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‐ MODE SEL(MAN)
Wait 10 s, then :
‐ MODE SEL(AUTO)
CAB ALTITUDE
altitude ≥ 8 800 ft
MODE SEL(MAN)
Manual pressure control
CAB PRESS
CAB DIFF PRESS
ΔP ≥ 1.5 PSI in phase 7
LDG ELEV (ADJUST)
If unsuccessful : MODE SEL (MAN)
Manual pressure control
ELEC
IDG OIL TEMP ≥ 147 °C Reduce IDG load, if possible (GALLEY or GEN OFF).
If required, restore when the temperature has dropped.
Restrict generator use to a short time, if the temperature
rises again excessively.
Difference between wing fuel quantities
greater than 1 500 kg (3 307 lb)
FUEL MANAGEMENT (CHECK)
If a fuel leak is suspected, refer to the FUEL LEAK procedure.
For limitations, Refer to FCOM/LIM-28 MAXIMUM ALLOWED
WING FUEL IMBALANCE
Fuel temp greater than 45 °C in inner cell, or
55 °C in outer cell
FUEL GALLEY (OFF)
Fuel temp lower than -40 °C in inner or outer
cell
Consider descending to a lower altitude and/or increasing Mach to
increase TAT.
OXY Cockpit oxygen bottle pressure < 600 PSI. If mask is not being used, check if it
is correctly stowed, as
per (Refer to FCOM/DSC-35-20-10 MASK STOWAGE).
EGT > EGT MAX – 33 °C(inhibited during
APU AOPILU Q sTtaYrt)
(message LOW OIL LEVEL pulsing)
If there is no oil leak, then the remaining oil quantity allows normal
APU operation for about 10 h.
OIL PRESS
P < 80 PSI If oil pressure ‐ is between 80 PSI and 60 PSI
continue normal engine operation.
‐ If oil pressure is below 60 PSI (red indication),
without the ENG OIL LO PR warning, continue
normal engine operation (it can be assumed that the
oil pressure transducer is faulty).
In both cases, monitor other engine parameters,
especially oil temperature and oil quantity.
OIL TEMP
T > 155 °C
An oil temperature increase during normal steady-state
operations indicates a system malfunction, and should
be closely monitored for other symptoms of engine
malfunction.
Note: If the OIL TEMP increase follows thrust reduction,
increasing thrust may reduce oil temperature.
In addition, an oil temperature increase could be related
to the IDG oil cooling system. To reduce oil temperature
increases before limits are reached, the following is
recommended:
1. Low Speed- Increase engine speed to increase fuel
flow, and thereby cool IDG oil.
2. High Speed- Reduce generator load, or turn off
generator. If oil temperature continues to rise,
mechanically disconnect IDG.
OIL QTY
< 5 qt
If oil quantity is low at a high power setting, expect level
increase after power reduction.
NAC TEMP ≥ 320 °C Monitor engine parameters and crosscheck with other
engine.
ENG
VIBRATION
N1 ≥ 5 units
N2 ≥ 5 units
Refer to HIGH ENGINE VIBRATION procedure (Refer
to ABN-70 HIGH ENGINE VIBRATION).
ABN-80
16/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
VAPP CALCULATION
VAPP CALCULATION IN THE CASE OF AN ABNORMAL/EMERGENCY
CONFIGURATION
(1) Refer to ABN-80 LDG CONF/APPR SPD/LDG DIST On Dry Runways
Following Failures -
Introduction
EXAMPLE OF VAPP CALCULATION:
Failure : ALTN LAW
Flight Conditions : Autothrust ON, ice accretion
Landing Configuration : CONF 3
Headwind : 12 kt
Landing Weight : 48 t
VREF determined from the landing weight : 112 kt
VREF correction due to the failure (ΔVREF) : 10 kt
As ΔVREF is equal to 10 kt, the APPRoach CORrection (APPR COR) is the highest
of:
5+5 = 10 kt (ice accretion ‐ and landing in CONF 3)
‐ 1/3 Headwind = 12 kt/3 = 4 kt
APPR COR = 10 kt and the landing distance must be multiplied by an additional
factor of 1.2
VAPP = VREF + ΔVREF + APPR CORR = 112 + 10 + 10 = 132 kt
ABN-80
17/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
USE OF THE FOLLOWING TABLES
USE OF THE LDG DIST FACTORS
Use the LDG DIST factors “WITHOUT REV”when:
All ‐ reversers are inoperative, or
‐ Maximum reverse thrust on available reverser(s) is not selected, or
‐ The aircraft has been dispatched with one or more reverser(s) inoperative.
Use the LDG DIST factors “WITH REV”when at least one reverser is operative and
maximum reverse
thrust is selected at landing.
LDG CONF / APPR SPD / LDG DIST COMPUTATION FOR A SINGLE
FAILURE
Determine the FLAPS lever position for landing to be selected
　
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