CX A330 QRH PDF B-HLF 161108 PDF

UNCONTROLLED IF DOWNLOADED OR PRINTED
QUICK REFERENCE HANDBOOK
B-HLF
A330-342
MSN 0113
REFERENCE: CPA MSN 0113 B-HLF QRH

NORMAL CHECKLIST C1
330-342 08 NOV 16
REFUEL DISTRIBUTION
FCMC 7.1 — Fuel unit in kg Fuel Density 0.785 kg/l
Total Outer Tanks Inner Tanks Trim Tanks

6000 3000
9000 4500
12000 1500 4500
14790 2895 4500
17790 2895 6000
21790 2895 8000
25790 2895 10000
29790 2895 12000
33790 2895 14000
35790 2895 15000
36500 2895 15355
38900 2895 15355 2400
40190 2895 16000 2400
44190 2895 18000 2400
48190 2895 20000 2400
52190 2895 22000 2400
56190 2895 24000 2400
60190 2895 26000 2400
64190 2895 28000 2400
68190 2895 30000 2400
72190 2895 32000 2400
74190 2895 33000 2400
74434 2895 33122 2400
75034 2895 33122 3000
76034 2895 33122 4000
76839 2895 33122 4805
EGT Limit Wind Limitations

Start 700 °C (GND) 850 °C (AIR) Cross Wind
Dry or GOOD braking action
MCT 850 °C TO 32 KTS
TOGA 900 °C (5 MIN) 920 °C (20 SEC) LDG 40 KTS
Tail Wind
TO & LDG 15 KTS
Max Landing Weight 179
Green Dot At FL 300 +/- 1 KT +/- 1,000 FT

WT 160 180 200 220 240
KTS 213 225 237 249 261
(1) Green Dot Speed with one engine inop: substract 10 KTS from these values.
CPA MSN 0113 B-HLF

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TRANSMITTAL LETTER
330-342 08 NOV 16
Issue date: 08 NOV 16
This is the QUICK REFERENCE HANDBOOK at issue date 08 NOV 16 for the 330-342 and replacing last
issue dated 07 JUN 16
QRH PAGE GEN.02A PROVIDES ADDITIONAL GUIDANCE TO MANAGE THE QRH UPDATES.
CPA MSN 0113 B-HLF

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TRANSMITTAL LETTER
330-342 08 NOV 16
Intentionally left blank
CPA MSN 0113 B-HLF

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FILING INSTRUCTIONS
330-342 08 NOV 16
Please incorporate this revision as follow:
Localization Insert
Remove
Subsection Title Rev. Date
Please move the List of Effective OEB from the liminary pages to first position in the OEB
08 NOV 16
section.
C1
ALL 08 NOV 16
Cover page interior
PLP-LESS
ALL 08 NOV 16
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
ABN-PLP-TOC
ALL 08 NOV 16
TABLE OF CONTENTS
* ABN-PLP-SOH
ALL 08 NOV 16
SUMMARY OF HIGHLIGHTS
ABN-01
ALL 08 NOV 16
Operating Techniques
NP-PLP-TOC
ALL 08 NOV 16
TABLE OF CONTENTS
* NP-PLP-SOH
ALL 08 NOV 16
NP-NP-1
ALL 08 NOV 16
Normal Procedures
OPS-PLP-TOC
ALL 08 NOV 16
TABLE OF CONTENTS
* OPS-PLP-SOH
ALL 08 NOV 16
OPS
ALL 08 NOV 16
Operational Data
NCL-PLP-TOC
ALL 08 NOV 16
TABLE OF CONTENTS
* NCL-PLP-SOH
ALL 08 NOV 16
C2
ALL 08 NOV 16
Back-cover page interior
C3
ALL 08 NOV 16
Back-cover page exterior
* Preliminary pages that may be removed from the QRH binder
CPA MSN 0113 B-HLF

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FILING INSTRUCTIONS
330-342 08 NOV 16
CPA MSN 0113 B-HLF

PRELIMINARY PAGES 1/2

LIST OF EFFECTIVE OPERATIONS
30 JUN 15
330-342
QUICK REFERENCE HANDBOOK ENGINEERING BULLETIN
Identification Title
No Operations Engineering Bulletin impacting QRH
CPA MSN 0113 B-HLF


LIST OF EFFECTIVE OPERATIONS
30 JUN 15
330-342
QUICK REFERENCE HANDBOOK ENGINEERING BULLETIN
CPA MSN 0113 B-HLF


LIST OF EFFECTIVE
08 NOV 16
330-342
QUICK REFERENCE HANDBOOK SECTIONS/SUBSECTIONS
(1)
M Localization Subsection Title Rev. Date
PLP-LEOEB LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN 30 JUN 15
R PLP-LESS LIST OF EFFECTIVE SECTIONS/SUBSECTIONS 08 NOV 16
PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 30 JUN 15
GEN General 30 JUN 15
R ABN-01 Operating Techniques 08 NOV 16
ABN-22 Auto-Flight 30 JUN 15
ABN-24 Electrical 30 JUN 15
ABN-25 Equipment 30 JUN 15
ABN-26 Fire Protection 30 JUN 15
ABN-27 Flight Controls 22 MAR 16
ABN-28 Fuel 30 JUN 15
ABN-29 Hydraulic 30 JUN 15
ABN-30 Ice and Rain Protection 30 JUN 15
ABN-31 Indicating / Recording Systems 30 JUN 15
ABN-32 Landing Gear 07 JUN 16
ABN-34 Navigation 07 JUN 16
ABN-36 Pneumatic 30 JUN 15
ABN-70 Engines 30 JUN 15
ABN-80 Miscellaneous 07 JUN 16
R NP-NP-1 Normal Procedures 08 NOV 16
NP-NP-2 Normal Procedures 07 JUN 16
PER-A Speeds 30 JUN 15
PER-B Fuel Penalty Factors 07 JUN 16
PER-C Landing Performance Assessment 30 JUN 15
PER-D Landing Distance without Failure 30 JUN 15
PER-ACA ACARS Landing Fail Code 30 JUN 15
PER-24 Landing Distance with Electrical System Failure 30 JUN 15
PER-27 Landing Distance with Flight Controls System Failure 30 JUN 15
PER-27A Landing Distance with Slats and Flaps System Failure 30 JUN 15
PER-28 Landing Distance with Fuel System Failure 30 JUN 15
PER-29 Landing Distance with Hydraulic System Failure 30 JUN 15
PER-30 Landing Distance with Anti Ice System Failure 30 JUN 15
PER-32 Landing Distance with Brake System Failure 30 JUN 15
PER-34 Landing Distance with Navigation System Failure 30 JUN 15
PER-36 Landing Distance with Bleed System Failure 30 JUN 15
PER-70 Landing Distance with Engine System Failure 30 JUN 15
PER-E One Engine Inoperative 30 JUN 15
PER-G All Engines Operative 30 JUN 15
PER-H Flight Without Cabin Pressurization 30 JUN 15
PER-I Miscellaneous 30 JUN 15
R OPS Operational Data 08 NOV 16
R NCL-NCL Normal Checklist 08 NOV 16
(1) Evolution code : N=New, R=Revised, E=Effectivity, M=Moved
CPA MSN 0113 B-HLF


LIST OF EFFECTIVE
08 NOV 16
330-342
QUICK REFERENCE HANDBOOK SECTIONS/SUBSECTIONS
CPA MSN 0113 B-HLF


LIST OF EFFECTIVE TEMPORARY
30 JUN 15
330-342
QUICK REFERENCE HANDBOOK DOCUMENTARY UNITS
(1)
M Localization DU Title DU identification DU date
ABN-80 Computer Reset Table FG00763
ABN-80 Computer Reset Table - 32 - Landing Gear 00015048.0001001 30 JUN 15
Criteria: LR
Impacted DU: 00010654 Computer Reset Table - 32 - Landing Gear
Reason for issue:
The BSCU reset procedure for WHEEL N/W STRG FAULT is amended with a temporary procedure, in order to better
address the spurious alerts that are currently encountered in-service. Under the very specific conditions defined in the
procedure, the flight crews can continue the flight without troubleshooting after a successful BSCU reset.
(1) Evolution code : N=New, R=Revised, E=Effectivity
CPA MSN 0113 B-HLF


LIST OF EFFECTIVE TEMPORARY
30 JUN 15
330-342
QUICK REFERENCE HANDBOOK DOCUMENTARY UNITS
CPA MSN 0113 B-HLF


330-342 AIRCRAFT ALLOCATION TABLE 30 JUN 15
This table gives, for each delivered aircraft, the cross reference between:
- The Manufacturing Serial Number (MSN).
- The Fleet Serial Number (FSN) of the aircraft as known by AIRBUS S.A.S.
- The registration number of the aircraft as known by AIRBUS S.A.S.
- The aircraft model.
(1)
M MSN FSN Registration Number Model
0113 B-HLF 330-342
(1) Evolution code : N=New, R=Revised
CPA MSN 0113 B-HLF


330-342 AIRCRAFT ALLOCATION TABLE 30 JUN 15
CPA MSN 0113 B-HLF

GEN
GENERAL
1/2
330-342 TABLE OF CONTENTS
QUICK REFERENCE HANDBOOK 30 JUN 15
Important.........................................................................................GEN.01A
General Information........................................................................GEN.02A
CPA MSN 0113 B-HLF

GEN
GENERAL
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CPA MSN 0113 B-HLF

GENERAL GEN.01A
330-342 30 JUN 15
IMPORTANT
SCOPE
The QRH contains some specific procedures which are not displayed on the ECAM.
As a general rule, procedures displayed on the ECAM are not provided in the QRH (Refer to FCOM
PRO/ABN).
TASK SHARING FOR ABN/EMER PROC
The principles and guidelines described under Refer to FCOM/TASK SHARING AND
RESPONSIBILITIES in Normal Procedures remain applicable during emergency and abnormal
procedures, with the following additions:
PF : Pilot flying - Responsible for the:
‐ Thrust levers
‐ Flight path and airspeed control
‐ Aircraft configuration (Request configuration change)
‐ Navigation
‐ Communications
‐ Monitoring of all actions associated with ECAM or paper checklists
PM : Pilot Monitoring - Responsible for:
‐ Monitoring and reading aloud the ECAM and checklists
‐ Performing required actions or actions requested by the PF, if applicable
Note: Under no circumstances shall the PM manipulate thrust lever, engine master
switch, fire switch, IR/ADR or any guarded switch or pushbutton without
confirmation by the PF.
Memory Items
When emergency and abnormal procedures are actioned from memory, the required actions are
performed, as appropriate, by the PF and PM.
When all memory actions are complete and the aircraft is stabilized on the correct flight path the:
‐ PF shall confirm that the associated actions have been completed correctly.
‐ PM shall ensure that all the required memory actions have been carried out by reference to ECAM or
checklist, and then complete the remainder of the procedure.
ECAM CLEAR
DO NOT CLEAR ECAM WITHOUT CROSS-CONFIRMATION OF BOTH PILOTS.
ABN/EMER PROC INITIATION
Procedures are initiated on pilot flying command.
No action will be taken (apart from audio warning cancel through MASTER WARN light) until:
‐ The appropriate flight path is established and,
‐ The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach, or go
around.
DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES
The following are the official definitions of warnings, cautions and notes taken directly from the
JAR25/CS-25 and applicable to Airbus flight operation documentation:
WARNING An operating procedure, technique, etc. that may result in personal injury or loss of life
if not followed.
CAUTION An operating procedure, technique, etc. that may result in damage to equipment if not
followed.
NOTE An operating procedure, technique, etc. considered essential to emphasize.
Information contained in notes may also be safety related.
CPA MSN 0113 B-HLF

GENERAL GEN.02A
330-342 30 JUN 15
GENERAL INFORMATION
QRH REVISION DATE
The update of the FCOM does not necessarily result in the update of the QRH. Therefore, the revision
dates of the QRH and of the FCOM may differ.
EFFECTIVITY
As QRH is published at aircraft level, each paper page has only one effectivity.
PAGE NUMBERING
The page numbering follows the following rules:
01A, 02A, 02B,.. : Numbering and Index (A, B, ...) for GEN, ABN, OPS, OEB PROC sections
Note: For these sections, the procedures start with the index A and for long procedures (more than
one page), the index continues with B, C...
1/10, 3/5, ... :
Numbering for NP-NP, PER
C1, C2 :
Back cover page interior
C3 :
Back cover page exterior
"BLANK" :
Index of an intentionally left blank paper page created to ensure the correct
format of the next chapter (begins on recto page)
PRELIMINARY PAGES WITHIN THE QRH BINDER
It is essential for Airlines to correctly manage the updates of the QRH. For this purpose, Airbus publishes
Preliminary Pages (PLP) with each QRH revision. These PLP are used as reference documents for
Airlines to manage the QRH updates, e.g. easily insert the revisions, identify the modifications that
impact the QRH, get a synthesis of changes introduced with each revision. However, when the QRH
revisions have been incorporated in accordance with the information given in the PLP, these pages do not
bring operational added value and therefore are no longer useful in the QRH binder for any operational
purposes. Therefore, to minimize the size of the QRH binder on board the aircraft and to optimize the
operational use of the QRH, Airbus has no objection that the Airlines remove the PLP from the QRH
after the revisions have been incorporated in the QRH and all checks performed to confirm the revisions
have been correctly incorporated. You will find below the list of PLP that may be removed from the QRH
binder :
‐ The Filing Instructions (FI)
‐ The List of Effective Documentary Units (the LESS is the reference)
‐ The List Of Modifications (LOM)
‐ The Summary Of Highlights (SOH)
‐ The front pages of all QRH sections
‐ The Table Of Contents (TOC) of the General section.
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

EMERGENCY PROCEDURES 1/4
330-342
QUICK REFERENCE HANDBOOK TABLE OF CONTENTS 08 NOV 16
Operating Techniques ABN-01

CABIN COMMUNICATIONS, CHECKLIST PA’S and PRECAUTIONARY
DISEMBARKATION.......................................................................... 01.01A
REJECTED TAKE-OFF.....................................................................01.02A
ENG FAILURE AFTER V1 - CONTINUED TAKEOFF.......................01.03A
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO.......... 01.04A
VISUAL CIRCUIT WITH ONE ENGINE INOPERATIVE.................... 01.05A
ENGINE FAILURE STRATEGY........................................................ 01.06A
Auto-Flight ABN-22
Loss of FMS Data In Descent/Approach (Severe Reset)...................22.01A
MCDU 1(2)(3) Failure.........................................................................22.02A
Electrical ABN-24
ELEC EMER CONFIG Sys-Remaining.............................................. 24.01A
ELEC EMER CONFIG Summary..................................................... 24.02A
Equipment ABN-25
Cockpit Door Fault............................................................................. 25.01A
Fire Protection ABN-26
SMOKE/FUMES/AVNCS SMOKE.....................................................26.01A
REMOVAL OF SMOKE/FUMES....................................................... 26.02A
SMOKE/FIRE FROM LITHIUM BATTERY........................................ 26.03A
Flight Controls ABN-27
LANDING WITH SLATS OR FLAPS JAMMED................................. 27.01A
No Flaps no Slats Landing................................................................ 27.02A
Sidestick / Rudder Pedals Stiff.......................................................... 27.03A
Rudder Jam/Rudder Pedal Jam.........................................................27.04A
Rudder Trim Runaway....................................................................... 27.05A
Fuel ABN-28
FUEL IMBALANCE............................................................................ 28.01A
FUEL LEAK........................................................................................28.02A
FUEL LOSS REDUCTION................................................................. 28.03A
GRVTY FUEL FEEDING....................................................................28.05A
TRIM TANK FUEL UNUSABLE......................................................... 28.06A
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

