TRAINING PURPOSES ONLY

1. IMMEDIATE ACTIONS then

CAPT PFD ND AND THE UPPER ECAM DISPLAY BLANK-AC ESS FEED-ALTN ENG (1 or 2) FIRE (ON GROUND) Engine-Out Unable To Maintain Alt Eng Tailpipe Fire Evacuation SMOKE/AVIONICS SMOKE/FUMES OXYGEN MASKS -VERIFY ON/100%/EMERG Unreliable Speed Indication/ADR Check Procedure

2. ECAM EXCEPTIONS then

AVIONICS SMOKE BRAKES HOT (On Ground Only) ENG DUAL FAILURE FUEL (L or R) WING TANK LO LVL NAV ADR (1+2 or 2+3 or 1+3) FAULT SMOKE (FWD or AFT) CARGO SMOKE (With Cargo Door Open)

3. ECAM then 4. ECAM Follow-up (QRH yellow pages) then 5. ECAM supplement (blue book)
ALTITUDES Max 39,000' Max gear extension 25,000' Flap extension 20,000' APU bleed operation 20,000' Max auto-land (319/320/321) 9,200'/ 2,500'/ 5,750' N663-680 6,500' A/P on (T/O) & G/A 100' AGL (with SRS) on (Enroute) 500' (321) 900' off (APPR) DA/DDA/MDA (non-prec.) off (APPR) 160' AGL (CAT I ILS) Takeoff & Landing -1,000' to 9,200' Passenger masks drop 14,000' (13 minutes) 1 pack MEL 31,000' RVSM (>FL290) PFD 1&2 + 200' (+20' ground), +75' WIND Crosswind 29/G35 K (Guidance) Braking fair/medium 15 K poor 10 K Autoland (Headwind 30 K) 20 K CAT II/IIIa/IIIb 15 K Tailwind (Takeoff 15K/10K 320-IAE) 10 K (Guidance) Braking less than good 5K WEIGHTS 319 320-231 320 321 Taxi 167,329 167,329 170,635 205,909 T/O 166,447 166,447 169,754 205,027 Landing 137,787 142,198 142,198 171,517 ZFW 128,969 134,480 134,480 162,699 CONFIGURATION EOW Range Wide /Long/High 319 12/112=124 700-723 2900 111' 10''/111' /39'11' 320 12/138=150 all 2700 /123' 3''/ 321 16/167=183 none 2800 /146' / SPEEDS - Max (VMO/ MMO) 350 / .82 Gear extension 250 (hyd. cutoff >260) retraction 220 extended 280 / .67 Flaps (Max VFE) 319/320 321 1 230 235 1+F 215 225 2 200 215 3 185 195 Full 177 190 Turbulence > 20,000' 275/.76 300/.76 < 20,000' 250 270 Holding < 6,000' 200 >6-14,000' 230(210 if published) >14,000' 265 [PANS Holding 210/220/240] Taxi straight 30K, 90o turn 10K normal Window/ Wiper Max 200 / 230 FMC N/A max rate climb260(321 280) / .76 RAT 140-320

