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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).
FLAP OPEN
Flap not fully closed when APU master switch
is off.
EGT > EGT MAX – 33 °C(inhibited during
APU start)
APU
OIL QTY
(message LOW OIL LEVEL pulsing)
If there is no oil leak, then the remaining oil quantity allows normal
APU operation for about 10 h.
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,
ENG 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.
To be continued on next page
ABN-80
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AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , ,
Continued from previous page
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
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
< 3 qt
If oil quantity is low at a high power setting, expect level
increase after power reduction.
NAC TEMP ≥ 240 °C Monitor engine parameters and crosscheck with other
engine.
VIBRATION
N1 ≥ 6 units
N2 ≥ 4,3 units
Refer to HIGH ENGINE VIBRATION procedure (Refer
to ABN-70 HIGH ENGINE VIBRATION).
Note: The advisory threshold may be decreased by
a MCDU procedure at the level of vibration reached
during the last flight.
If this function has been activated, the N1 and N2 VIB
indication will respectively pulse below 6 and 4.3.
VAPP CALCULATION
VAPP CALCULATION IN THE CASE OF AN ABNORMAL/EMERGENCY
CONFIGURATION
ABN-80
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AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , ,
(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/CG : 52 t
VREF determined from the landing weight : 117 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 = 117 + 10 + 10 = 137 kt
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
　
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