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heating system:
‐ ANTI ICE L WSHLD C/B AF10
‐ ANTI ICE/WINDOWS L C/B X14
‐ ANTI ICE R WSHLD C/B AF03
‐ ANTI ICE/WINDOWS R C/B W14
ABN-80
13/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
WINDSHIELD/WINDOW CRACKED
MAX
FL....................................................................................................................................
.................230
CAB PRESS MODE
SEL.........................................................................................................................MAN
MAN V/S
CTL................................................................................................................................
AS RQRD
Set the cabin altitude, according to the table below.
ΔP = 5 PSI CABIN AFLLTITUDE 1000 31 05000 62 00000 82 03000
�� When starting the final descent:
CAB PRESS MODE
SEL................................................................................................................ AUTO
Note: If sufficient visibility is not granted for approach, consider AUTOLAND. If
AUTOLAND is not
available, consider opening the sliding window on the PF’s side, after cabin
depressurization.
To manually depressurize the cabin:
CAB PRESS MODE
SEL.................................................................................................................. MAN
MAN V/S
CTL............................................................................................................................FU
LL UP
Due to the increased noise level, pay particular attention to visual warnings.
ABN-80
14/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
ECAM ADVISORY CONDITIONS
SYSTEM CONDITIONS RECOMMENDED ACTION
CAB VERTICAL SPEED
V/S > 1 800 ft/min CPC changeover is recommended :
‐ 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 < 16 PSI If oil pressure ‐ is between 16 PSI and 13 PSI
(advisory), continue normal operation.
‐ If oil pressure is below 13 PSI (red indication),
without the ENG OIL LO PR ECAM 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 quantity.
OIL PRESS
P > 90 PSI
Closely monitor other engine parameters for symptoms
of engine malfunction.
If high oil pressure is not accompanied by other
abnormal indications, operate the engine normally for
the remainder of the flight.
Record high oil pressure, and corresponding N2
readings, for maintenance action.
OIL TEMP
T > 140 °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
　
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