330-342
Continued from the previous page

Hydraulic ABN-29
HYD B+Y SYS LO PR Summary..................................................... 29.01A
HYD G+B SYS LO PR Summary.....................................................29.02A
HYD G+Y SYS LO PR Summary.....................................................29.03A
Ice and Rain Protection ABN-30
Double AOA Heat Failure.................................................................. 30.01A
Indicating / Recording Systems ABN-31
Display Unit Failure............................................................................31.01A
ECAM Single Display.........................................................................31.02A
EIS DISPLAY DISCREPANCY.......................................................... 31.03A
Landing Gear ABN-32
Loss of Braking................................................................................32.01A
L/G Gravity Extension .......................................................................32.03A
Landing with Abnormal L/G................................................................32.04A
Navigation ABN-34
Abnormal V Alpha Prot...................................................................... 34.01A
ADR CHECK PROC.......................................................................... 34.02A
UNRELIABLE SPEED INDICATION..................................................34.02A
ADR 1 + 2 + 3 FAULT.......................................................................34.04A
NAV FM / GPS POS DISAGREE...................................................... 34.05A
IR Alignment in ATT Mode................................................................ 34.06A
EGPWS Warnings............................................................................ 34.07A
EGPWS Cautions...............................................................................34.08A
TCAS WARNINGS............................................................................ 34.08B
Pneumatic ABN-36
AIR ENG 1+2 BLEED FAULT............................................................36.01A
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

330-342

Engines ABN-70
ENG ALL ENG FLAMEOUT - FUEL REMAINING........................... 70.01A
ENG ALL ENG FLAMEOUT - NO FUEL REMAINING.....................70.02A
ENG RELIGHT (IN FLIGHT)..............................................................70.06A
ENG 1(2) STALL................................................................................70.07A
ENG Tailpipe Fire.............................................................................. 70.08A
HIGH ENGINE VIBRATION............................................................... 70.09A
Suspected ENG Fuel Sys Contamination .........................................70.10A
ENG Fuel Sys Contamination............................................................ 70.10A
Miscellaneous ABN-80
Bomb on Board.................................................................................. 80.02A
Ditching............................................................................................. 80.03A
Forced Landing................................................................................ 80.04A
EMER DESCENT...............................................................................80.05A
Overspeed Recovery..........................................................................80.06A
Overweight Landing........................................................................... 80.07A
Stall Recovery.................................................................................. 80.08A
Stall Warning at Liftoff.................................................................... 80.08A
Tailstrike............................................................................................. 80.09A
Volcanic Ash Encounter.....................................................................80.10A
Windshear......................................................................................... 80.11A
Windshear Ahead.............................................................................80.12A
Cockpit Windshield / Window Arcing................................................. 80.13A
Cockpit Windshield / Window Cracked.............................................. 80.14A
ECAM Advisory Conditions................................................................ 80.15A
Tripped C/B Re - Engagement.......................................................... 80.16A
Computer Reset - General.................................................................80.17A
Computer Reset Table.......................................................................80.18A
CREW INCAPACITATION................................................................. 80.19A
HIJACKING........................................................................................80.20A
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

330-342
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

330-342
QUICK REFERENCE HANDBOOK SUMMARY OF HIGHLIGHTS 08 NOV 16
Localization Page ID Reason

Title
ABN-01 01.02A 1 Updated procedure.
REJECTED TAKE-OFF
CPA MSN 0113 B-HLF

ABNORMAL AND ABN

330-342
QUICK REFERENCE HANDBOOK SUMMARY OF HIGHLIGHTS 08 NOV 16
CPA MSN 0113 B-HLF

ABNORMAL AND 01.01A

330-342 EMERGENCY PROCEDURES
QUICK REFERENCE HANDBOOK 08 NOV 16
CABIN COMMUNICATIONS, CHECKLIST PA’S

AND PRECAUTIONARY DISEMBARKATION
Operations Manual Part A refers:
‐ The STAR briefing concept is to be used when communicating between cockpit and cabin in abnormal
or emergency situations.
‐ STAR format would ordinarily be used when a checklist states “CABIN CREW...NOTIFY”
To enhance the effectiveness of the briefing, the following may also be considered:
‐ Face to face communication
‐ The briefing should be short and to the point.
‐ The person receiving the briefing should take notes to ensure key points are not missed during the
repeat phase or during the onward transmission of the information to other crew members.
STAR Briefing Format
Person Giving The Brief Person Receiving The Brief
What is the Situation; give a brief description of
S Situation
the unusual or emergency situation being faced.
How much Time is available to complete the
T Time
actions
What Actions the person giving the briefing
A Actions will be doing. What Actions should the person
receiving the briefing take.
Request a Repeat back of the key points from Summarise the situation, repeat what actions
R Repeat the briefing. they are expected to take and ask any
questions.
CABIN COMMUNICATIONS – PA COMMANDS

Command Examples (non-exhaustive) Expanded notes
Alert Phase – a potential threat to safety
“Attention; crew at stations, Aborted take-off Low speed abort would not necessarily constitute a
attention; crew at stations” Engine fire on ground potential threat to safety and therefore a normal PA might
be made in place of the Alert Phase command.
“Attention; ISM to the flight Smoke warning Some warnings would not necessarily constitute a
deck, attention; ISM to the Crew incapacitation potential threat to safety (e.g. a spurious lavatory
flight deck” smoke warning during aircraft spraying) and in such
OR circumstances, routine communication with the ISM may
“Attention; ISM to the be preferred.
interphone, Attention; ISM to
the interphone”
Emergency Landing and Evacuation Commands
“Attention; crew at stations, In flight and as part of an emergency checklist, cabin crew
attention; crew at stations” use this call as an indication of 2 min to touchdown.
“Attention; Brace, brace” Approximately 30 s before impact or
emergency landing
“Attention; Evacuate, Evacuation Order Specify a cabin door(s) if required – e.g.
evacuate” “Attention doors L1 and L2; Evacuate, evacuate”.
Precautionary Disembarkation Commands
Steps available: “Attention, Ladies and Gentlemen, this is the Captain. It is necessary to
Emergency evacuation not appropriate, and there is carry out a Precautionary Disembarkation of the aircraft. Aerobridge /
adequate time to conduct a controlled disembarkation. Steps (as applicable) are available at (nominate doors). Leave all cabin
baggage on the aircraft and follow your Cabin Crews' instructions”.
Only escape slides available: “Attention Ladies and Gentlemen, this is the Captain. It is necessary
Emergency evacuation not appropriate, and there is to carry out a Precautionary Disembarkation of the aircraft. Steps are
adequate time to conduct a controlled disembarkation. not available and therefore it is necessary to use the aircraft slides at
(nominate doors). Leave all cabin baggage on the aircraft and follow
your Cabin Crews' instructions”.
CPA MSN 0113 B-HLF

ABNORMAL AND 01.01B

CABIN COMMUNICATIONS, CHECKLIST PA’S AND

PRECAUTIONARY DISEMBARKATION (Cont'd)
CABIN COMMUNICATIONS – PA COMMANDS

Command Examples (non-exhaustive) Expanded notes
Cancelling the Alert Phase
“Crew normal operations;
Crew normal operations”
Miscellaneous / other commands
“Attention; emergency Emergency Descent The “Attention, crew at stations” call does not necessarily
descent, attention, emergency ensure crew secure themselves or don oxygen.
descent”
CABIN COMMUNICATIONS – checklist PAs

LDG WITH ABNORMAL L/G
ALL ENG FLAMEOUT – with and w/o FUEL REMAINING
DITCHING
FORCED LANDING
Preparation phase PA:
“CABIN and COCKPIT.... PREPARE” is “Ladies and Gentlemen, this is your captain speaking. I must inform you that a state
a good cue to make the PA of emergency exists and that it will be necessary to make an emergency landing
at … airport / [on the sea]. This can be done quite safely. The aircraft is fitted with
emergency slides and all of the necessary equipment to assist in your evacuation and
use after landing. Crew members will instruct you on the procedures to be followed
and will direct you to the exits / [and life rafts]. I will order “BRACE BRACE” for impact
just before landing. Remember that there could be more than one impact and you
should remain in the brace position until the aircraft stops, and then move to the exits
as directed. Your co-operation is essential. Thank you.”
Approach phase PA:
5 000 ft is a good cue to seat the cabin “Ladies and Gentlemen, it may / [will] be necessary to carry out an emergency
crew for landing and to make the evacuation of the aircraft after landing. Make sure your seatbelt is secure. You must
following PA remain in your seat and in the brace position until the aircraft stops. Follow your
crewmembers instructions implicitly. Evacuate through the doors as directed by the
crew members and move well away from the aircraft. Do not smoke. Thank you.”
2 000 ft “Attention; crew at stations, attention; crew at stations”
“CABIN......NOTIFY FOR LANDING”
“BRACE FOR IMPACT.....ORDER” “Attention; Brace, brace”
BOMB ON BOARD
Preparation phase PA:
If appropriate “Ladies and Gentlemen, this is your Captain speaking, I regret to inform you that due
to operational reasons we are diverting/returning to .......... We shall be landing in
approximately .......... hours and will do everything we can to minimize the delay. Thank
you.”
If more than 30 mins from landing:
If appropriate “Ladies and Gentlemen, this is your Captain speaking. We have received information
that there may be an unauthorized container or item of baggage on board this aircraft.
For safety and security reasons the flight attendants are about to initiate a cabin
search. Your understanding and co-operation is much appreciated, and we shall do
everything we can to minimize any inconvenience. Thank you.”
CPA MSN 0113 B-HLF

ABNORMAL AND 01.02A

REJECTED TAKE-OFF
1
PROCEDURE
CAPT F/O
"STOP".................................... ANNOUNCE
Simultaneously:
THRUST LEVERS............................... IDLE

REVERSE THRUST................ MAX AVAIL. REVERSERS......... CHECK/ANNOUNCE
DECELERATION... CHECK/ANNOUNCE
ANY AUDIO...............................CANCEL
ATC ADVISE........................... “Stopping”
Aircraft stopped
Consider positioning the aircraft to keep any possible fire away from the fuselage.
REVERSERS............................... STOWED ATC............................................. NOTIFY

PARKING BRAKE.................................. ON EMER EVAC Procedure (QRH).LOCATE
CABIN CREW...................................ALERT
“Attention! Crew at Stations! Attention! Crew at Stations!”
ECAM ACTIONS.............................ORDER ECAM ACTIONS.................... PERFORM

The aircraft should remain stationary while the crew evaluates the situation.

REVERSERS : Full reverse may be used until coming to a complete stop. But, if there is enough
runway available at the end of the deceleration, it is preferable to reduce reverse
thrust when passing 70 kt
Note: 1. If the brake response does not seem appropriate for the runway condition, FULL manual
braking should be applied and maintained. If IN DOUBT, TAKE OVER MANUALLY. Do not
attempt to clear the runway, until it is absolutely clear that an evacuation is not necessary
and that it is safe to do so.
2. If the autobrake is unserviceable, the Captain simultaneously reduces thrust and applies
maximum pressure on both pedals.
The aircraft will stop in the minimum distance, only if the brake pedals are maintained fully
pressed until the aircraft comes to a stop.
3. If normal braking is inoperative, immediately apply the Loss of Braking procedure (Refer to
FCOM/PRO-ABN-32 LOSS OF BRAKING)
4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX,
release brakes prior to taxi by disarming spoilers.
CPA MSN 0113 B-HLF

ABNORMAL AND 01.03A

ENG FAILURE AFTER V1 - CONTINUED TAKEOFF
CPA MSN 0113 B-HLF

ABNORMAL AND 01.04A

IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO
CPA MSN 0113 B-HLF

ABNORMAL AND 01.05A

VISUAL CIRCUIT WITH ONE ENGINE INOPERATIVE

LANDING WEIGHT.......................................................................................... CHECK
 If the aircraft weight is above the maximum weight for circling in CONF 3
(given in the table below) :
The aircraft cannot maintain flight level with CONF 3 and landing gear down.
Delay gear extension.
Note: ‐ If the approach is flown at less than 750 ft RA, the warning “L/G NOT DOWN” will be
triggered. The pilot can cancel aural warning by pressing the EMER CANC pb on the
ECAM control panel.
‐ ”TOO LOW GEAR” warning is to be expected, if the landing gear is not downlocked at
500 ft RA.
MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG)
OAT AIRPORT ELEVATION (feet)

(°C) 0 2 000 4 000 6 000 8 000 10 000
0 230 220 212 204 198 188
5 230 220 212 204 198 188
10 230 220 212 204 198 184
15 230 220 212 204 192 178
20 230 220 212 200 186 172
25 230 220 206 192 178 158
30 230 214 198 186 172 158
35 220 206 192 178 158 154
40 212 198 184 172
45 204 190 176
50 196 182
55 186
CPA MSN 0113 B-HLF

ABNORMAL AND 01.06A

ENGINE FAILURE STRATEGY
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 22.01A

LOSS OF FMS DATA IN

DESCENT/APPROACH (SEVERE RESET)
AP/FD lateral and vertical selected modes, and A/THR, are available immediately after the reset. If
necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered:
‐ The database cycle may have changed
‐ The FMGES does not autotune the ILS and ADF
‐ The FMS position bias is lost
‐ Lateral and vertical managed modes cannot re-engage
‐ The ″CAB PR LDG ELEV FAULT″ message is displayed on the ECAM
‐ The ″REENTER WEIGHT/CG″ MCDU message is displayed.
Depending on the flight phase, apply the following procedure(s) as appropriate:
 INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION
 When the system has recovered:
Access the RAD NAV page, and manually tune the ILS (preferably using
Ident). Enter the ILS course, if a frequency has been entered.
Fly in selected speed.
Note: ‐ LOC and G/S guidance modes are available
‐ VLS speed is still available and displayed on the PFD
‐ Missed approach trajectory is not available.
 DESCENT (IF TIME PERMITS):
 When the system has recovered:
Select the initial database cycle.
Perform DIR TO a downpath waypoint. Select heading, if required.
Perform a LAT REV at the downpath waypoint, and redefine the
DESTINATION in the NEW DEST field.
Redefine the arrival and/or the approach procedure.
Select the FUEL PRED page, and enter the GW and CG values read on the
ECAM fuel page.
Activate the APPROACH phase.
Enter the destination data on the PERF APPR page, as required. Managed
speed is available.
CPA MSN 0113 B-HLF

ABNORMAL AND 22.02A

MCDU 1(2)(3) FAILURE

BRT KNOB (on affected MCDU)...........................................................................OFF
MCDU 3 automatically replaces MCDU 1 or 2.
CPA MSN 0113 B-HLF

ABNORMAL AND 24.01A

ELEC EMER CONFIG SYS-REMAINING

EMER GEN RUNNING BAT ONLY
ELEC EMER CONFIG SYS REMAINING SUPPLIED BY SUPPLIED BY ON GND
IN FLT
ENG HYD PUMPS RAT ONLY (IAS < 50 kt)
PRESS AUTO SYS 1 Norm Norm Norm Norm
MAN PRESS CTL inop inop inop Norm
AIR COND RAM AIR Norm Norm Norm Norm
PRESS
VENT PACK VALVE Norm Norm Norm Norm
AVIONIC VENT OVBD only OVBD only OVBD only OVBD only
CARGO VENT ISOL valve only inop inop inop
FMGC 1 only inop inop inop
AUTO FLT MCDU 1 only inop inop 3 only
FCU 1 only 1 only 1 only 1 only
VHF 1 Norm Norm Norm Norm
HF 1 Norm (a) inop inop inop
RMP 1 Norm Norm Norm Norm

ACP (CAPT., F/O) Norm Norm Norm Norm
COM
CIDS Norm Norm Norm Norm
INTERPHONE Norm Norm Norm Norm
CVR Norm inop inop inop
LOUDSPEAKER 1 + 2 Norm Norm Norm Norm
ENG LOOPS A only A only A only A only
APU LOOP A only A only A only Norm
CARGO SMOKE DET 1 only inop inop inop
FIRE ENG FIRE EXT. Squib A Squib A Squib A Squib A
APU FIRE EXT. Squib A Squib A Squib A Squib A
CARGO FIRE EXT. Squib A Squib A Squib A Squib A
APU AUTO EXT. - - - Norm
PRIM 1 Norm Norm Norm Norm
SEC 2 Norm Norm Norm Norm
SEC 1 Norm Norm Norm Norm
FCDC 1 Norm inop inop inop
FLT CTL
SFCC SLATS 1 only (b) 1 only (b) 1 only 1 only
SFCC FLAPS 1 only (b) inop inop inop
PITCH TRIM 1 only inop inop inop
RUDD TRIM Norm (c) inop inop inop
RUDD TRAVEL Norm Norm Norm Norm

FCMC 1 only inop inop 2 only
PUMPS L PUMP 2 (d) L PUMP 2 (d) inop inop
X FEED Mot 1 only Mot 1 only Mot 1 only Mot 1 only