ELECTRICAL GEN 90 KVA TRU 200 A C/B green monitored by ECAM, black not monitored, yellow to be pulled, red no reset Do not reset tripped fuel boost pump/indicating C/B Cold Aircraft if batteries > 25.5V, start APU within 30 min, else 20 minutes charging with EXT PWR Battery auto connected to DC BAT BUS on BAT charging, APU start, <100K without AC BUS 1&2 RAT extends >100K without AC BUS 1&2 (8 seconds) EMER GEN powers AC ESS & DC ESS (via ESS TR) and AC & DC ESS SHED busses BAT-only sheds AC ESS Shed & DC ESS Shed busses (<50K in emergency electrical configuration, no DUs) Galley (main) bus sheds (321 all galley busses) with 1 GEN in flight and 1 ENG GEN on the ground GEN FAULT a disagreement with line contactor position Galley FAULT any generator>100% load EMER ELEC PWR GEN 1 LINE OFF, Gen # 1 still powers 1 fuel pump per wing IDG FAULT high oil temp or low oil press. DISC irreversible, DISC < 3 sec, at least wind milling ENG AC ESS FEED FAULT AC ESS not powered BUS TIE OFF - no EXT, no APU, no cross tie EXT PWR AVAIL plugged in with normal parameters HYDRAULICS Normal 3000 + 200 psi Max takeoff brake temp 300o C. Taxi-in >300oC use fans >5 minutes or turn into gate (unless going >500oC); until 250oC. Write-up if same strut brakes differ >150o and either brake is >600o or <60 o; or mean temp with other strut differs >200o; or temp >900 o (321 8000) Autobrake MAX for t/o; LO or MED for wet & slippery, rollout distance limited, Configuration requires higher than normal airspeed, crosswind>10k, or CAT II/III. Green DECEL >80% of selected rate Brake accumulator green 12 hours/7 full applications Anti-skid deactivates <20K Normal brakes with parking brake off (321 PB on or off) Blue electric pump auto on with 1 engine started PTU auto on when G & Y differs >500 psi. Inhibited during 1st ENG start with either parking brake on or nose wheel steering DISC; and within 40 seconds of cargo door operation. Auto tests with 2nd engine start, and will FAULT if < 40 sec of cargo door operation PTU FAULT(never by itself) 3 reservoir problems (low air press., low qty., high temp). ENG pump fault - same 3+low press. ELEC pump fault-same 4+pump overheat. Gravity gear EXTN mechanical; NWS(enhanced only); 3 turns, remove hydraulic press, unlock doors & gear FLIGHT CONTROLS Normal protections high speed, high AOA, load factor, yaw damper/coordination, pitch(30,15), high bank(67). Depart normal with multiple failures of redundant systems. 3 modes Ground, a direct relationship to control surfaces; Flight, commanding roll and pitch rates; and Flare, out of trim condition Alternate Law only load factor protection; can be stalled Direct Law amber use man pitch trim, no protections Mechanical backup red man pitch trim only(need hyd.) Max load in direct law +2.5 to 1 g (slats/flaps +2 to 0 g) No A/THR when <100' or on 1 engine with flaps 2 ELAC primary elevator, stab & ailerons (pitch and roll) 3 SEC primary spoilers and backup pitch 2 FAC flight augmentation & primary yaw (trim, damp) Rudder trim needs FAC, inhibited with A/P (wont DISC A/P), wont reset without hydraulic press Rudder pedal nose wheel steering +6o to 0o at 130K Speedbrakes inhibit at flaps full (321 flaps 3 or full) Flaps auto retract from 1+F to 1 at 210K After flap retract, 1+F not available until <100k, unless CONFIG 2, 3, or FULL selected 1st Side stick malfunction, hold opposite takeover pb>40 sec LIGHTS - Strobes auto on with weight off main gear Logo on with slats or weight on main gear Emergency lights on with loss of normal AC. All cabin signs illuminate >11,300' cabin altitude Loss of normal AC STBY compass, CAPT instrument panel and right dome light(if DIM or BRT) remain on ENGINES CFM-56-5-B6 / -B4 / -B3 / IAE 319/320/321 23,500 / 27,000 / 32,000# /23.5-27k Time EGT IAE TO/GA 5(10-1ENG)min 950oC 635 oC MCT continuous 915oC 610 oC
