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1.20
1.50
1.20
1.35
BLUE (1) FULL
3-
10
1.10
1.35
1.00
1.10
YELLOW (1) FULL
3-
10
1.15
1.45
1.15
1.30
GREEN+BLUE 3 25 1.95 1.80
GREEN + YELLOW 3 25 2.05 N/A
HYD
BLUE + YELLOW (1) FULL
3-
10
1.80
1.95
1.65
1.80
(1) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is
recommended, but the flight crew may use Flaps 3, if
necessary, for operational reasons.
(2) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
A.ICE WING ANTI ICE SYS FAULT (1)
if there is ice accretion
FULL
3
10
20
1.20
1.40
1.05
1.20
(1) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is
recommended, but the flight crew may use Flaps 3, if
necessary, for operational reasons.
(2) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
ANTI SKID (1) FULL
3-
10
1.05
1.30
1.00
BRK 1.05
AUTO BRK FAULT (1) FULL
3-
10
1.20
1.40
1.05
1.20
(1) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is
recommended, but the flight crew may use Flaps 3, if
necessary, for operational reasons.
(2) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
IR 1+2+3 FAULT 3 10 1.35 1.35
UNRELIABLE SPEED INDICATION/ADR
NAV CHECK PROC 3 10 1.40* 1.20*
DUAL IR FAULT/DUAL ADR FAULT
ADR 1+2+3 FAULT 3 10 1.30* 1.10*
(1) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
BLEED
DUAL BLEED FAULT / WING or ENG
BLEED LEAK /X BLEED FAULT / ENG
BLEED LO TEMP (1)
FULL
3
10
20
1.20
1.40
1.05
1.20
(1) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is
recommended, but the flight crew may use Flaps 3, if
necessary, for operational reasons.
(2) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
REV UNLOCK with buffet (3) 13
55 (APPR)
40 (THRESHOLD)
10
1.95*
1.30*
1.80*
ENG 1.25*
SHUTDOWN (if ENG FIRE pushbutton
pushed) if there is ice accretion (1)
FULL
3
10
20
1.20
1.40
1.05
1.20
(1) Flaps FULL and Flaps 3 are both acceptable positions. Flaps FULL is
recommended, but the flight crew may use Flaps 3, if
necessary, for operational reasons.
(2) In case of dispatch with one or more reverser(s) inoperative, use the LDG DIST
factors ″WITHOUT REV.″, whatever the actual
thrust reversers selection at landing.
(3) The applicable landing configuration (CONF 1 or CONF 3) is displayed on the
ECAM STATUS page.
TRIPPED C/B RE-ENGAGEMENT
In flight, do not reengage a circuit breaker (C/B) that has tripped by itself, unless the
Captain judges it
necessary to do so for the safe continuation of the flight. This procedure should be
adopted only as a last
resort, and only one reengagement should be attempted.
ABN-80
26/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other
C/Bs, if the flight crew
coordinates the action with maintenance, the flight crew may reengage a tripped C/B,
provided that cause of
the tripped C/B is identified.
COMPUTER RESET
When a digital computer behaves abnormally, as a result of an electrical transient, for
example, the Operator
can stop the abnormal behavior by briefly interrupting the power supply to its
processor.
The flight crew can reset most of the computers in this aircraft with a normal cockpit
control (selector or
pushbutton). However, for some systems, the only way to cut off electrical power is to
pull the associated
circuit breaker.
To perform a computer reset:
Select the related normal cockpit control ‐ OFF, or pull the corresponding reset
　
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