
precisión.
Procedimiento de aproximación autorizado y en
300 ft 3⁄4 SM (1.200 mts) o RVR 4.000 . (1.200 mts)
servicio ILS CAT II
Procedimiento de aproximación autorizado y en
200 ft 1⁄2 SM (800 mts) o RVR 1.800 . (550 mts)
servicio ILS CAT III
Aproximación Visual 2000 ft 3 1⁄2 SM (5.600 mts)

DESTINO MARGINAL
Se define como aeropuerto de Destino Marginal, aquel en el cual previo al despacho, las condiciones meteorológicas previstas en el TAF, una hora antes y una hora después
al ETA, sean iguales o inferiores a los siguientes valores,de acuerdo al tipo de aproximación en uso:

DA (CAT I) + 400 ft
PRECISION APPROACH
Req'd Vis + 800 mts or RVR x 2

MDA + 600 ft
NON PRECISION APPROACH
Req'd Vis + 1.000 mts or RVR x 2

VISUAL APPROCHES VISIBILITY: 5.000 mts

(daytime only) CEILING: 1.500 ft
If TAF reports +/- 1 hr from ETA, PROB40 (TEMPO, BECMG, FM) of TS, RA, +RA or SH

AEROPUERTO ALTERNO ESTRATEGICO

Situado a no mas de 30 NM del destino, para ser considerado Destino y Alterno deben tener:
VISIBILITY: +/= 3 sm o 4.800 mts
CEILING: +/= 2.000 ft
NO reports PROB40 (TEMPO, BECMG, FM) of TS, RA, +RA, SH OR VCSH/VCTS

DESTINO COMO ALTERNO (solo por demoras de ATC NO WX)

VISIBILITY ≥ 3 sm, 4.800 mts

PRECISION APPROACH CEILING ≥ 2.000 ft Que no exista en el reporte meteorologico actualizado
del aeropuerto de destino Tormenta (TS), lluvia
VISIBILITY ≥ 5 sm, 8.000 m moderada (RA) o lluvia fuerte (+RA)
NON PRECISION APPROACH
CEILING ≥ 2.000 ft

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 HOLDING SPEEDS RWY LIGHTING SPACING RWY LIGHTING COLOR

FAA ICAO RWY EDGE LIGHTS: 60 MT / 200 FT WHITE, LAST 2000 FT THEN AMBER

MSL-6000’ : Max 200 KIAS MSL-14000’ : Max 230 KIAS RWY TDZ LIGHTS: 30 MT / 100 FT WHITE (FIRST 3000 FT OF RWY)

WHITE, LAST 3000 FT RED/WHITE,

6001’-14000’ : Max 230 KIAS 14000’-FL200: Max 240 KIAS RWY CLS: 15 MT / 50 FT
LAST 1000 FT RED

> 14000’ : Max 265 KIAS FL200-FL340: Max 265 KIAS

> FL340: Max M.083

SPEEDS (IAS) FOR PROCEDURE CALCULATIONS IN KNOTS (kt)

Range of speeds for initial Range of final approach Max speed for visual
Aircraft Category Vat*
approach speeds maneuvering (circling)
C 121/140 160/240 115/160 180
D 141/165 185/250 130/185 205
*Vat Speed at threshold based on 1.3 times stall speed Vso or 1.23 times stall speed Vslg in landing configuration at maximum certificated landing mass

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1

 ICE SHEDDING PROCEDURES
CFM56
During ground operation, when in icing conditions for more than 30 min, the following procedure should be applied for ice shedding :
If ground surface conditions and the environment permit, the flight crew should accelerate the engines to approximately 70 % of N1 for
30 s at intervals not greater than 30 min. In addition, this engine acceleration should also be performed just before take-off, with
particular attention to engine parameters to ensure normal engine operation. If ground surface or environment do not permit to
accelerate the engine to 70 % N1, then power setting and dwell time should be as high as practical.
When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, ice shedding may be enhanced, by additional
run ups at intervals, to not exceed 10 min, advancing throttles to 70 % N1 momentarily (no hold time).
IAE
During ground operation, when in icing conditions and the OAT is plus 3 °C or less, or if significant engine vibration occurs, the following
procedure should be applied for ice shedding:
If ground surface conditions and the environment permit, the flight crew should accelerate the engines to minimum 50 % of N1 at intervals
not greater than 15 min. There is no requirement to maintain the high trust settings.
In addition, this engine acceleration should also be performed just before take-off, with particular attention to engine parameters to
ensure normal engine operation.
Note: When performing the static run–up, the 61-74 % N1 range should be avoided.
If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on), increase the N2 of the associated engine by about
5 %. When the valves are open, retard the thrust lever(s) to idle.
If ENG ANTI ICE is switched on, the IGNITION memo appears on the ECAM because continuous ignition is automatically selected.
LEAP1A
During ground operation, when in icing conditions and the OAT is plus 3 °C or less, or if significant engine vibration occurs, the following
procedure should be applied for ice shedding:
If ground surface conditions and the environment permit, the flight crew should accelerate the engines to approximately 50 % of N1 for 5
s at intervals not greater than 60 min.
In addition, this engine acceleration should also be performed just before takeoff, with particular attention to engine parameters to ensure
normal engine operation. If ground surface or environment do not permit to accelerate the engine to 50 % N1, then power setting and
dwell time should be as high as practical.
If takeoff is not initiated within 120 min in ground icing conditions, the flight crew must request the maintenance personnel to perform
an engine inspection in accordance with the applicable maintenance procedure.
APPLICABLE TO ALL ENGINE TYPES
CAUTION In icing conditions the flight crew must turn on the engine anti-ice and should not wait until seeing ice building up.
Engine anti-ice must be set to ON during all ground operation, when icing conditions exist or are anticipated.
CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust levers to IDLE.

Copyright: JAIME DOBRZYNSKI RESUMEN v2.1