FUEL LP VALVES Mot 1 only Mot 1 only Mot 1 only Mot 1 only
XFR, ISOL VALVES Norm Norm Norm Norm
AFT APU PUMP Norm (a) Norm (a) Norm (a) Norm (a)
APU LP VALVE Norm Norm Norm Norm
CPA MSN 0113 B-HLF

ABNORMAL AND 24.01B


IN FLT
FIRE SOV Norm Norm Norm Norm
HYD
RAT CTL Norm Norm Norm Norm
ENG A. ICE Open Open Open Open
WING A. ICE Norm inop inop inop
CAPT PITOT Norm Norm Norm Norm
inop inop inop
ICE & RAIN WHC 1 Norm (e)
CAPT AOA Norm inop inop inop
inop inop inop
STBY AOA/PITOT Norm (f)
RAIN REPEL  Capt Capt Capt Capt
PFD 1 Norm Norm Norm Norm
ND 1 Norm inop inop inop
EIS ECAM upper DU Norm Norm Norm Norm
DMC 1 or 3 Norm Norm Norm Norm
SDAC1, FWC1, ECP, CLOCK Norm Norm Norm Norm
LGCIU 1 only (e) 1 only (e) 1 only 1 only
GRVTY EXT Norm Norm Norm Norm

L/G IND. PANEL Norm Norm Norm Norm
AUTO BRK/ANTI SKID Inop / Norm (e) inop inop inop
PARK BRK Norm Norm Norm Norm

inop inop inop
LIGHTS L LDG LT Norm (e)
IR 1 and 3 Norm Norm Norm Norm
IR 2 5 min 5 min 5 min 5 min
ADR 1 Norm Norm Norm Norm
inop inop inop
ADR 3 Norm (h)
1 only 1 only 1 only
VOR or ADF (g) 1 only
DME 1 only inop inop inop

NAV MMR 1 only 1 only 1 only 1 only
DDRMI Norm Norm Norm Norm
ATC 1 only inop inop inop
RADAR 1 only inop inop inop
STBY HOR/COMPASS Norm Norm Norm Norm
STBY ASI (not de-iced) Norm Norm Norm Norm
STBY ALTI (VIB) Norm inop inop inop
Crew OXY valve CTL Norm inop inop inop
OXYGEN
PAX OXY Norm Norm Norm Norm
ENG BLEED BMC 2 inop BMC 2 inop BMC 2 inop BMC 2 inop
PNEU
X BLEED man only man only man only man only
APU Norm Norm Norm Norm
DOORS SLIDES ARM WARN Norm Norm Norm Norm
CPA MSN 0113 B-HLF

ABNORMAL AND 24.01C


IN FLT
FADEC's A+B A+B A+B A+B
IGNITION A only A only A only A only
PWR PLT
REV inop inop inop Norm
HP VALVE closure Norm Norm Norm Norm
(a) Shed when LAND RECOVERY ON.
(b) Operative when LAND RECOVERY pb is ON. However the FLAPS remain lost, if ENG 2 is failed and IDG
1 is lost.
(c) RUDDER TRIM is operative, but position indicator is lost on center pedestal.
(d) Crossfeed valve automatically opens.
‐ If L PUMP 2 is inoperative, R PUMP 2 takes over.
‐ Remaining pump is lost when the LAND RECOVERY pb is ON. When supplied by the RAT only, the
remaining pump is lost when speed is below 260 kt.
(e) Operative when LAND RECOVERY pb is ON.
(f) Shed when the LAND RECOVERY pb is ON, unless the AIR DATA selector is switched ”to CAPT ON 3”.
(g) Only VOR1 or ADF1 (as selected on the DDRMI) is available at a time.
If the DDRMI is deactivated, only VOR 1 is available on the ND (ADF 1 will not be available independently
of the selection performed on the DDRMI).
(h) Shed when the LAND RECOVERY pb is ON, unless the AIR DATA selector is switched ”to CAPT ON 3”.
(This leads to loss of the autopilot).
CPA MSN 0113 B-HLF

ABNORMAL AND 24.02A

ELEC EMER CONFIG SUMMARY

CRUISE
SPD BRK...................................................................................................................................DO NOT USE
MAX SPD............................................................................................................................................. 330/.82
ALTN LAW : PROT LOST
ONLY CAPT PITOT AND AOA PROBES HEATED
AUTOFLIGHT: AP1 only
NAV: ILS1, GLS1  , VOR1, GPS1 only
COM: HF1, VHF1, ATC1, RMP1 only
For Landing Performance assessment, Refer to QRH PER-C, or use the LDG PERF application of
FlySmart with Airbus.
APPROACH
CAT 2 INOP
FOR LANDING............................................................................................................................USE FLAP 3
SLATS FLAPS SLOW
 For slats extension:
RAT MAN............................................................................................................................................. ON
MINIMUM RAT SPEED 140 kt
LAND RECOVERY...............................................................................................................................ON
FUEL: 2 t unusable in each Inner Tank.
 L/G gravity extension:
MAX SPD.......................................................................................................................................200 KT
L/G GRVTY EXTN......................................................................................................................... DOWN
 When L/G down:
L/G LEVER..................................................................................................................................... DOWN
USE MAN PITCH TRIM
LANDING
FLARE: Only 3 spoilers per wing. Direct law.
SPOILERS: Only 3 per wing
NO REVERSER
BRAKING: NORMAL
NO NOSEWHEEL STEERING
GO-AROUND
NO GEAR RETRACTION
FUEL: Increased fuel consumption (Refer to QRH PER-B)
CPA MSN 0113 B-HLF

ABNORMAL AND 25.01A

COCKPIT DOOR FAULT

This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is indicated
when the FAULT light on the center pedestal’s CKPT DOOR panel comes on.
CKPT DOOR CONT panel...............................................................................CHECK
This panel is located on the overhead panel. It is used to identify the faulty CDLS item, and to verify the
status of the pressure sensors and the three electrical latches (referred to as strikes).
 If two or more electrical latches (strikes) are faulty (C/Bs tripped):
The cockpit door is not intrusion-proof.

The system may be recovered by performing the following steps:
Cockpit door.................................................................................................. OPEN
C/Bs..................................................................................................... REENGAGE
Note: Only one re-engagement should be attempted. Further C/B tripping requires maintenance
action to determine the nature of the failure.
COCKPIT DOOR toggle switch.............................................................. RECYCLE

Note: This procedure allows the recovery of CDLS normal operation when C/Bs are tripped.
 If two pressure sensors are faulty:
Automatic latch release is unavailable, in case of cockpit decompression.
 If no LED on the CKPT DOOR CONT panel is on:
The CDLS control unit is faulty, therefore, the cockpit door might unlock automatically. If it does not,
consider using the cockpit door handle from inside the cockpit to unlock the door
Note: In case of a DC BUS 2 fault, no FAULT indication appears on the center pedestal’s CKPT
DOOR panel. The CDLS is not electrically-supplied, and is inoperative.
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 26.01A

SMOKE/FUMES/AVNCS SMOKE
LAND ASAP
APPLY IMMEDIATELY
 IF REQUIRED:
CREW OXY MASKS................... USE/100%/EMERG
VENT EXTRACT................................................... OVRD
CAB FANS................................................................OFF
GALLEYS..................................................................OFF
SIGNS.........................................................................ON
CKPT/CAB COM.......................................... ESTABLISH
 IF SMOKE SOURCE IMMEDIATELY OBVIOUS,
ACCESSIBLE AND EXTINGUISHABLE:
FAULTY EQPT.............................................ISOLATE
 IF SMOKE SOURCE NOT IMMEDIATELY
ISOLATED:
DIVERSION.................................................. INITIATE
DESCENT.....................................................INITIATE
Descent to FL 100, or MEA-MORA, or min obstacle
clearance altitude
 At ANY TIME of the procedure, if smoke/fumes
becomes the GREATEST THREAT:
REMOVAL OF SMOKE/FUMES..............CONSIDER
ELEC EMER CONFIG.............................CONSIDER
Refer to the end of the procedure to set ELEC
EMER CONFIG
 At ANY TIME of the procedure, if situation
becomes UNMANAGEABLE:
IMMEDIATE LANDING............................CONSIDER
CPA MSN 0113 B-HLF

ABNORMAL AND 26.01B

SMOKE/FUMES/AVNCS SMOKE (Cont'd)
 If AIR COND SMOKE SUSPECTED:

APU BLEED.........................................................OFF
VENT EXTRACT............................................... AUTO
CARGO BULK ISOL VALVES............................. OFF
PACK 1................................................................ OFF
 If smoke continues:
PACK 1............................................................. ON
PACK 2........................................................... OFF
 If smoke still continues:
PACK 2........................................................ ON
VENT EXTRACT.....................................OVRD
REMOVAL OF SMOKE/FUMES.............. CONSIDER
 IF CAB EQUIPMENT SMOKE SUSPECTED:
PAX SYS..............................................................OFF
 If smoke continues
EMER EXIT LT................................................. ON
COMMERCIAL................................................ OFF
SMOKE DISSIPATION.............................. CHECK
FAULTY EQPT........................SEARCH/ISOLATE
 If smoke still continues or when faulty
equipment confirmed isolated:
COMMERCIAL........................................NORM
PAX SYS................................................ NORM
CPA MSN 0113 B-HLF

ABNORMAL AND 26.01C

 IF SMOKE SOURCE CANNOT BE DETERMINED

AND STILL CONTINUES OR AVNCS/ELECTRICAL
SMOKE SUSPECTED:
 Shed AC BUS 1 as follows:
GEN 2................................................. CHECK ON
ECAM/ND SEL................................................. F/O
ELEC/AC page......................................... SELECT
BUS TIE.......................................................... OFF
AC ESS FEED.............................................. ALTN
GEN 1............................................................. OFF
GEN 1.......................................................... ON
AC ESS FEED........................................NORM
ECAM/ND SEL....................................... NORM
 Shed AC BUS 2 as follows:
GEN 1................................................. CHECK ON
BUS TIE............................................ CHECK OFF
AC ESS FEED...............................CHECK NORM
ECAM/ND SEL.............................. CHECK NORM
GEN 2............................................................. OFF
GEN 2.......................................................... ON
BUS TIE...................................................AUTO
ELEC EMER CONFIG..............................CONSIDER
CPA MSN 0113 B-HLF

ABNORMAL AND 26.01D

TO SET ELEC EMER CONFIG

EMER ELEC PWR.......................................... MAN ON
 WHEN EMER GEN AVAIL:
GEN 1................................................................ OFF
GEN 2................................................................ OFF
APU GEN...........................................................OFF
ELEC EMER CONFIG
APPLY ECAM PROCEDURE, BUT DO NOT RESET
GEN, EVEN IF REQUESTED BY ECAM
 AT 3 MIN OR 2 000 FT AAL BEFORE LANDING:
ATT HDG SWTG.......................................F/O ON 3
ALL GEN..............................................................ON
 WHEN A/C IS STOPPED:
ALL GEN............................................................OFF
CPA MSN 0113 B-HLF

ABNORMAL AND 26.02A

REMOVAL OF SMOKE/FUMES
EMER EXIT LIGHT.................................................... ON
PACK FLOW................................................................ HI
LDG ELEV.................................. 10 000 FT/MEA-MORA
DESCENT (FL 100 or MEA-MORA or minimum obstacle
clearance altitude)............................................. INITIATE
ATC..................................................................... NOTIFY
SMOKE/FUMES/AVNCS SMOKE PROC..... CONTINUE
While descending, continue applying the appropriate
steps of the SMOKE/FUMES/AVNCS SMOKE paper
procedure depending on the suspected smoke source.
 At FL 100 or MEA-MORA :
PACK 1 + 2..........................................................OFF
MODE SEL..........................................................MAN
MAN VALVE SEL..............................................BOTH
MAN V/S CTL.............................................. FULL UP
RAM AIR................................................................ON
 If smoke persists in the cockpit, window opening:
MAX SPEED................................................... 230 KT
COCKPIT DOOR.............................................. OPEN
HEADSET.............................................................. ON
PM COCKPIT WINDOW...................................OPEN
 When window is open:
NON-AFFECTED PACK(s)....................................ON
VISUAL WARNINGS (noisy CKPT)........... MONITOR
SMOKE/FUMES/ AVNCS SMOKE PROC..................
..................................................................CONTINUE
CPA MSN 0113 B-HLF

ABNORMAL AND 26.03A

SMOKE/FIRE FROM LITHIUM BATTERY

If necessary, transfer control to the flight crew member
seated on the opposite side of the fire
CKPT/CAB COM.......................................... ESTABLISH
STORAGE AFTER Li BAT FIRE cabin procedure...........
.................................................... REQUEST INITIATION
 If there are flames:
CREW OXY MASK (PF)......................................USE
SMOKE HOOD (PM)........................................... USE
HALON EXTINGUISHER.....................................USE
 If there are no flames or when flames are
extinguished:
 If not possible to remove device from the
cockpit:
WATER or NON-ALCOHOLIC LIQUID..................
................................................ POUR ON DEVICE
DEVICE................................................. MONITOR
 If possible to remove device from the cockpit:
DEVICE.............................TRANSFER TO CABIN
 AT ANY TIME of the procedure, if SMOKE
becomes the GREATEST THREAT:
REMOVAL OF SMOKE/FUMES procedure...............
.................................................................CONSIDER
 AT ANY TIME of the procedure, if situation
becomes UNMANAGEABLE:
IMMEDIATE LANDING............................CONSIDER
CPA MSN 0113 B-HLF

ABNORMAL AND 27.01A

QUICK REFERENCE HANDBOOK 22 MAR 16
LANDING WITH SLATS OR FLAPS JAMMED

LANDING CONF......................................................................................DETERMINE
Refer to QRH PER-27A Landing Distance with Slats and Flaps System Failure, or use the LDG PERF
application of FlySmart with Airbus.
 Repeat the following until landing configuration is reached:
SPEED SEL............................................................................. .VFE NEXT -5 KTS
Decelerate towards VFE NEXT -5 kt but not below VLS. In case of turbulence, to avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: ‐ The autopilot may be used down to 500 ft AGL. As it is not tuned for the abnormal
configurations, its behavior can be less than optimum and must be monitored
‐ Approach with A/THR and selected speed is recommended
‐ The OVERSPEED warning, and VLS displayed on the PFD, are computed according to
the actual flaps/slats position
‐ VFE and VFE NEXT are displayed on the PFD, according to the FLAPS lever position. If
not displayed, use the placard speeds
‐ If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever can be
set in the required next position while the speed is reduced to follow VLS reduction
as surfaces extend. The VFE warning threshold should not be triggered. In this case,
disconnect the A/THR. A/THR can be reengaged when the landing configuration is
established.
As speed reduces through VFE NEXT:
FLAPS LEVER..........................................................................ONE STEP DOWN
Set the FLAPS lever to a minimum of CONF1, in order to enable engagement of the SRS guidance
mode, in the case of a go-around. The SRS guidance mode may not engage if the landing gear is up.
 When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
FOR GO AROUND
 If SLATS FAULT:
 For circuit:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 kt
 For diversion:
SELECT CLEAN CONFIGURATION
 If SLATS jammed at 0:
Use normal operating speeds.
 If SLATS jammed > 0:
Recommended speed for diversion: MAX SPEED -10 kt
Increased fuel consumption.
 If FLAPS FAULT:
 For circuit:
Recommended speed: MAX SPEED -10 kt
CPA MSN 0113 B-HLF

ABNORMAL AND 27.01B

LANDING WITH SLATS OR FLAPS JAMMED (Cont'd)
 For diversion:
 If FLAPS jammed at 0:
Use normal operating speeds.
 If FLAPS jammed > 0:
Recommended speed for diversion: MAX SPEED -10 kt
Increased fuel consumption.
Note: ‐ In case the SPD LIM flag is displayed on the PFD, use the MAX SPEED
displayed on the ECAM status page
‐ In case of a go-around with CONF FULL selected, the L/G GEAR NOT
DOWN warning is triggered at landing gear retraction
‐ In some cases, MAX SPEED -10 KT may be a few knots higher than the VFE.
In this situation, pilots may follow the VFE.
MAX SPEED
Flaps
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats
S=0 NO LIMITATION
215 kt
0<S≤1 240 kt 196 kt 186 kt 180 kt
1<S 215 kt 205 kt
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is

increased. Refer to the fuel flow indication.
As a guideline, determine the fuel consumption in clean
configuration at the same altitude without airspeed limitation (e.g.
From ALTERNATE FLIGHT PLANNING tables) and multiply
this result by the applicable Fuel Penalty Factor provided in the
QRH, Refer to QRH PER-B Fuel Penalty Factors Tables, to obtain
the fuel penalty required to reach the destination in the current
configuration.
CPA MSN 0113 B-HLF