FLOOR

AB319/320/321 FACT SHEET

Italic print denotes Chapter 2 memory item Jan 2009 Starting 4cyles 725oC 635 oC (3 cycles, 15 sec. between cycles of 2 for 2 min, 1 for 1 min) Takeoff/GA N1 / N2 104 / 105% (100% IAE) FADEC monitors & controls during start if elec. disrupt(ECAM DU loss), master-off, 30sec crank Oil quantity dispatch minimum 13 quarts Oil pressure 13 psi (60 psi IAE) minimum at ground idle Oil temp min start -40oC, T/O min -10oC (50o IAE for >idle IAE) 140-155oC (140-165 IAE) max transient for 15min Idle N1 19.5%, EGT 390oC, N2 58.5% (no gray), FF 600 IAE 21.4-23.8%, 385-414 o, 57.7% (no gray), 730-775 Congested area without clearance, max thrust 40% N1 Not >75% N1 (321 70%)(IAE 1.18EPR) & parking brake Warm up 5 min (<90min on ground, then 3 min), 3 min. (1 min. short taxi) cool down Reverse thrust is for ground use only. No max rev<70k, idle rev OK to stop. Reverse taxi/pwr-back prohibited FIRE pb silences warning, arms squibs, affects hyd., fuel, elect., & air. (closes HYD fire valve, closes LP fuel valve, deactivates IDG, closes bleed valve & pack flow) Both fire loops fail within 5seconds - fire indication ENG Fire FAULT for auto start abort, fuel valve disagreement or start valve fault ENG bleed valve closes with start and APU bleed open MAN start on mature ENG and high/hot, tailwind>10K, low bleed press, auto start aborted for stall, high EGT, low air press Continuous IGN on with ENG anti-ice, flameout(flight), EIU fail. If needed after start NORM then IGN/START 5 TL detents TOGA, FLX MCT, CL, IDLE, MAX REV APU Starting EGT 900oC (982oC >25,000') Max allowable load 682o for 5 sec, else 700o - 742o C Max rotor 107 % GEN Load limit 90 KVA on ground and < 25,000' ECAM LOW OIL LEVEL still allows 10 hours ops. 3 Starter cycles then 60 minutes before 3 more APU bleed valve on, opens X bleed(in auto), closes ENG bleeds, pack flow HI regardless of flow switch position APU MASTER SW FAULT with auto-shutdown when high EGT, under/over speed, slow start, low oil press, & on ground fire shutdown with bottle APU BLEED FAULT with leak in APU compartment FUEL Total 42,000 (321) 52,500 Wing 27,500 Center 14,500 (321) ACT 10,500 No takeoff on CTR tank (321 no ACT with CTR< full) No fuel in CTR tank unless wings full CTR pumps run for 2 min. after both eng running, will not restart until slats retracted, run 5min. after center dry CTR pumps (321 ACT transfer) inhibited with slats or full wings (until a wing tank decreases by 550) Inboard wing tank can suction feed Wing transfer valve opens when inner at 1,650, steep descents, de/acceleration may trigger LO LVL warning Do not go-around with < 500 in wing tank APU has own fuel pump if tank pumps are off (321) FOB BELOW 3 T (Tons) either wing < 3,300 Jet A & TAT < -34oC, ECAM fuel to ensure fuel > -36oC JP4/Jet B & fuel > 30oC, < 25,000' until center empty Target arrival fuel 319/ 320/ 321 5600 / 5900 / 7100 (321) Inadvertent fuel in either ACT: wing refuel panel, open transfer valve (all other switched auto/normal), all wing pumps on, ACT switch on (wait 15 sec.), all wing pumps off. On fuel page, ACT pump arrow () should be on (pumping fuel from ACT into CTR tank). When ACT empty, return to normal ops, with ACT switch off and all wing and CTR pumps on

