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‐ 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
ENG 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
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.
To be continued on next page
ABN-80
15/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET ,
Continued from previous page
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
(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
ABN-80
16/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET ,
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
‐ 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
Compute the VAPP: VAPP = VREF + Δ VREF + APPR COR
‐ Determine the Δ VREF
‐ Determine the APPRoach CORrection (Refer to ABN-80 VAPP
CALCULATION)
Compute the LDG DIST:
‐ Determine the LDG DIST factor. Multiply it by the additional factor, if any (Refer
to ABN-80 VAPP
CALCULATION)
‐ Multiply the obtained LDG DIST factor by the ACTUAL LANDING DISTANCE
WITHOUT AUTOBRAKE
– CONFIGURATION FULL – without reversers correction (Refer to FPE-IFL
Landing Distance Without
AUTOBRAKE - CONF FULL)
LDG CONF / APPR SPD / LDG DIST COMPUTATION FOR MULTIPLE
FAILURES
Only combine PRIMARY or SINGLE failures
Determine the Flaps lever position for landing to be selected:
‐ Use the lowest Flaps Lever Position for landing(i.e. if FULL and 3, use 3)
Compute the VAPP: VAPP = VREF + Δ VREF + APPR COR
　
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