ABNORMAL AND 27.02A

NO FLAPS NO SLATS LANDING

SPEED SEL............................................................................................ GREEN DOT
Initial approach with autothrust and selected speed is recommended.
Autopilot is allowed down to 500 ft AGL.
GPWS FLAP MODE..............................................................................................OFF
FLAPS LEVER................................................................................................ CONF 1
Disregard the CONF 2 requirement on the ECAM status page.
Set the FLAPS lever to CONF1, in order to enable engagement of the SRS guidance mode, in the case of
a go-around. The SRS guidance mode may not engage if the landing gear is up.
VFE displayed on the PFD depends on the FLAPS lever position, so a false VFE will be given.
Plan a long stabilized approach.
 For final approach:
A/THR............................................................................................................... OFF
SPD SEL........................................................................................................ VAPP
Select VLS on the PFD (or VREF + 50 kt, if VLS not available).
At 500 ft, reduce speed to obtain VLS - 5 kt (or VREF + 45 kt, if VLS not available) at touchdown.
LDG DIST PROC......................................................................................... APPLY
CPA MSN 0113 B-HLF

ABNORMAL AND 27.03A

SIDESTICK / RUDDER PEDALS STIFF

Even if the autopilot is disengaged, the sidesticks and/or the rudder pedals may be stiff. This may affect
either:
‐ Both sidesticks (CAPT and F/O) at the same time, but not the rudder pedals or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive. However, the flight crew should
keep in mind that they may need to use extra force on the sidesticks and/or the rudder pedals.
AP DISENGAGEMENT................................................................................ CONFIRM
CONSIDER TRANSFERRING CONTROL TO PM
 For decrab, rollout, or engine failure:
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
CPA MSN 0113 B-HLF

ABNORMAL AND 27.04A

RUDDER JAM/RUDDER PEDAL JAM

Rudder jamming may be detected by undue (and adverse) pedal movement during rolling maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed back to the pedals.
Use F/CTL SD page for a visual check of the rudder position.
This procedure also applies in case of RUDDER PEDAL JAM.
FOR APPROACH
AVOID LANDING WITH CROSSWIND from the side where the rudder is
deflected.
FOR LANDING..................................................................................... USE FLAP 2
GPWS FLAP MODE...........................................................................................OFF
 If all engines are operative:
APPR SPD............................................................................................ VLS + 10
SPEED and TRAJECTORY.....................................................STABILIZE ASAP
LDG DIST PROC......................................................................................APPLY
 In case of an engine-out:
APPR SPEED.......................................................................................160 knots
SPEED and TRAJECTORY.....................................................STABILIZE ASAP
AP + A/THR.................................................................................................. OFF
 In case of a go-around:
SPD.................................................................................. SELECT 160 knots
ON GROUND
DIFFERENTIAL BRAKING...................................................................... USE ASAP
Do not use asymmetrical thrust reverse
Use nosewheel steering handle below 100 kt, only in case of RUDDER PEDAL JAM.
CPA MSN 0113 B-HLF

ABNORMAL AND 27.05A

RUDDER TRIM RUNAWAY

LATERAL CONTROL............................................................ USE TO LEVEL WINGS
RUDDER.................................................................................................CENTRALIZE
Check the rudder position on the F/CTL SD page
Note: This failure will be seen mainly as uncommanded roll (induced by yaw). In most conditions,
the aircraft will self stabilize in a steady heading sideslip. For continued flight, either maintain
rudder central or leave the aircraft in a steady stabilized heading sideslip, but ensure that all
changes between rudder centralized and steady heading sideslip are made smoothly. As speed
is reduced, the TLU may gradually open to allow more rudder to be applied by the trim runaway.
DURING APPROACH
 For slats extension:
LOWEST SAFE SPEED.........................................................................SELECT
In the case of TLU failure, the TLU will fully open when slats are extended, and allow more rudder to
be applied than is safe for the structure.
Full rudder is not permitted above 160 kt .
RUDDER........................................................................... MAINTAIN CENTRAL
Care must be taken to keep rudder steady and approximately centralized during slats extension,
until the TLU has released.
SEC 1.......................................................................................... OFF THEN ON
SEC 2.......................................................................................... OFF THEN ON
FOR LDG.......................................................................... USE NORMAL CONF
CPA MSN 0113 B-HLF

ABNORMAL AND 28.01A

FUEL IMBALANCE
FOB.................................................................................................................. CHECK
Compare the FOB + FU, with the FOB at departure. If the difference is significant, or if the FOB + FU
decreases, suspect a fuel leak.
CAUTION 1.A fuel imbalance may indicate a fuel leak. Do not apply this
procedure, if a fuel leak is suspected. Refer to QRH ABN-28 FUEL
LEAK.
2.In the case of an ENG FEEDLINE BURST followed by an ENG
SHUTDOWN, if fuel of the tank associated to the affected engine
is required, do not open the WING XFEED valve and apply the
procedure below that corresponds to the case of the WING XFEED
valve failed closed.
WING X FEED........................................................................................................ ON
 If the WING X FEED valve is open:
 On the lighter side:
(ALL) FUEL PUMPS (STBY then MAIN 1 and MAIN 2)............................. OFF
Note: While pumps are OFF, disregard the corresponding FUEL WING PUMPS LO PR
ECAM caution.
 When fuel balanced:
PUMPS (MAIN 1 and MAIN 2 then STBY)...................................................ON
WING X FEED..........................................................................................AUTO
 If the WING X FEED valve is failed closed or in the case of an engine feed
line burst:
OUTR TK XFR................................................................................................... ON
This will connect the inner fuel tanks via the refuelling gallery.
STRAIGHT FLIGHT................................................................................MAINTAIN
Maintain straight flight legs to apply this procedure.
AP..................................................................................................................... OFF
Disconnect the Auto Pilot to reach the targeted bank angle and the appropriate rudder position during
the maneuver.
BANK ANGLE.......................................3 DEG WING DOWN ON LIGHTER SIDE
Fuel transfer only occurs if the bank angle is at, or above, 2 ° to 3 °.
USE RUDDER TO KEEP HDG
Adjust rudder position to keep heading and neutral stick.
RUDDER TRIM............................................................................AS NECESSARY
 When XFR completed:
OUTR TK XFR......................................................................................... AUTO
NORM ROLL ATTITUDE.....................................................................RETURN
RUDDER TRIM...........................................................................NORMAL USE
AP ON................................................................................................AS RQRD
CPA MSN 0113 B-HLF

ABNORMAL AND 28.02A

FUEL LEAK
A fuel leak may be detected by:
‐ The sum of FOB and FU is significantly less than FOB at engine start, or is decreasing, or
‐ A passenger observes a fuel spray from an engine/pylon, or a wing tip, or
‐ The total fuel quantity is decreasing at an abnormal rate, or
‐ A fuel imbalance is developing, or
‐ Fuel quantity of a tank is decreasing too fast (leak from engine/pylon, or hole in a tank), or
‐ A tank is overflowing (due to pipe rupture in a tank), or
‐ The Fuel Flow is excessive (leak from engine), or
‐ Fuel is smelt in the cabin.
If visibility permits, leak source may be identified by a visual check from the cabin.
WHEN A LEAK IS CONFIRMED
LAND ASAP
 Leak from engine/pylon confirmed:
Engine fuel leak can be confirmed by excessive fuel flow indication, or a visual check.
THR LEVER (of affected engine)................................................................. IDLE
ENG MASTER (of affected engine).............................................................. OFF
WING X FEED............................................................................ USE AS RQRD
If the leak stops, the crossfeed valve can now be opened to re-balance fuel quantity, or to enable
use of fuel from both wings. Do not restart the engine.
 Leak from engine/pylon not confirmed or leak not located:
Stop any fuel transfer, and then monitor the depletion rate of each inner tank, to determine if the leak
is from an engine or a wing (Case 1), or from the Trim tank, or the APU/Trim feeding line (Case 2).
WING X FEED.....................................................................MAINTAIN CLOSED
Crossfeed valve must remain closed to prevent the leak from affecting both sides.
T TANK FEED..............................................................................................ISOL
INNER TANKS FUEL QUANTITIES....................................................MONITOR
Monitor the depletion rate of each inner tank.
 CASE 1: If one inner tank depletes faster than the other by at least
500 kg (1 100 lb) in less than 30 min:
An engine leak may still be suspected. Therefore:
THR LEVER (engine of affected inner tank)...........................................IDLE
ENG MASTER (engine of affected inner tank)........................................ OFF
FUEL LEAK.................................................................................... MONITOR
 If leak stops:
If the fuel quantity of the affected inner tank stops decreasing, the engine leak is confirmed
and stopped.
T TANK FEED..................................................................................AUTO
WING X FEED.................................................................. USE AS RQRD
The crossfeed valve can now be opened to re-balance fuel quantity, or to enable use of fuel
from both wings. Do not restart the engine.
 If leak continues (after engine shutdown):
If the fuel quantity of the affected inner tank continues to decrease, a leak from the wing
may be suspected.
ENGINE RESTART................................................................. CONSIDER
CPA MSN 0113 B-HLF

ABNORMAL AND 28.02B

FUEL LEAK (Cont'd)
FUEL LOSS REDUCTION proc.............................................. CONSIDER

CAUTION Do not apply the FUEL IMBALANCE procedure. Approach
and landing can be done, even with one full wing/one empty
wing.
 CASE 2: If both inner tanks deplete at a similar rate:
A leak from the Trim tank or the APU/Trim feeding line may be suspected.
 If fuel smell in the cabin:
APU (if ON).........................................................................................OFF
T TANK FEED................................................................. MAINTAIN ISOL
This prevents additional fuel loss through the APU/Trim feeding line.
 If no fuel smell in the cabin:
A leak from the Trim tank may be suspected.
FUEL LOSS REDUCTION proc.............................................. CONSIDER
FOR LANDING
CAUTION Do not use reversers.
CPA MSN 0113 B-HLF

ABNORMAL AND 28.03A

FUEL LOSS REDUCTION

Apply this procedure only if suggested by the FUEL LEAK procedure, and if the flight crew needs to
minimize the fuel loss. It covers two types of leak:
‐ A leak from wing: a manual Trim tank transfer can be done, to symmetrically transfer the fuel to both
inner tanks, and avoid an automatic fuel transfer to only the least full inner tank, or
‐ A leak from the Trim tank: a manual Trim tank transfer to both inner tanks can be done to save some
Trim tank fuel.
 If Trim Tank not empty:
T TANK FEED............................................................................................... AUTO
T TANK MODE................................................................................................FWD
 When Trim Tank empty:
T TANK MODE.........................................................................................AUTO
T TANK FEED............................................................................................ISOL
CPA MSN 0113 B-HLF

ABNORMAL AND 28.04A

CPA MSN 0113 B-HLF

ABNORMAL AND 28.05A

GRVTY FUEL FEEDING

ENG START SEL...................................................................................................IGN
AVOID NEGATIVE G FACTOR
DETERMINE GRVTY FEED CEILING
Consult the following table to determine the flight altitude limitation.
Flight conditions at the time of gravity feeding Gravity feed ceiling
Flight time from takeoff more than 30 min (Fuel deaerated) 20 000 ft
Flight time from takeoff less than 30 min (Fuel 15 000 ft
non-deaerated) 8 000 ft for JP4 or JET B
DESCEND TO GRVTY FEED CEILING (if applicable)

 When reaching GRVTY feed ceiling:
WING X FEED.............................................................................................CLOSE
INR UNUSABLE IF < 2 000 kg (4 400 lb)
2 000 kg (4 400 lb) of fuel per affected tank cannot be used by gravity.
CPA MSN 0113 B-HLF

ABNORMAL AND 28.06A

TRIM TANK FUEL UNUSABLE

T TANK MODE.....................................................................................................FWD
T TANK FEED.................................................................................................... OPEN
 If TRIM TANK FUEL is still unusable:
OUTR TK XFR................................................................................................... ON
MAXIMUM FLIGHT TIME........................................................................4 HOURS
After 4 h, depending on the fuel distribution, the aft CG limit may be reached.
FOR LANDING
 If CG > 39 %:
APPR SPD....................................................................................... VLS +10 KT
To keep the nosewheel on the runway and prevent the aircraft from sitting on its tail, apply
continuous braking throughout the landing rollout.
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 29.01A

HYD B+Y SYS LO PR SUMMARY

CRUISE
MAX SPD............................................................................................................................................. 330/.82
NO STABILIZER
 If TRIM locked above 8 UP:
MAX SPD.......................................................................................................................................180 KT
MANEUVER WITH CARE
APPROACH
CAT 2 INOP
GPWS FLAP MODE................................................................................................................................. OFF
FOR LANDING............................................................................................................................USE FLAP 2
SLATS FLAPS SLOW
MAX SPD.......................................................................................................................................200 KT
 When L/G down:
L/G LEVER..................................................................................................................................... DOWN
LANDING
FLARE: PITCH AUTHORITY REDUCED (No stabilizer)
Only 2 spoilers per wing
NO REVERSER
BRAKING: NORMAL
GO-AROUND
NO GEAR RETRACTION
CPA MSN 0113 B-HLF

ABNORMAL AND 29.02A

HYD G+B SYS LO PR SUMMARY

CRUISE
SPD BRK...................................................................................................................................DO NOT USE
MAX SPD............................................................................................................................................. 330/.82
MANEUVER WITH CARE
APPROACH
CAT 2 INOP
SLATS JAMMED / FLAPS SLOW
GPWS FLAP MODE (if Slats < 2)............................................................................................................OFF
 For landing:
If Slats < 2............................................................................................................................ USE FLAP 2
If Slats ≥ 2............................................................................................................................ USE FLAP 3
 For Flaps extension:
SPD SEL...................................................................................................................... VFE NEXT - 5 KT
MAX SPD.......................................................................................................................................200 KT
 When L/G down:
L/G LEVER..................................................................................................................................... DOWN
 When in landing CONF and in final approach:
DECELERATE TO CALCULATED VAPP
LANDING
FLARE: Only one ELEV and 2 spoilers per wing.
A/C slightly sluggish
REVERSERS: Only N° 2
BRAKING: B ACCU PRESS ONLY (7 applications)
NO ANTI-SKID
MAX BRK PR....................................................................................................................................1000 PSI
GO-AROUND
NO GEAR RETRACTION
 For circuit:
Recommended speed: MAX SPD - 10 kt / 200 kt
 For diversion:
 If Slats jammed at zero:
Normal operating speeds (MAX SPD 200 kt)
 If Slats jammed above zero:
Recommended speed: 200 kt
CPA MSN 0113 B-HLF

ABNORMAL AND 29.03A

HYD G+Y SYS LO PR SUMMARY

CRUISE
SPD BRK...................................................................................................................................DO NOT USE
MAX SPD............................................................................................................................................. 330/.82
MANEUVER WITH CARE
APPROACH
CAT 2 INOP
SLATS SLOW / FLAPS JAMMED
GPWS FLAP MODE (IF Flaps < 3)..........................................................................................................OFF
 For landing:
If Flaps < 3........................................................................................................................... USE FLAP 2
If Flaps = 3........................................................................................................................... USE FLAP 3
If Flaps > 3.....................................................................................................................USE FLAP FULL
 For Slats extension:
SPD SEL...................................................................................................................... VFE NEXT - 5 KT
MAX SPD.......................................................................................................................................200 KT
 When L/G down:
L/G LEVER..................................................................................................................................... DOWN
 When in landing CONF and in final approach:
DECELERATE TO CALCULATED VAPP
LANDING
FLARE: Only one ELEV and 2 spoilers per wing.
A/C slightly sluggish
REVERSERS: Only N°1
BRAKING: ALTERNATE
GO-AROUND
NO GEAR RETRACTION
 For circuit: MAINTAIN SLATS/FLAPS CONFIGURATION
 For diversion:
 If Flaps jammed at zero:
Normal operating speeds (MAX SPD= 200 kt)
 If Flaps jammed above zero:
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 30.01A

DOUBLE AOA HEAT FAILURE

 If icing conditions cannot be avoided:
One of affected ADRs...................................................................................... OFF
NAV ADR DISAGREE
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 31.01A

