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3 -
6
1.10
1.25
1.00
1.10
BRK
NORM + ALTN BRK FAULT (1) FULL
3 -
6
1.05
1.20
1.00
1.05
(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 1.45
UNRELIABLE SPEED
NAV INDICATION/ADR CHECK PROC 3 10 1.30* 1.15*
DUAL IR FAULT/DUAL ADR FAULT
ADR 1+2+3 FAULT 3 10 1.25* 1.05*
(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
16
1.20
1.30
1.05
1.15
(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.
ENG REV UNLOCK with buffet (3) 13
55 (APPR)
40 (THRESHOLD)
10
1.85*
1.25*
1.70*
1.15*
To be continued on next page
ABN-80
26/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
Continued from previous page
SHUTDOWN (if ENG FIRE
pushbutton pushed) if there is ice
accretion (1)
FULL
3
10
16
1.20
1.30
1.05
1.15
(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.
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
pushbutton or circuit
breaker.
‐ Wait 3 s if a normal cockpit control is used, or 5 s if a circuit breaker is used
(unless a different time is
indicated)
‐ Select the related normal cockpit control ON, or push the corresponding reset
pushbutton or circuit
breaker
‐ Wait 3 s for the end of the reset.
WARNING Do not reset more than one computer at the same time, unless instructed
to do so.
Note: Due to the many customization possibilities of the C/B panel:
Before taking any action on the C/B panel, the flight crew must crosscheck that the
C/B label
corresponds to the affected system.
The computers most prone to reset are listed in the table below, along with the
associated reset procedure
or FCOM reference, when applicable.
Specific reset procedures included in OEB or Temporary revisions are not referenced
in this table and, when
issued, supercede this table.
On ground, almost all computers can be reset ‐ and are not limited to the ones
indicated in the table.
The following computers are not allowed to be reset in specific circumstances:
•ECU (Engine Control Unit on CFM engines), or EEC (Electronic Engine Control on
　
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