PRESSURIZATION/AIR CONDITIONING INSTRUMENTS/NAVIGATION Pack flow LO <90pax/long haul (321 ECON <140pax) Only Capts IR (1 or 3) remain after 5 min. on battery Pack flow auto HI with single pack and APU bleed on IRS tolerance preflight <5 K, post flight <15 K, < 5 NM Max operating differential -1 to 8.6 psi within 2 minutes of stopping Ram air inlet only with differential pressure < 1 psi. Inlet IRS flashing ALIGN for no PP, >1o last PP, move aircraft flaps close with t/o thrust and at touchdown IRS gnd alignment up to 82o N Faulty controller, MAN for 10 seconds, swaps controllers NAV mode 82o N to 60o S (73oN from 90-120o W) No external condition air with packs FCU push managed, pull selected. V/S push 0 V/S, pull 2 cabin fans (for recirculation/economy) for existing V/S (also if ALT changed during capture) o OAT > 49 C, elect. < 2 hours if avionics vent normal TRK-FPA mode VMC only, not instrument approaches Ditching ON closes all valves below water line; unless OPEN DES prohibited inside FAF or < 1,000' AGL PRESS MAN PERF modes t/o, climb at acceleration alt., cruise at LDG ELEV out of auto for airport not in database or no cruise alt., descent at lower alt. <200NM of destination, landing field data in FMGS approach at activate & confirm or circled D point MAN V/S CTL DN = lowers cabin altitude 3 A/THR disconnects match & mash, idle, FCU pb. Cross bleed valve controlled by 2 motors Disengaged for flight if disconnects held for 15 sec. Ventilation on GND, normally open, closed if cold. In Altitude alert inhibits with gear & slats, or GS capture flight, normally open, intermediate if hot. 2 FAULTS REJECTED TAKEOFF PF, PM CALLOUTS means avionic smoke. (>72K, spoilers auto extend, therefore autobraking) Ventilation blower FAULT -press low or duct overheat Capt. - Reject, My Aircraft, thrust levers to idle, max (on ground with out engine, external horn) braking and max reverse until assured aircraft can stop HOT AIR FAULT - duct overheat; COCKPIT controls L on runway, slight forward sidestick, This is the pack, average of FWD & AFT controls R pack Captain, remain seated. MISCELLANEOUS F/O NO AUTOBRAKES, monitor deceleration, notify tower, If ACARS STBY - MCDU, ATSU, COMM MENU, 80 MAINTENANCE, TEST, REQUEST VHF 3 LINK ENGINE FAILURE (T/O) PF, PM CALLOUTS Xwind>20K, or tailwind; full FWD sidestick until 80K, Engine Failure, TOGA (if desired), TOGA SET, neutral by 100K, after 50% (1.05 IAE), (increase to 70% ROTATE, rotate to commanded, POSITIVE RATE, Gear up, CFM), then TOGA or FLX by 40K ground speed GEAR UP, trim, 100' RA Autopilot 1(2), HEADING or 10 cockpit emergency equipment items 1 crash axe, 1 NAV(EO SID), 1000' RA or OCA, Vertical Speed 0, PBE, 1 halon extinguisher, 1 EMK, 2 ropes, 4 life vests Flaps 1, FLAPS 1, Flaps-Up, FLAPS UP, disarm st 1 flight only checks (4) RCDR, BAT (<60 amps, spoilers, Green dot speed, select open climb, SPEED decreasing within 10 seconds), Brakes (symmetrically ___(green dot), MCT, MCT SET. Note if TOGA not 2000-2700), Fire (7, 5, 7) set on RWY, consider TOGA after A/P1/2 Slides must be armed & checked with ECAM or door indicators before taxi, takeoff, and landing with PAX ENGINE FAILURE ON APPROACHES Do not pushback unless NW STRG DISC is displayed (319/321) >1000' Flaps 3, speed to Vapp for CONF 3, RCDR auto on in flight, at least 1 engine running, or for 5 LDG FLAP 3 on overhead. minutes after electrics supplies Pilots are authorized to deviate from their current ATC ICING Pre-departure check <10oC and visible moisture, or clearance to the extent necessary to comply with the icing conditions during previous flight TCAS II resolution advisory 2" dry snow, 1/4" (1/2" if favorable conditions) slush Flex T/O not allowed with >1/8 contamination. Flex Engine anti-ice on if ice exists or anticipated, except temp <ISA+53o (321 <ISA+43 o), > flat rating or OAT climb and cruise below 40o C SAT. Ice exists <10oC Landing PITCH if > 10o (321 7.5o) BANK if > 7o (OAT/TAT) and visible moisture (including fog <1 LAHSO minimum runway length 6,000' mile) or surface contamination may be ingested GS MINI=Vapp-entered winds (headwind). Increases 70% (50% IAE)N1 for 30 sec. every 30 min. Vapp target to guarantee minimum GS at runway Modify Vapp for non-normal, ice accretion, or windshear No wing anti-ice on ground, or with APU bleed air Wing on at 1st power reduction; off at FAF, but can be Vapp>VLS+5 unless CONFIG 3 with ice accretion, then used to landing if severe icing conditions Vapp>VLS+10 Lose electrics ENG valves fail open, wing close Oxygen passenger SYS ON signal sent to activate doors Probe/window heat auto on with 1 ENG and in flight PBE good for 15 minutes Anti ice FAULT is disagreement (wing also low press) Cargo heat HOT AIR FAULT - duct overheat Cargo Smoke with cargo doors open, notify ground crew. GPWS ESCAPE PF, PM CALLOUTS 1 bottle and SMOKE will remain on THRUST TOGA Calls - MECH sounds external horn until reset, EMER is ROLL- A/P disc, roll wings level 6 bells (3 high-low chimes) PITCH Rotate to full back sidestick Rain repellant inhibited on GND with engines stopped CONFIGURATION Verify speed brakes in; do not On the ground computer reset, for abnormal behavior, alter until terrain clearance assured, climb to safe alt. see supplemental normal procedures (POH 4-9) PM verify actions, CALL OUT FLIGHT PATH AND MSA IS __ Thunderstorms T/O <1000' AGL, 3nm WINDSHEAR (Reactive warning, windshear, SAT> 0o 10nm/20nm downwind windshear, windshear below 1,300' RA only) SAT< 0o 5nm clouds/20nm WINDSHEAR TOGA, set TOGA >38 oC/100oF Flaps 1+F at all times on ground ROLL-Wings level, unless terrain is a factor Confirmed QRH Items (6) thrust levers, engine PITCH- Rotate to (on T/O roll, no later than 2000' masters, ENG Fire PBS, Cargo Smoke DISCH PBS, IR remaining) SRS (if SRS n/a - 17.5o) with full back PBS/selectors, IDGs sidestick. Use a/p if engaged (no a/p if >prot) DUAL ENGINE FAILURE - QRH CONFIGURATION- verify speed brakes retracted, do ENG MODE SEL IGN, THR LEVERS - IDLE not alter until terrain clearance assured 300K (optimum relight speed, - 4.5 o pitch, 2 NM/1000') PM verify actions, CALL OUT FLIGHT PATH, PIREP to ATC EMER ELEC PWR (if EMER GEN not on) MAN ON Predictive caution, monitor radar display or warnings LANDING STRATEGY forced landing/ditching location windshear ahead (twice on t/o) and go around VHF 1/HF 1 ATC, FAC 1 OFF, then ON windshear ahead (on approach); reject <V1, TOGA if >V1, or normal G/A on approach TRAINING PURPOSES ONLY Predictive based on radar moisture movement <2300' Note - Italic print denotes Chapter 2 memory Item with alerts <1500' and caution/warnings <1200'.

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