DISPLAY UNIT FAILURE

 Affected DU is blank or display is distorted:
DU (affected)...........................................................................................AS RQRD
ECAM/ND SEL (if ECAM DUs affected).......................................................... USE
PFD/ND XFR (if EFIS DUs affected)............................................................... USE
 Diagonal line on the affected DU:
DMC SWITCHING (EFIS OR ECAM).....................................................AS RQRD
 If unsuccessful:
DU (affected)............................................................................. OFF THEN ON
Note: ND display may disappear, in case too many waypoints and associated information
are displayed. Reduce the range, or deselect WPT or CSTR, and the display will
automatically recover after about 30 s.
 Diagonal line on both ECAM DUs:
ECAM DMC SWITCHING..................................................................................... 2
 Inversion of EWD and SD displays:
ECAM UPPER DISPLAY................................................................OFF THEN ON
CPA MSN 0113 B-HLF

ABNORMAL AND 31.02A

ECAM SINGLE DISPLAY

Only the EWD is available. No SD on the other DUs.
 To call a SYS page:
PRESS AND MAINTAIN the SYS page key on the ECP
 Overflow on the STATUS page:
PRESS AND MAINTAIN the STS key on the ECP
The first page of the STATUS is displayed.
RELEASE IT, THEN PRESS IT AGAIN WITHIN 2 SECONDS
The second page of the STATUS is displayed.
CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS
When the STS key is released for more than 2 s, the EWD is displayed again.
CPA MSN 0113 B-HLF

ABNORMAL AND 31.03A

EIS DISPLAY DISCREPANCY

CHECK EWD
CHECK SD
CHECK PFD
CHECK ND
The DMC detects a discrepancy between acquisition and display on a DU.
This caution is associated with an amber message displayed on the affected DU. In case of EWD display
discrepancy, the amber message is displayed on the EWD and on both NDs.
DMC/DU SWTG........................................................................................... AS RQRD
Note: The failure may be due to a DMC or DU problem.
The following part of the procedure is not displayed on ECAM:
 In case of CHECK EWD or CHECK SD:
ECAM SWTG DMC....................................................................................... 1 or 2
DMC 1 or 2 may be selected if not failed.
Return to normal DMC configuration.
 In case of CHECK EWD:
ECAM UPPER DISPLAY....................................................................... OFF
EWD is automatically transferred on SDU.
ECAM/ND.................................................................................CAPT or F/O
SD may be recovered on CAPT or on F/O NDU.
 In case of CHECK SD:
ECAM/ND......................................................................................AS RQRD
ECAM LOWER DISPLAY............................................................. AS RQRD
The DU can be switched off.
 In case of CHECK PFD or CHECK ND:
Crosscheck with standby instruments.
EFIS DMC (affected side)..................................................................................... 3
Return to normal DMC configuration.
PFD/ND XFR (affected side)............................................................. AS RQRD
DU (affected)......................................................................................AS RQRD
The DU can be switched off.
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 32.01A

LOSS OF BRAKING
 If no braking available:
REV.................................................................................................................. MAX
BRAKE PEDALS..................................................................................... RELEASE
A/SKID & N/W STRG.......................................................................................OFF
BRAKE PEDALS......................................................................................... PRESS
MAX BRK PR........................................................................................... 1000 PSI
 If still no braking:
PARKING BRAKE...........................SHORT AND SUCCESSIVE APPLICATIONS
CPA MSN 0113 B-HLF

ABNORMAL AND 32.02A

CPA MSN 0113 B-HLF

ABNORMAL AND 32.03A

L/G GRAVITY EXTENSION
CAUTION Do not apply this procedure if at least one green triangle is displayed
on each landing gear on the WHEEL SD page. This is sufficient to
confirm that the landing gear is downlocked. Disregard any possible
GPWS "TOO LOW GEAR" aural alert.
MAX SPEED..................................................................................................... 200 KT
L/G GRVTY EXTN.............................................................................................DOWN
CAUTION Both selector guards have to be open before selecting DOWN.
 When L/G DOWNLOCKED
L/G lever.......................................................................................................DOWN
GEAR DOWN indications............................................................................CHECK
CAUTION N/W STRG is lost. Main and nose gear doors remain open.
 If successful:
Do not reset the freefall system. This avoids undesirable effects, such as further fluid loss in the event
of a leak or possible L/G unlocking in the event of a gear selector valve jammed in UP position.
Note: Following the use of the freefall system for training purposes in flight, the system can be
reset in flight. Provided that the green hydraulic system is available, a reset of the freefall
system enables closure of the landing gear doors and operation of the nosewheel steering.
 If unsuccessful:
LDG WITH ABNORMAL L/G Procedure......................................................APPLY
Note: 1. One gravity extension reset is allowed in case of L/G GEAR NOT
DOWNLOCKED alert display.
2. On the ground the freefall system must not be reset by the flight crew.
CPA MSN 0113 B-HLF

ABNORMAL AND 32.04A

LANDING WITH ABNORMAL L/G
CAUTION Do not apply this procedure if at least one green triangle is displayed
on each landing gear on the WHEEL SD page. This is sufficient to
confirm that the landing gear is downlocked. Disregard any possible
GPWS "TOO LOW GEAR" aural alert.
PREPARATION
CABIN CREW ............................................................................................. NOTIFY
ATC............................................................................................................... NOTIFY
Consider fuel reduction to a safe minimum.
 If NOSE L/G abnormal:
CG location (if possible)................................................................................ AFT
10 PAX from front to rear moves the CG roughly 2 % aft.
 If one MAIN L/G abnormal:
FUEL IMBALANCE............................................................................CONSIDER
Open all fuel crossfeed valves and switch off the pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY................................................................................. OFF
SIGNS...................................................................................................................ON
CABIN and COCKPIT...............................................................................PREPARE
‐ Loose equipment secured
‐ Survival equipment prepared
‐ Belts and shoulder harnesses locked.
APPROACH
GPWS SYS.........................................................................................................OFF
L/G LEVER ......................................................................................CHECK DOWN
L/G GRVTY EXTN.........................................................................................RESET
AUTOBRAKE......................................................................................DO NOT ARM
EMER EXIT LT.....................................................................................................ON
COMMERCIAL....................................................................................................OFF
CABIN REPORT...........................................................................................OBTAIN
T TANK FEED................................................................................................... ISOL
A/SKID & N/W STRG ........................................................................................OFF
MAX BRAKE PR....................................................................................... 1 000 PSI
 If one or both MAIN L/G abnormal:
GROUND SPOILERS................................................................... DO NOT ARM
BEFORE LANDING
RAM AIR ............................................................................................................. ON
BRACE FOR IMPACT.................................................................................. ORDER
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles impact, but
sufficiently late to ensure adequate hydraulic supplies for the flight controls.
Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown.
REVERSE........................................................................................... DO NOT USE
CPA MSN 0113 B-HLF

ABNORMAL AND 32.04B

LANDING WITH ABNORMAL L/G (Cont'd)
 If NOSE L/G abnormal:

NOSE............................................................................................ MAINTAIN UP
After touchdown, keep the nose off the runway by using the elevator.
Then, lower the nose onto the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency)......................................... APPLY
ENG MASTERS............................................................................................ OFF
Shut down the engines before nose impact.
 If one MAIN L/G abnormal:
ENG MASTERS (in sequence)..................................................................... OFF
After main gear touchdown, shut down the engine on the failure side first, then the other engine
before nacelle touchdown.
FAILURE SIDE WING...................................................................MAINTAIN UP
Use roll control, as necessary, to keep the unsupported wing up as long as possible.
DIRECTIONAL CONTROL..................................................................MAINTAIN
Use rudder and brakes (maximum 1 000 PSI ) to maintain the runway axis as long as possible.
 If both MAIN L/G abnormal:
ENG MASTERS............................................................................................ OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touchdown)...................................... NOT LESS THAN 6°
WHEN A/C STOPPED
PARK BRK........................................................................................................... ON
ENG (all) and APU FIRE pushbutton.............................................................. PUSH
Pressing the ENG FIRE pb shuts off the related hydraulic pressure within a short time.
ENG (all) and APU AGENT........................................................................... DISCH
 If Evacuation required:
EVACUATION........................................................................................ INITIATE
Notify the cabin crew about the emergency encountered and the intentions.
Press the EVAC COMMAND pb  .
 If Evacuation not required:
CABIN CREW and PASSENGERS (PA)................................................ NOTIFY
Ensure that all the landing gears are secured before initiating the disembarkation (before switching
OFF the seat belts signs).
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 34.01A

ABNORMAL V ALPHA PROT

Refer to QRH-OEB/OEBPROC-49 Abnormal V Alpha Prot - Procedure
CPA MSN 0113 B-HLF

ABNORMAL AND 34.02A

ADR CHECK PROC

Apply the UNRELIABLE SPEED INDICATION procedure.
UNRELIABLE SPEED INDICATION

 If the safe conduct of the flight is impacted:
AP/FD.............................................................................................................. OFF
A/THR.............................................................................................................. OFF
PITCH/THRUST
Below THRUST RED ALT...................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100....................................... 10° / CLB
Above THRUST RED ALT and Above FL 100......................................... 5° / CLB
FLAPS (if CONF 0(1)(2)(3)).....................................MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)...................................SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES..................................................................CHECK RETRACTED
L/G..................................................................................................................... UP
When at or above MSA or Circuit Altitude: Level off for troubleshooting
 To level off:
AP/FD............................................................................................................... OFF
A/THR............................................................................................................... OFF
SPEEDBRAKES...................................................................CHECK RETRACTED
PITCH/THRUST TABLE...............................................................................APPLY
PITCH / THRUST FOR LEVEL OFF
240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
SLATS / FLAPS EXTENDED
CONF PITCH THRUST % N1 (Resultant speed)
3 7.5° 64% (170 kt) 60% (155 kt) 54% (135 kt) 50% (120 kt)
2 7.5° 62% (180 kt) 58% (165 kt) 54% (145 kt) 48% (125 kt)
1+F 6.5° 62% (205 kt) 58% (185 kt) 52% (165 kt) 46% (145 kt)
1 9.5° 60% (200 kt) 56% (185 kt) 52% (165 kt) 46% (140 kt)
CLEAN
PITCH FL THRUST % N1 (Resultant speed)
4° 100 62% (280 kt) 58% (255 kt) 52% (225 kt) 48% (195 kt)
at or below FL250 200 68% (280 kt) 64% (255 kt) 60% (225 kt) 54% (195 kt)
300 78% (300 kt) 72% (275 kt) 68% (245 kt) 62% (210 kt)
3°
above 350 / 76% (270 kt) 70% (240 kt) 64% (210 kt)
FL250
400 / / 76% (235 kt) 70% (210 kt)
FLYING TECHNIQUE TO STABILIZE SPEED

Stabilize the altitude. When altitude is stabilized:
‐ If the pitch is above the target pitch, increase the thrust and maintain the altitude.
‐ If the pitch is below the target pitch, decrease the thrust and maintain the altitude.
CPA MSN 0113 B-HLF

ABNORMAL AND 34.02B

UNRELIABLE SPEED INDICATION (Cont'd)
When the pitch reaches the target pitch, adjust the thrust to keep this target pitch.
 When flight path is stabilized:

AP/FD............................................................................................................... OFF
A/THR............................................................................................................... OFF
FLIGHT PATH.......................................................................... KEEP STABILIZED
Respect Stall Warning and disregard “RISK OF UNDUE STALL WARNING”
STATUS message if displayed on ECAM.
AFFECTED ADR IDENTIFICATION
PROBE/WINDOW HEAT......................................................................................ON
ALL SPEED INDICATIONS.......................................................................X CHECK
ADR3 and STBY speeds use the data of the same probe.
 If at least one ADR is confirmed reliable:
RELIABLE AIR DATA................................................................................... USE
UNRELIABLE ADR P/B(s)............................................................................ OFF
 If affected ADR(s) cannot be identified or all ADRs are affected:
ONE ADR............................................................................................. KEEP ON
TWO ADR P/B(s).......................................................................................... OFF
This prevents the flight control laws from using two coherent but unreliable ADR data.
EFIS DMC switching............................................................................AS RQRD
LDG CONF...................................................................................... USE FLAP 3
APP SPD...............................................................................................VLS + 10
For flight continuation, Refer to Pitch/Thrust Tables.
CLIMB
CLIMB IN CLEAN CONFIGURATION
240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
THRUST FL PITCH (Resultant speed)
50 9° (280 kt) 10° (250 kt) 13° (220 kt) 17° (185 kt)
100 8° (280 kt) 9° (250 kt) 12° (220 kt) 16° (190 kt)
CLB 200 6° (280 kt) 7° (250 kt) 9° (220 kt) 12° (190 kt)
300 5° (275 kt) 5° (250 kt) 6° (220 kt) 8° (190 kt)
400 / / 5° (215 kt) 6° (190 kt)
CRUISE
FLYING TECHNIQUE TO STABILIZE SPEED
Stabilize the altitude. When altitude is stabilized:
‐ If the pitch is above the target pitch, increase the thrust and maintain the altitude.
‐ If the pitch is below the target pitch, decrease the thrust and maintain the altitude.
When the pitch reaches the target pitch, adjust the thrust to keep this target pitch.
CPA MSN 0113 B-HLF

ABNORMAL AND 34.02C

UNRELIABLE SPEED INDICATION (Cont'd)
LEVEL FLIGHT IN CLEAN CONFIGURATION

240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
PITCH FL THRUST % N1 (Resultant speed)
4° 100 62% (280 kt) 58% (255 kt) 52% (225 kt) 48% (195 kt)
at or below FL250 200 68% (280 kt) 64% (255 kt) 60% (225 kt) 54% (195 kt)
300 78% (300 kt) 72% (275 kt) 68% (245 kt) 62% (210 kt)
3°
above 350 / 76% (270 kt) 70% (240 kt) 64% (210 kt)
FL250
400 / / 76% (235 kt) 70% (210 kt)
Note: If the failure is due to radome destruction, the drag will increase and therefore N1 must be
increased by 3% in cruise and 1.5% in approach.
Fuel flow will increase by about 10%.
DESCENT
DESCENT IN CLEAN CONFIGURATION
240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
THRUST PITCH Resultant speed
IDLE 2° 280 kt 255 kt 225 kt 195 kt
INITIAL / INTERMEDIATE APPROACH

Apply the FLYING TECHNIQUE TO STABILIZE SPEED
LEVEL FLIGHT
240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
WITH LANDING GEAR UP
CONF PITCH THRUST % N1 (Resultant speed)
0 5° 58% (250 kt) 54% (225 kt) 50% (200 kt) 44% (180 kt)
1 9.5° 60% (200 kt) 56% (185 kt) 52% (165 kt) 46% (140 kt)
1+F 6.5° 62% (205 kt) 58% (185 kt) 52% (165 kt) 46% (145 kt)
2 7.5° 62% (180 kt) 58% (165 kt) 54% (145 kt) 48% (125 kt)
WITH LANDING GEAR DOWN
3 7.5° 68% (170 kt) 64% (155 kt) 58% (140 kt) 52% (120 kt)
FINAL APPROACH AT -3° DESCENT FLIGHT PATH

APPROACH IN CONF 3 AND L/G EXTENDED
240 t 200 t 160 t 120 t
530 000 lb 440 000 lb 350 000 lb 260 000 lb
CONF PITCH THRUST (% N1)
3 4° 50% 46% 42% 38%
CPA MSN 0113 B-HLF

ABNORMAL AND 34.03A

CPA MSN 0113 B-HLF

ABNORMAL AND 34.04A

ADR 1 + 2 + 3 FAULT
This procedure is not displayed on the ECAM. Only dual ADR warnings are displayed, in case of a triple
ADR failure.
ADR P/B (all)......................................................................................................... OFF
STBY INST............................................................................................................ USE
Note: Disregard ECAM actions for AIR DATA SWTG and ATC, since they have no effect in case of a
total loss of ADRs.
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED................................................................................................... 330/0.82
See the following table for the IAS/MN relationship for 0.82.
270 and
FL 410 390 370 350 330 310 290
below
MAX SPD 243 252 265 278 290 305 317 330
Note: Use manual control for cabin pressurization.

