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Do not retract flaps after landing until after engine shutdown, and they have been visually inspected to be clear of ice, slush or other obstructions.
If the airplane is to be left in conditions likely to produce a cold soak, follow the procedure for securing the aircraft in FCOM 3.04.91 (Supplementary Techniques - Adverse Weather). Even in quite mild conditions, it is advisable to drain the water system to prevent freezing and possibility of split pipes. This procedure is given in FCOM 3.04.91 (Supplementary Techniques - Adverse Weather).
HOT WEATHER & HIGH ALTITUDE RUNWAY OPERATIONS
Maximum fuel temperature is +54°C, for most fuels (+49°C for JP4 and JET B). There are additional altitude restrictions if the fuel (JP4 or JET B) is still warm when reaching cruising altitude (FCOM 3.01.40 [Limitations]). The maximum brake temperature for take off is 300°C, and if the brakes are above this, the brake fans (if fitted) should be used to aid cooling. Both fuel temperature and brake temperature are monitored by ECAM and the crew informed when temperatures approach or exceed a limit. The minimum flight crew oxygen requirement increases with increasing temperature (FCOM 3.01 [Limitations]).
The avionics ventilation system has limitations on its use, when ground operations in high temperatures are envisaged. These can be quite penalizing in very hot weather as shown in FCOM 3.01.40 (Operating Limitations - Systems). It is prohibited to use conditioned air from packs and LP ground units simultaneously.
Performance will be noticeably worse in hot and high conditions, and care must be taken when calculating MTOW, any thrust reduction and V1, VR & V2 speeds.
The SOPs and ABN & EMER procedures remain applicable for high altitude airfields. At high altitude airports towards the upper limit of the environmental envelope, great care must be taken when calculating performance.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ADVERSE WEATHER  1.02.32  Page 5 
REV 21  MAY 98 

06 - COMPLETION STANDARDS
.  Demonstrates a clear knowledge of procedures and documentation associated with adverse weather operations.
07 - COMMON ERRORS
.  
Lack of knowledge of documentation and its location

.  
Poor knowledge of relevant procedures

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ADVERSE WEATHER  1.02.32  Page 6 
REV 21  MAY 98 

01 - TRAINING OBJECTIVE
.
To be aware of circumstances likely to give rise to severe turbulence.

.
To take the correct actions if severe turbulence is encountered.

02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
.
QRH 5.01 (Ops data)

.
FCOM 01.34.60 (Weather radar)

.
FCOM 03.04.91 (Flight in turbulence)

04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
.
Turbulence penetration speed/mach, actions and handling consequences.

SECONDARY

.
Air mass characteristics leading to possible severe turbulence.

.
Use of documentation : temperature and wind gradient on computer flight plan.

05 - TRAINEES’ ACTIONS
The best advice is to avoid areas of severe turbulence either by use of the weather radar (for thunderstorms etc), at the pre-flight planning stage (clear air turbulence forecast in met briefing) or by a change of flight level if turbulence is reported by preceding aircraft.
Turbulence speeds are 250 kt below 20,000 ft and 275 kt or 0.76 Mach (whichever is slower) above 20,000 ft.
Follow FCOM 3.04.34 (Supplementary Techniques - Navigation)  for use of the weather radar and FCOM 3.04.91 (Supplementary Techniques - Adverse Weather) for procedures should severe turbulence be encountered. Also refer to QRH 5.01 for speed and thrust settings recommended for turbulence.
　
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