MODE SEL..............................................................................................MAN
MAN V/S CTL.................................................................................AS RQRD
STATUS
MAX SPEED................................................ 330/0.82 INOP SYS
RUD WITH CARE ABV 160 KT F/CTL PROT
See
(1) A/THR
ADR 1+2+3
AP 1+2
APPR PROC
WINDSHEAR DET
L/G RETRACT
FOR LDG.............................................. USE FLAP 3 RUD TRV LIM
GPWS
APPR SPD.........................................VREF + 15 KT CAB PR 1+2
Note: VLS is not displayed on the PFD. Other INOP SYS

LDG DIST PROC........................................... APPLY FLAPS AUTO RETRACT
ALPHA LOCK
 FOR L/G GRVTY EXTN:
ATC ALTI MODE
MAX SPEED............................................. 200 KT FLAPS LOAD RELIEF
TCAS
LDG GRVTY EXTN................................... DOWN
 WHEN L/G DOWNLOCKED:
L/G............................................................. DOWN
 DURING FINAL APPR
MAN V/S CTL........................................ FULL UP
ALTN LAW: PROT LOST
BOTH PFDs ON SAME FMGC
CPA MSN 0113 B-HLF

ABNORMAL AND 34.04B

ADR 1 + 2 + 3 FAULT (Cont'd)
Note: Check speed is below VFE of CONF 1+F (215 kt) before selecting Flaps 1; since ADR
parameters are lost, the SFCCs will set CONF 1+F instead of CONF 1.
CAUTION Check that the outflow valve is fully open, and the cabin altitude is
at airfield elevation before opening the doors.
(1) At slats’ extension, full rudder travel authority is recovered.
CPA MSN 0113 B-HLF

ABNORMAL AND 34.05A

NAV FM / GPS POS DISAGREE

A/C POS...........................................................................................................CHECK
The following procedure is not displayed on the ECAM:
 If the ECAM alert is displayed during takeoff initiation:
Continue takeoff and monitor navigation.
 If the ECAM alert is displayed during Climb, Cruise, or Descent:
Check accuracy on the MCDU PROG page:
 If the ESTIMATED accuracy is below the REQUIRED accuracy:
NAV mode and ND ARC/ROSE NAV may be used.
 If the ESTIMATED accuracy is above the REQUIRED accuracy:
HDG/TRK mode and raw data must be used.
When possible, compare the positions of both FMs with the GPIRS position, on
the MCDU POSITION MONITOR page:
 If one FM position agrees with the onside GPIRS position:
Use the associated AP/FD.
 If not:
Deselect GPS and use raw data.
 If the ECAM alert is displayed during ILS/LOC approach (LOC green):
Continue the approach.
 If the ECAM alert is displayed during a RNP approach:
Go around if visual references are not sufficient.
 If the ECAM alert is displayed during a GLS  approach:
Go around if visual references are not sufficient.
 If the ECAM alert is displayed during a VOR, VOR-DME, NDB, or NDB-DME
approach:
Select HDG or TRK, and use raw data.
CPA MSN 0113 B-HLF

ABNORMAL AND 34.06A

IR ALIGNMENT IN ATT MODE

If IR alignment is lost, the navigation mode is inoperative (red ATT flag on the PFD, and red HDG flag on
the ND).
Aircraft attitude and heading may be recovered by applying the following procedure:
MODE SELECTOR................................................................................................ ATT
LEVEL AIRCRAFT ATTITUDE........................................................................... HOLD
CONSTANT AIRCRAFT SPEED.................................................................MAINTAIN
Aircraft must stay level, with constant speed, for 30 s.
DATA (MCDU KEY)..........................................................................................PRESS
Displays the DATA INDEX page.
IRS MONITOR (2L KEY)..................................................................................PRESS
Displays the IRS MONITOR page.
AIRCRAFT HEADING.......................................................................................ENTER
The heading must be entered in the SET HDG field (5R key).
Due to IRS drift, the magnetic heading must be periodically crosschecked with the standby compass and
updated, if required.
CPA MSN 0113 B-HLF

ABNORMAL AND 34.07A

EGPWS WARNINGS
 "PULL UP" - "TERRAIN AHEAD PULL UP" - "OBSTACLE AHEAD PULL UP"
Simultaneously:
AP.................................................................................................................... OFF
PITCH...................................................................................................... PULL UP
L2
Pull to full backstick and maintain in that position.
L1
THRUST LEVERS........................................................................................TOGA
SPEED BRAKE lever..........................................................CHECK RETRACTED
BANK..........................................................................WINGS LEVEL or ADJUST
CPA MSN 0113 B-HLF

ABNORMAL AND 34.08A

EGPWS CAUTIONS
 "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" -
"OBSTACLE AHEAD"
 During night or IMC:
Simultaneously:
AP............................................................................................................... OFF
PITCH.................................................................................................PULL UP
L2
Pull to full backstick and maintain in that position.
L1
THRUST LEVERS...................................................................................TOGA
SPEED BRAKE lever.....................................................CHECK RETRACTED
BANK.....................................................................WINGS LEVEL or ADJUST
Note: For some airports, the operator may define a specific procedure.
 During daylight and VMC with terrain and obstacles clearly in sight:
FLIGHT PATH..................................................................................... ADJUST
L2
Adjust pitch, bank and thrust to silence the alert.
L1
Note: For some airports, the operator may define a specific procedure.
 "SINK RATE"
 Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
L2
Adjust pitch and thrust to silence the alert.
Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:

L1

GO-AROUND..................................................................................CONSIDER
 "DON'T SINK"
FLIGHT PATH.......................................................................................... ADJUST
L2
Adjust pitch and thrust to silence the alert.
"TOO LOW GEAR" - "TOO LOW FLAPS"

L1

GO-AROUND........................................................................................PERFORM
 "GLIDE SLOPE"
 Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
L2
Adjust pitch and thrust to reduce the vertical deviation from the glideslope.
When conditions require a deliberate approach below glideslope:

L1

G/S MODE............................................................................................ OFF
 Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND..................................................................................CONSIDER
CPA MSN 0113 B-HLF

ABNORMAL AND 34.08B

TCAS WARNINGS
 Traffic advisory: “TRAFFIC” messages:
Do not perform a maneuver based on a TA alone.
Attempt to see the reported traffic.
 Resolution advisory: All ″CLIMB″ and ″DESCEND″ or ″MAINTAIN
VERTICAL SPEED MAINTAIN″ or ″LEVEL OFF, LEVEL OFF″ or ″MONITOR
VERTICAL SPEED″ type messages:
AP (if engaged)................................................................................................ OFF
BOTH FDs........................................................................................................ OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch,
as required, to reach the green area and/or avoid the red area of the vertical
speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just
outside the red area of the VSI, and within the green area. If necessary,
use the full speed range between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Disregard ATC instructions.
Notify ATC “TCAS RA”.
 When “CLEAR OF CONFLICT” is announced:
Resume normal navigation in accordance with ATC clearance. Notify ATC
“CLEAR OF CONFLICT”.
AP/FD can be reengaged as desired.
 GO AROUND procedure must be performed, when an RA “CLIMB” or
“INCREASE CLIMB” is triggered on final approach.
Notify ATC.......................................................................“TCAS GO-AROUND”
Note: 1. Raise ASR/Maintenance Log entry for any R.A.
2. Resolution Advisories (RA) are inhibited below 900 ft.
CPA MSN 0113 B-HLF

ABNORMAL AND 36.01A

AIR ENG 1+2 BLEED FAULT

Apply this procedure when both engine bleed supply systems are failed. In this configuration, the CAB
PR EXCESS CAB ALT alert may trigger. In this case, apply the ECAM procedure associated to the
CAB PR EXCESS CAB ALT alert before continuing this paper procedure.
 If AIR ENG 1 BLEED FAULT + AIR ENG 2 BLEED FAULT:
X BLEED..................................................................................................... CLOSE
ENG 1+2 BLEED............................................................................ OFF THEN ON
Attempt one reset only. If the fault occurs again, consider the reset unsuccessful.
 If unsuccessful (no ENG BLEED recovered):
DESCENT TO FL 100/MEA-MORA.....................................................INITIATE
ENG 1+2 BLEED........................................................................................ OFF
APU BLEED................................................................................................ OFF
APU.........................................................................................................START
WING A.ICE................................................................................................ OFF
AVOID ICING CONDITIONS
 When below FL 220 and APU AVAIL:
WING A.ICE................................................................................ KEEP OFF
APU BLEED.............................................................................................ON
 If APU BLEED available:
MAX FL 220
ENG 1+2 BLEED................................................................................ ON
APU BLEED...................................................................................... OFF
 If no ENG BLEED recovered:
APU BLEED...................................................................................ON
ENG 1+2 BLEED......................................................................... OFF
 If PACK 1 inoperative:
X BLEED..............................................................................OPEN
 If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA...................................... CONTINUE
APU BLEED...................................................................................... OFF
 When at or below FL 100/MEA-MORA:
ENG 1+2 BLEED...........................................................................ON
 If no ENG BLEED recovered:
ENG 1+2 BLEED....................................................................OFF
 When ΔP < 1 PSI:
RAM AIR............................................................................. ON
MAX FL.......................................................... 100/MEA-MORA
 If severe ice accretion:
MIN SPD.......................................................VLS+10 / G DOT
MANEUVER WITH CARE
APPR SPD.............................................................VLS+10 KT
LDG DIST PROC.......................................................... APPLY
CPA MSN 0113 B-HLF

ABNORMAL AND 36.01B

AIR ENG 1+2 BLEED FAULT (Cont'd)
 In all other cases:

Applicable when at least one engine bleed supply system is failed due to LEAK, ENG FIRE, Start Air
Valve Failed Open or APU BLEED LEAK FED BY ENGINE.
DESCENT TO FL 100/MEA-MORA..........................................................INITIATE
ENG 1+2 BLEED..............................................................................................OFF
APU BLEED..................................................................................................... OFF
APU.............................................................................................................. START
WING A.ICE..................................................................................................... OFF
X BLEED..................................................................................................... CLOSE
AVOID ICING CONDITIONS
 If only AIR ENG 2 BLEED FAULT:
ENG 2 BLEED......................................................................................... ON
 If no ENG 2 BLEED recovered:
ENG 2 BLEED.................................................................................. OFF
RAM AIR........................................................................................ON
MAX FL.................................................................... 100/MEA-MORA
MIN SPD................................................................. VLS+10 / G DOT
MANEUVER WITH CARE
APPR SPD....................................................................... VLS+10 KT
LDG DIST PROC.................................................................... APPLY
 If only AIR ENG 1 BLEED FAULT:
 When at or below FL 220:
WING A.ICE................................................................................ KEEP OFF
APU BLEED.............................................................................................ON
 If APU BLEED available:
MAX FL 220
ENG 1 BLEED.................................................................................... ON
APU BLEED...................................................................................... OFF
APU BLEED...................................................................................ON
ENG 1 BLEED............................................................................. OFF
 If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA...................................... CONTINUE
APU BLEED...................................................................................... OFF
ENG 1 BLEED...............................................................................ON
CPA MSN 0113 B-HLF

ABNORMAL AND 36.01C

AIR ENG 1+2 BLEED FAULT (Cont'd)

ENG 1 BLEED........................................................................OFF
RAM AIR............................................................................. ON
MAX FL.......................................................... 100/MEA-MORA
MIN SPD.......................................................VLS+10 / G DOT
MANEUVER WITH CARE
APPR SPD.............................................................VLS+10 KT
LDG DIST PROC.......................................................... APPLY
 If no AIR ENG 1(2) BLEED FAULT:
 When at or below FL 100/MEA-MORA
and
When ΔP < 1 PSI:
RAM AIR.................................................................................................. ON
MAX FL...............................................................................100/MEA-MORA
MIN SPD........................................................................... VLS+10 / G DOT
MANEUVER WITH CARE
APPR SPD..................................................................................VLS+10 KT
LDG DIST PROC...............................................................................APPLY
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

ABNORMAL AND 70.01A

ENG ALL ENG FLAMEOUT - FUEL REMAINING

If none of the engines recovers, the flight crew must apply this paper procedure when required by the ALL
ENG FLAME OUT ECAM procedure. Then, if time permits, the flight crew should clear the ECAM alerts
and check the ECAM STATUS page.
LAND ASAP
RAT................................................................................................................ MAN ON
ENG START SEL...................................................................................................IGN
THRUST LEVERS................................................................................................ IDLE
OPTIMUM RELIGHT SPD.............................................................................. 300/0.82
Increase speed during descent toward 300 kt . Do not exceed MMO. At 300 kt /M 0.82, with all engines
stopped, it takes about 15 min to descend from FL 400 to the ground. The distance is about 100 NM.
In the case of a speed indication failure (volcanic ash), the pitch attitude for an optimum relight speed is:
WEIGHT Pitch (°)
At or below 150 000 kg /330 000 lb -2.0
170 000 kg /374 000 lb -1.5
190 000 kg /418 000 lb -1.0
LANDING STRATEGY.............................................................................DETERMINE
Determine whether a runway can be reached, or the most appropriate place for a forced landing/ditching.
EMER ELEC POWER (if not automatically coupled).....................................MAN ON
VHF1......................................................................................................................USE
ATC.................................................................................................................. NOTIFY
 IF NO RELIGHT AFTER 30 s:
ENG MASTERS................................................................................. OFF 30S/ON
Unassisted start attempts can be repeated until successful, or until APU BLEED is available.
 IF UNSUCCESSFUL:
CREW OXY MASKS (Above FL 100)................................................................ON
 WHEN BELOW FL 250:
APU (if operative)................................................................................... START
WING ANTI ICE.......................................................................................... OFF
APU BLEED.................................................................................................. ON
 IN SEQUENCE:
ENG MASTERS (one at a time).............................................. OFF 30S/ON
 When APU bleed is available or if engine restart is definitively considered
impossible:
OPTIMUM SPEED......................................................REFER TO TABLE BELOW
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
At or below
Weight (1 000 kg) FL 200
FL 300 FL 400
240 241 251 261
220 229 239 249
200 217 227 237
180 205 215 225
CPA MSN 0113 B-HLF

ABNORMAL AND 70.01B

ENG ALL ENG FLAMEOUT - FUEL REMAINING (Cont'd)
160 193 203 213
140 181 191 201
120 169 179 189
At green dot speed, the aircraft can fly up to about 3 NM per 1 000 ft (with no wind).
Average rate of descent is approximately 1 300 ft/min.
CABIN AND COCKPIT...........................................................................PREPARE
SEAT BELT/NO SMOKING............................................................................... ON
COMMERCIAL..................................................................................................OFF
USE RUDDER WITH CARE
RAM AIR............................................................................................................ ON
APPROACH PREPARATION
Note: Final descent slope, when configured (CONF 1; L/G DOWN), will be approximately 1.5 NM
per 1 000 ft (with no wind).
BARO.................................................................................................................. SET
CREW MASKS/OXY SUPPLY (below FL 100)..................................................OFF
IF FORCED LANDING ANTICIPATED
APPROACH
MIN RAT SPEED........................................................................................140 KT
 At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for
landing (CONF 1 ; L/G DOWN):
LAND RECOVERY.......................................................................................ON
FLAP 1.................................................................................................SELECT
EMER GEN is lost at slats’ extension. The aircraft is supplied by batteries only.
 At slat extension, if FUEL MAN FWD XFR has been selected
T TANK MODE...................................................................................AUTO
T TANK FEED....................................................................................AUTO
MAX SPEED for GRAVITY EXTENSION..............................................200 KT
L/G GRVTY EXTN................................................................................. DOWN
Disregard “USE MAN PITCH TRIM” on the PFD, because the stabilizer is frozen in the position it
was at, when the windmilling was insufficient to provide hydraulic power.
 When L/G downlocked
L/G lever........................................................................................... DOWN
APPROACH SPEED........................................................................ 170 KT
Adjust the speed to the above given Vapp. Nevertheless, to reach the landing field/runway,
the approach speed may be adjusted up to 240 kt (max speed with landing gear extended)
GND SPLR........................................................................................... ARM
MAX BRK PR...............................................................................1 000 PSI
CPA MSN 0113 B-HLF

ABNORMAL AND 70.01C

AT 2 000 FT AGL
CABIN..............................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT............................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS.............................................................................................. OFF
APU MASTER SW.......................................................................................... OFF
BRAKES ON ACCU ONLY
AFTER LANDING
 When the aircraft has stopped:
PARKING BRK.............................................................................................ON
ATC (VHF1)..........................................................................................NOTIFY
FIRE pushbutton (ENG and APU)...........................................................PUSH
AGENTS (ENG and APU)......................................................................DISCH
EVACUATION................................................................................INITIATE
ELT................................................................................ CHECK EMITTING
If not, switch on the transmitter.
CABIN CREW and PASSENGERS (PA)........................................ NOTIFY
IF DITCHING ANTICIPATED
APPROACH
MIN RAT SPEED........................................................................................140 KT
ditching (CONF 1 ; L/G UP):
LAND RECOVERY.......................................................................................ON
FLAP 1.................................................................................................SELECT
 At slat extension, if FUEL MAN FWD XFR has been selected
T TANK MODE...................................................................................AUTO
T TANK FEED....................................................................................AUTO
L/G lever......................................................................................... CHECK UP
APPROACH SPEED............................................................................. 170 KT
AT 2 000 FT AGL
CABIN............................................................................ NOTIFY FOR DITCHING
CPA MSN 0113 B-HLF

ABNORMAL AND 70.01D

DITCHING pushbutton...................................................................................... ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °
Minimize aircraft vertical speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS.............................................................................................. OFF
APU MASTER SW.......................................................................................... OFF
AFTER DITCHING
ATC (VHF1)...............................................................................................NOTIFY
Fire pushbutton (ENG and APU)..................................................................PUSH
AGENTS (ENG and APU)...........................................................................DISCH
EVACUATION.......................................................................................... INITIATE
ELT.......................................................................................... CHECK EMITTING
If not, switch on the transmitter
CPA MSN 0113 B-HLF

ABNORMAL AND 70.02A

ENG ALL ENG FLAMEOUT - NO FUEL REMAINING

The flight crew must apply this paper procedure when required by the ALL ENG FLAME OUT ECAM
procedure. Then, if time permits, the flight crew should clear the ECAM warnings and check the ECAM
STATUS page.
RAT................................................................................................................ MAN ON
THRUST LEVERS................................................................................................ IDLE
OPTIMUM SPEED......................................................................230 KT/GREEN DOT
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight (1000 kg) At or below FL 200 FL 300 FL 400
200 217 227 237
180 205 215 225
160 193 203 213
140 181 191 201
120 169 179 189
At green dot speed, the aircraft can fly up to approximately 3 NM per 1 000 ft (with no wind).
Average rate of descent is approximately 1 300 ft/min.
LANDING STRATEGY.............................................................................DETERMINE
Determine if a runway can be reached, or determine the most appropriate place for a forced
landing/ditching.
EMER ELEC POWER (if not automatically coupled).....................................MAN ON
VHF1......................................................................................................................USE
ATC.................................................................................................................. NOTIFY
CREW OXY MASKS (Above FL 100).....................................................................ON
CABIN AND COCKPIT................................................................................ PREPARE
SIGNS......................................................................................................................ON
COMMERCIAL.......................................................................................................OFF
USE RUDDER WITH CARE
RAM AIR............................................................................................................ ON
APPROACH PREPARATION
Note: Final descent slope, when configured (CONF 1; L/G DOWN), will be approximately 1.5 NM
per 1 000 ft (with no wind).
BARO.................................................................................................................. SET
IF FORCED LANDING ANTICIPATED
APPROACH
MIN RAT SPEED........................................................................................140 KT
 At a suitable altitude (not below 3 000 ft AGL) , configure the aircraft for
landing (CONF 1; L/G DOWN) :
LAND RECOVERY.......................................................................................ON
FLAP 1.................................................................................................SELECT
MAX SPEED for GRAVITY EXTENSION..............................................200 KT
CPA MSN 0113 B-HLF

ABNORMAL AND 70.02B

ENG ALL ENG FLAMEOUT -

NO FUEL REMAINING (Cont'd)
L/G GRVTY EXTN................................................................................. DOWN

Disregard ”USE MAN PITCH TRIM” on the PFD, because the stabilizer is frozen in the position it
was at, when the windmilling was insufficient to provide hydraulic power.
 When L/G downlocked:
L/G lever........................................................................................... DOWN
APPROACH SPEED........................................................................ 170 KT
Adjust the speed to the Vapp given above. However, to reach the landing field/runway, the
approach speed may be adjusted up to 240 kt (max speed with slats extended).
GND SPLR................................................................................................ ARM
MAX BRK PR....................................................................................1 000 PSI
AT 2 000 FT AGL
CABIN..............................................................................NOTIFY FOR LANDING
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS.............................................................................................. OFF
BRAKES ON ACCU ONLY
AFTER LANDING
 When the aircraft has stopped:
PARKING BRK.............................................................................................ON
ATC (VHF1)..........................................................................................NOTIFY
ELT................................................................................ CHECK EMITTING
IF DITCHING ANTICIPATED
APPROACH
MIN RAT SPEED........................................................................................140 KT
ditching (CONF 1, L/G UP):
LAND RECOVERY.......................................................................................ON
FLAP 1.................................................................................................SELECT
L/G lever......................................................................................... CHECK UP
APPROACH SPEED............................................................................. 170 KT
CPA MSN 0113 B-HLF

ABNORMAL AND 70.02C

ENG ALL ENG FLAMEOUT -

NO FUEL REMAINING (Cont'd)
AT 2 000 FT AGL
CABIN............................................................................ NOTIFY FOR DITCHING
DITCHING pushbutton...................................................................................... ON
In all cases, touch down with a pitch attitude of approximately 11 °
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS.............................................................................................. OFF
AFTER DITCHING
ATC (VHF1)...............................................................................................NOTIFY
EVACUATION.......................................................................................... INITIATE
ELT.......................................................................................... CHECK EMITTING
CPA MSN 0113 B-HLF

ABNORMAL AND 70.03A

CPA MSN 0113 B-HLF

ABNORMAL AND 70.04A

CPA MSN 0113 B-HLF

ABNORMAL AND 70.05A

CPA MSN 0113 B-HLF

ABNORMAL AND 70.06A

ENG RELIGHT (IN FLIGHT)

MAX GUARANTEED ALTITUDE................................................................. 30 000 FT
ENG MASTER (affected engine)...........................................................................OFF
THR LEVER (affected engine)................................................................CHECK IDLE
ENG START SEL...................................................................................................IGN
X BLEED.............................................................................................................OPEN
WING ANTI ICE (for starter assisted start)........................................................... OFF
ENG MASTER (affected engine)............................................................................ ON
Be aware that contrary to autostart on ground, the crew must take appropriate action in case of abnormal
start.
Engine light up should be achieved within 30 seconds after fuel flow increases.
‐ Monitor N3
‐ If not certain about successful relight, move the thrust lever forward and check engine response.
 When idle reached (AVAIL indication pulses in green):
ENG START SEL......................................................................................... NORM
TCAS MODE SEL.............................................................................. check TA/RA
Check that the selector is at TA/RA since if the ENG SHUT DOWN procedure has been applied, the
TCAS mode selector may have been set at TA position.
Affected SYS.......................................................................................... RESTORE
Restore affected systems and set the XBLEED selector to AUTO.
 If no relight:
ENG MASTER (affected engine)..................................................................... OFF
CPA MSN 0113 B-HLF

ABNORMAL AND 70.07A

ENG 1(2) STALL

A stall may be indicated by varying degrees of abnormal engine noises, accompanied by flame from the
engine exhaust (and possibly from engine inlet in severe cases), fluctuating performance parameters,
sluggish or no thrust lever response, high EGT and/or a rapid EGT rise when thrust lever is advanced.
Engine stalls must be reported for maintenance action.
 Stall is detected by the FADEC:
 If in flight:
THR LEVER (affected engine)................................................................... IDLE
ENG PARAMETERS (affected engine)................................................. CHECK
 If abnormal:
ENG MASTER (affected engine)........................................................... OFF
 If on ground:
THR LEVER (affected engine)................................................................... IDLE
ENG MASTER (affected engine)................................................................ OFF
 If the crew detects a stall before the ECAM activation:
The following procedure may be applied:
THR LEVER (affected engine)........................................................................ IDLE
ENG PARAMETERS (affected engine)...................................................... CHECK
 If abnormal parameters:
ENG MASTER (affected engine)................................................................ OFF
ENG 1(2)
SHUT DOWN
Apply ENG SHUT DOWN procedure.
Engine restart at crew discretion.
 If normal parameters:
ENG A ICE (affected engine)....................................................................... ON
WING A ICE..................................................................................................ON
Operation of ENG and WING A ICE will increase the stall margin but EGT increases accordingly.
THR LEVER (affected engine)..........................................SLOWLY ADVANCE
 If stall does not reoccur:
CONTINUE ENG OPERATION
CPA MSN 0113 B-HLF

ABNORMAL AND 70.08A

ENG TAILPIPE FIRE
CAUTION External fire agents can cause severe corrosive damage and should
therefore, only be considered after having applied the following
procedure :
ENG MASTER (affected).......................................................................................OFF
AIR BLEED PRESS.................................................................................. ESTABLISH
BEACON..................................................................................................................ON
 When N3 < 30 %:
ENG START SEL........................................................................................CRANK
MAN START.......................................................................................................ON
 When burning has stopped:
MAN START................................................................................................OFF
ENG START SEL.................................................................................... NORM
CPA MSN 0113 B-HLF

ABNORMAL AND 70.09A

HIGH ENGINE VIBRATION

The ECAM’s VIB advisory mainly serves as a guideline for the flight crew to monitor engine parameters
more closely.
The ECAM vibration advisory alone does not require engine shut down.
Note: 1. High engine vibration may be accompanied by cockpit and cabin smoke and/or the smell of
burning. This may be due only to compressor blade tip contact with associated abradable
seals.
2. High N1 vibration are generally accompanied by perceivable airframe vibrations.
High N2/N3 vibration can occur without perceivable airframe vibrations.
ENG PARAMETERS........................................................................................ CHECK

Check engine parameters and especially EGT; crosscheck with other engine. Report in maintenance
logbook.
 If icing is suspected:
An increase of N1 vibration in icing conditions with or without engine anti ice may be due to fan blades
and/or spinner icing. Icing may be suspected if N1 vibration occurs without other engine parameters
variation.
A/THR............................................................................................................... OFF
ENG ANTI ICE............................................................................................ CHECK
If ENG ANTI ICE is still off, switch it ON at idle fan speed, one engine after the other with
approximately 30 s interval.
THRUST (one engine at a time)....................................... IDLE THEN INCREASE
Reduce thrust to idle if flight conditions permit.
To shed ice, it may be necessary to perform several thrust variations between idle and a thrust
compatible with the flight phase. For efficient ice shedding, thrust should be increased to at least 80%
N1 if flight conditions permit.
After each thrust variation, vibrations should decrease, indicating the progress of the ice shedding.
When the ice is shed, vibrations should return to normal and the flight crew can resume normal engine
operation.
 If icing is not suspected:
 If above vibration advisory:
THRUST (affected engine)..................................................................REDUCE
If flight conditions permit, reduce thrust to maintain vibration level below the advisory threshold. If
the VIB indication does not decrease following thrust reduction, this may indicate other problems
on the engine.
Note: If possible, shut down the engine after landing for taxing, if vibrations above the advisory
threshold are, or have been experienced.
CPA MSN 0113 B-HLF

ABNORMAL AND 70.10A

SUSPECTED ENG FUEL SYS CONTAMINATION

This procedure must be applied if one of the two following conditions is encountered. In that case, a fuel
contamination can be highly suspected.
 If ECAM caution ENG 1(2) CTL SYS FAULT is triggered with the associated
message “AVOID RAPID THRUST CHANGE” or “ENG 1(2) SLOW
RESPONSE”, and with rapid and continuous EPR fluctuation indications on
both engines:
A/THR............................................................................................................... OFF
 If EPR fluctuations on both engines stop:
ECAM PROC.......................................................................................... APPLY
A/THR............................................................................................... KEEP OFF
 If EPR fluctuations on both engines continue:
ENG FUEL SYS CONTAMINATION PROC........................................... APPLY
 If ECAM cautions ENG 1 CTL SYS FAULT and ENG 2 CTL SYS FAULT are
triggered with the associated message “AVOID RAPID THRUST CHANGE”
or “ENG 1(2) SLOW RESPONSE”:
A/THR............................................................................................................... OFF
ENG FUEL SYS CONTAMINATION PROC................................................ APPLY
ENG FUEL SYS CONTAMINATION

This procedure must be applied if a fuel contamination has been confirmed by the application of the Refer
to QRH ABN-70 Suspected ENG Fuel Sys Contamination procedure. This fuel contamination may result,
in the worst case, in a loss of engine thrust control. This procedure aims at maintaining the thrust on one
engine while minimizing the thrust changes on the other, in order to prevent contaminant from blocking the
mechanical devices of engine thrust regulation.
In case of ENG 1(2) CTL SYS FAULT on only one engine:
‐ Set and maintain the thrust on the engine affected by the ECAM caution
‐ Minimize the thrust changes on the engine not affected by the ECAM caution
In case of ENG 1 and 2 CTL SYS FAULT (both engines affected by the ECAM caution):
‐ Set and maintain the thrust on the first engine affected by the ECAM caution
‐ Minimize the thrust changes on the second engine affected by the ECAM caution
WHEN FUEL CONTAMINATION IS CONFIRMED
LAND ASAP
A/THR...................................................................................................... KEEP OFF
MAN THR (ECAM affected or 1st ECAM affected engine)........SET and MAINTAIN
Set the thrust (N1) on the applicable engine according to the following table. This thrust should be
maintained until final approach.
THRUST SETTING (N1)
GROSS WEIGHT (1 000 kg )
120 130 140 150 160 170 180 190 200 210 220 230 240
N1 (%) 58.1 58.7 59.4 60.1 60.8 61.6 62.5 63.3 64.1 65.0 65.9 66.8 67.7
CPA MSN 0113 B-HLF

ABNORMAL AND 70.10B

ENG FUEL SYS CONTAMINATION (Cont'd)
 For cruise
MAN THR (Non ECAM affected or 2nd ECAM affected engine).........................
..................................................................................................... SET AS RQRD
Minimize thrust changes on the applicable engine.
 Descent
MAN THR (Non ECAM affected or 2nd ECAM affected engine)..................IDLE
SPD BRK............................................................................................. AS RQRD
Manage the descent using speed brakes as necessary so as to perform a level-off at approximately
3 000 ft AGL and 20 NM from the runway threshold.
ATC..........................................................................................................NOTIFY
Notify ATC to ensure runway availability for landing.
 Approach
 At a suitable altitude (approximately 3 000 ft AGL):
LEVEL OFF...................................................................................... INITIATE
AIRCRAFT ...............................................................CONFIGURE FOR LDG
To decelerate the aircraft, manage early gear extension and/or use speed brakes in order to be
fully configured when intercepting the final approach path.
FOR LDG.................................................................................. USE FLAP FULL
 Final approach
TARGET SPD............................................................................................. VAPP
When fully configured, if the speed trend decreases below VAPP, adjust the thrust on the Non
affected ECAM or 2nd ECAM affected engine. In case of overspeed adjust the thrust on the ECAM
affected or 1st ECAM affected engine.
 Landing
NORMAL OPS...................................................................................... RESUME
Resume normal operations: Retard thrust levers as usual, select reverse thrust and apply brakes as
required.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.01A

CPA MSN 0113 B-HLF

ABNORMAL AND 80.02A

BOMB ON BOARD
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.
If it is not possible to land and evacuate the aircraft within 30 min, apply the following procedures:
COCKPIT PROCEDURES
BACKGROUND
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed the value at
which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with approximately
1 PSI differential pressure, to help the blast go outwards. 1 PSI differential pressure corresponds to a
2 500 ft difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
PROCEDURE
The following procedure assumes that it is initiated during climb or cruise:
First, maintain the cabin altitude using manual pressure mode.
While maintaining the cabin altitude, descend the aircraft to the cabin altitude +
2 500 ft and maintain ΔP at 1 PSI.
During further steps of descent, maintain ΔP at 1 PSI using the cabin V/S target
selector.
During the approach, use automatic pressure mode in order to reduce the
differential pressure to zero at touchdown.
If flight conditions are different, the crew should adapt the procedure, bearing in mind the
above-mentioned principles (background paragraph).
AIRCRAFT (if climbing).......................................................................LEVEL OFF

CABIN PRESS MODE SEL............................................................................MAN
CAB ALT................................................................................................MAINTAIN
CABIN CREW............................................................................................NOTIFY
ATC/COMPANY OPERATIONS................................................................NOTIFY
FUEL RESERVES............................................................................. DETERMINE
Keep in mind that when flying at cabin altitude + 2 500 ft, the fuel consumption in CONF 1, with
landing gear down, will be about 2.1 times that consumed in clean configuration.
NEXT SUITABLE AIRPORT..............................................................DETERMINE
FCU SPEED SELECTION KNOB..............................................PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel consumption
and the fact that low speed could reduce the consequences of possible structural damage, if the bomb
explodes.
DESCENT TO CAB ALT + 2 500 ft or MEA or minimum obstacle clearance altitude
................................................................................................................. INITIATE
AVOID SHARP MANEUVERS
CPA MSN 0113 B-HLF

ABNORMAL AND 80.02B

BOMB ON BOARD (Cont'd)
CAB ALT................................................................................................MAINTAIN
 When at CAB ALT + 2500 ft:
1 PSI ΔP...........................................................................................MAINTAIN
GALLEY......................................................................................................OFF
 When the bomb is secured at the LRBL or cannot be moved:
EMER EXIT LT....................................................................................... ON
COMMERCIAL...................................................................................... OFF
FLAPS (fuel permitting)..................................................... AT LEAST CONF 1
For landing, use normal configuration.
LANDING GEAR (fuel permitting, except for flight over water)..............DOWN
 For any other steps of descent:
1 PSI ΔP...........................................................................................MAINTAIN
 During approach:
CABIN PRESS MODE SEL.................................................................... AUTO
 When the aircraft on ground and stopped in a remote area (if possible):
Avoid exits and exiting on the same side as the bomb and near the bomb.
CABIN PROCEDURES
If a suspect device is found in the cabin:
WARNING Do not cut or disconnect any wires and do not open or attempt to
gain entry to internal components of a closed or concealed suspect
device. Any attempt may result in an explosion. Booby-trapped
closed devices have been used on aircraft in the past.
WARNING Alternate locations must not be used without consulting with an

aviation explosives security specialist. Never take a suspect device
to the flight deck.
CAUTION The least risk bomb location for the aircraft structure and systems is
center of the RH aft cabin door.
EOD PERSONNEL ON BOARD...................................................................CHECK
Announce: “Is there any EOD personnel on board ?”. By using the initials, only persons familiar with
EOD (Explosive Ordnance Disposal) will be made aware of the problem.
DO NOT OPEN THE BOMB
DO NOT CUT BOMB’S WIRES
SECURE BOMB AGAINST SLIPPING
CPA MSN 0113 B-HLF

ABNORMAL AND 80.02C

PROTECT BOMB AGAINST SHOCKS

Secure in the attitude found and do not lift before having checked for an anti-lift ignition device.
PASSENGERS..............................................................LEAD AWAY FROM BOMB
Move passengers at least 4 seat rows away from the bomb location. On full flights, it may be necessary
to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets.
All passengers must remain seated with seatbelts on and, if possible, head below the top of the head
rest. Seat backs and tray tables must be in their full upright position.
Service items may need to be collected in order to secure tray tables.
CREW REST AREAS.............................................................................EVACUATE
For aircraft equipped with crew rest areas (FCRC, LDMCR, BCRC).
PORTABLE ELECTRONIC DEVICES................................................ SWITCH OFF
The cabin crews must command passengers to switch off all portable electronic devices.
BOMB.....................................................................CHECK NO ANTI-LIFT DEVICE
To check for an anti-lift switch or lever, slide a string or stiff card (such as the emergency information
card) under the bomb, without disturbing the bomb.
If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift switch or lever is
present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move together with the
bomb.
If it is not possible to move the bomb, then it should be surrounded with a single thin sheet of plastic (e.
g. trash bag), then with wetted materials, and other blast attenuation materials such as seat cushions
and soft carry-on baggage. Move personnel as far away from the bomb location as possible.
EMERGENCY EQUIPMENT................................................. REMOVE AND STOW
Emergency equipment (PBE, fire extinguisher, ...) located close to the LRBL must be removed and
stowed in alternate location.
GALLEY/IFE POWER.........................................................................................OFF
All galley and IFE equipment located close to the LRBL must be switched off.
 If the bomb can be moved:
RH AFT CABIN DOOR SLIDE............................................................... DISARM
LEAST RISK BOMB LOCATION (LRBL)............................................ PREPARE
Build up a platform of solid baggage against the door up to about 25 cm (10 in) below the middle of
the door.
On top of this, build up at least 25 cm (10 in) of wetted material such as blankets and pillows.
Place a single thin sheet of plastic (e. g. trash bag) on top of the wetted materials. This prevents any
possible short circuit.
CAUTION Do not omit the plastic sheets, as the suspect device could get
wet and possibly short circuit electronic components causing
inadvertent device activation.
BOMB INDICATION LINE................................................................... POSITION
Note: A bomb location indicator line is a 6 ft to 8 ft (1.8 m to 2.4 m) line (e.g. neckties,
headset cord, or belts connected together) preferably of constrating color, that helps the
responding bomb squad find the precise location of the suspect device within the LRBL
stack once constructed.
Position the bomb indication line from the location on the platform where you will place the suspect
device, EXTENDING outward into the aisle.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.02D

BOMB........................................................................................ MOVE TO LRBL

Carefully carry in the attitude found and place on top of the wetted materials in the same attitude and
as close to the door structure as possible.
CAUTION Ensure that the suspect device, when placed on the stack
against the door, is above the slide pack but not against the
door handle, and if possible, avoid placement in the view port.
LEAST RISK BOMB LOCATION (LRBL)..........................................COMPLETE
Place an additional single thin sheet of plastic over the bomb.
CAUTION Do not omit the plastic sheets, as the suspect device could get
wet and possibly short circuit electronic components causing
inadvertent device activation.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND
MINIMIZE AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force is directed in
the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand luggage
(saturated with water or any other nonflammable liquid) up to the cabin ceiling, compressing as
much as possible. Secure the LRBL stack in place using belt, ties or other appropriate materials.
The more material stacked around the bomb, the less the damage will be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY INFLAMMABLE
LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME DANGEROUS PROJECTILES.
LRBL STACK
CPA MSN 0113 B-HLF

ABNORMAL AND 80.02E

PASSENGERS.............................................................................MOVE/ADVISE
Move passengers at least 4 seat rows away from the least risk bomb location (RH aft cabin door).
On full flights, it may be necessary to double up passengers to achieve standoff from the suspect
device.
Passengers near the bomb should protect their heads with pillows, blankets. All passengers must
remain seated with seatbelts on and, if possible, head below the top of the head rest. Seat backs
and tray tables must be in their full upright position.
CABIN CREW............................................................ NOTIFY COCKPIT CREW
Cabin crew notify the flight crew that the bomb is secured at the LRBL.
EVACUATION/DISEMBARKATION.....................................................EXECUTE
Evacuate through normal and emergency exits on the opposite side of the "bomb" location. Do not
use the door just opposite the "bomb".
Use all available airport facilities to disembark without delay.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.03A

DITCHING
This procedure applies when engines are running. If engines are not running, Refer to QRH ABN-70
ENG ALL ENG FLAMEOUT - FUEL REMAINING - DITCHING or Refer to QRH ABN-70 ENG ALL ENG
FLAMEOUT - NO FUEL REMAINING – DITCHING which has been amended to include the ditching
procedure, when the engines are not running.
PREPARATION
ATC/TRANSPONDER(if available).................................... NOTIFY/SELECT A7700
Notify ATC of the nature of emergency and state intentions. Select transponder code A7700 or transmit
the distress message on: (VHF) 121.5 MHz or (HF) 2 182 kHz or 8 364 kHz.
‐ Loose equipment secured.
‐ Survival equipment prepared.
GPWS SYS.........................................................................................................OFF
GPWS TERR...................................................................................................... OFF
SIGNS...................................................................................................................ON
EMER EXIT LT.....................................................................................................ON
COMMERCIAL....................................................................................................OFF
LDG ELEV.............................................................................................. SELECT 00
BARO.................................................................................................................. SET
Omit the normal approach and landing checklist.
APPROACH
L/G lever............................................................................................................... UP
SLATS and FLAPS.................................................................................MAX AVAIL
AT 2 000 FT AGL
CAB PRESS MODE SEL...................................................................CHECK AUTO
BLEED (ENGs and APU)................................................................................... OFF
CABIN................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton......................................................................................... ON
In all cases, touch down with a pitch attitude of approximately 11 °.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS..................................................................................................OFF
APU MASTER SWITCH.....................................................................................OFF
AFTER DITCHING
ATC (VHF 1).................................................................................................NOTIFY
FIRE pushbutton (ENG and APU)...................................................................PUSH
AGENTS (ENG and APU)..............................................................................DISCH
CPA MSN 0113 B-HLF

ABNORMAL AND 80.03B

DITCHING (Cont'd)
EVACUATION............................................................................................. INITIATE
ELT..............................................................................................CHECK EMITTING
CPA MSN 0113 B-HLF

ABNORMAL AND 80.04A

FORCED LANDING
This procedure is applicable if the engines are running.
If the engines are not running, Refer to the QRH ABN 70 ENG ALL ENG FLAMEOUT - FUEL REMAINING
procedure or Refer to the QRH ABN 70 ENG ALL ENG FLAMEOUT - NO FUEL REMAINING procedure: It
provides the applicable forced landing procedure if the engines are not running.
PREPARATION
ATC/TRANSPONDER (if available)................................... NOTIFY/SELECT A7700
Notify ATC of the nature of emergency and state intentions. Select transponder code A7700, or transmit
the distress message on: (VHF) 121.5 MHz or (HF) 2 182 kHz or 8 364 kHz.
‐ Loose equipment secured
‐ Survival equipment prepared
GPWS SYS ....................................................................................................... OFF
GPWS TERR...................................................................................................... OFF
SIGNS...................................................................................................................ON
EMER EXIT LT.....................................................................................................ON
COMMERCIAL....................................................................................................OFF
LDG ELEV.......................................................................................................... SET
BARO.................................................................................................................. SET
Omit the normal approach and landing checklist.
APPROACH
RAM AIR...............................................................................................................ON
L/G lever......................................................................................................... DOWN
SLATS and FLAPS.................................................................................MAX AVAIL
GND SPLR.........................................................................................................ARM
MAX BRK PR............................................................................................. 1000 PSI
AT 2 000 FT AGL
CABIN................................................................................. NOTIFY FOR LANDING
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS..................................................................................................OFF
APU MASTER SW............................................................................................. OFF
BRAKES ON ACCU ONLY
AFTER LANDING
 When the aircraft has stopped :
PARKING BRK................................................................................................ON
ATC (VHF 1)........................................................................................... NOTIFY
FIRE pushbutton (ENG and APU)..............................................................PUSH
AGENTS (ENG and APU).........................................................................DISCH
CPA MSN 0113 B-HLF

ABNORMAL AND 80.04B

FORCED LANDING (Cont'd)
 If Evacuation required :
EVACUATION...................................................................................INITIATE
ELT................................................................................... CHECK EMITTING
 If Evacuation not required :
CABIN CREW and PASSENGERS (PA)........................................... NOTIFY
CPA MSN 0113 B-HLF

ABNORMAL AND 80.05A

EMER DESCENT
CREW OXY MASKS............................................................................................ USE
SIGNS.....................................................................................................................ON
EMER DESCENT..........................................................................................INITIATE
 If A/THR is not active:
THR LEVERS................................................................................................. IDLE
SPD BRK............................................................................................................ FULL
WHEN DESCENT ESTABLISHED
SPEED.....................................................................................MAX/APPROPRIATE
CAUTION Descend at the maximum appropriate speed. If structural damage
is suspected, use the flight controls with care and reduce speed as
appropriate.
Landing gear may be extended. In such a case, speed must be reduced to VLO/VLE.
ENG START SEL................................................................................................IGN
ATC............................................................................................................... NOTIFY
Notify ATC of the nature of the emergency, and state intention. The flight crew can communicate with
the ATC using voice, or CPDLC when the voice contact cannot be established or has poor quality.
EMER DESCENT (PA)......................................................................... ANNOUNCE
The flight crew must inform the cabin of emergency descent on the PA system.
ATC XPDR 7700.....................................................................................CONSIDER
Squawk 7700 unless otherwise specified by ATC.
‐ To save oxygen, set the oxygen diluter selector to the N position
‐ If the oxygen diluter selector remains set to 100 %, oxygen quantity may be insufficient to cover the
entire emergency descent profile
‐ Ensure that crew communication is established with oxygen masks. Avoid the continuous use of the
interphone to minimize interference with the breathing noise in the oxygen mask.
MAX FL........................................................................................... 100/MEA-MORA
 If CAB ALT is above 14 000 ft:
PAX OXY MASKS................................................................................. MAN ON
This action confirms that the passenger oxygen masks are released.
Note: Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.06A

OVERSPEED RECOVERY
As soon as the speed exceeds VMO/MMO, apply the following actions:
AP : KEEP ON
SPEED BRAKE LEVER............................................................................... AS RQRD
Note: The use of speed brakes results in a reduction of the speed envelope.
THRUST REDUCTION................................................................................ MONITOR

 If the A/THR is OFF:
ALL THR LEVERS...........................................................................................IDLE
 If the AP automatically disengages:
HIGH SPEED PROTECTION : ACTIVE IN NORM LAW
The activation of the high speed protection results in an automatic pitch up in order to reduce the
speed.
 While the speed is above VMO/MMO:
SPEED BRAKE LEVER : AS RQRD
PITCH ATT.................................................... ADJUST SMOOTHLY AS RQRD
 When the speed is below VMO/MMO with a sufficient margin to VMO/MMO:
SPEED BRAKE LEVER..........................................................................AS RQRD
 If the A/THR is OFF:
ALL THR LEVERS...................................................................... MAN ADJUST
 If the AP is OFF:
FLIGHT PATH............................................................. RECOVER SMOOTHLY
 In the case of severe turbulence:
Refer to QRH OPS - Severe Turbulence
CPA MSN 0113 B-HLF

ABNORMAL AND 80.07A

OVERWEIGHT LANDING
Automatic landing is certified up to the Maximum Landing Weight (MLW). Autoland flight tests have,
however, been successful up to 229 t.
Depending on the situation (e.g. emergency or other) and provided that the runway is approved for
automatic landing, the flight crew can decide to perform an autoland up to 229 t.
LDG CONF.......................................................................................... AS REQUIRED
Use the ECAM flap setting, if required for abnormal operations.
In all other cases :
‐ FULL is preferred for optimized landing performance.
‐ If the aircraft weight is above the maximum weight for go-around (given in the table below), use FLAP 3
for landing.
In all cases, if the landing configuration is different from FLAP FULL, use 1 + F for go-around.
LDG DIST.........................................................................................................CHECK
PACK 1 and 2.......................................................................OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust available from the engines,
in the event of a go-around.
 In the final stages of approach:
TARGET SPEED.............................................................................................. VLS
Reduce speed to reach VLS at runway threshold.
Touch down as smoothly as possible (Maximum V/S at touchdown 360 ft/min).
 At main landing gear touchdown:
REVERSE THRUST........................................................... USE MAX AVAILABLE
 After nosewheel touchdown:
BRAKES..........................................................................APPLY AS NECESSARY
Maximum braking may be used after nosewheel touchdown. But, if landing distance permits, delay or
reduce braking to take full benefit of the available runway length.
 Landing complete:
BRAKE FANS  .............................................................................................. ON
Be prepared for tire deflation, if temperatures exceed 800 °C.
MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG) CLIMB GRADIENT 2.1 %
OAT (°C) AIRPORT ELEVATION (FT)
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
10 237 227 216 205 194 178 162 147
15 237 227 216 205 191 174 158 144
20 237 226 216 201 186 169 153 141
25 237 226 211 195 180 165 149 137
30 235 220 204 189 175 159 145
35 228 212 197 183 169
40 220 205 191 177
45 212 198 184
50 204 190
55
CPA MSN 0113 B-HLF

ABNORMAL AND 80.08A

STALL RECOVERY
As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the immediate
actions:
NOSE DOWN PITCH CONTROL..................................................................... APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK....................................................................................................WINGS LEVEL
 When out of stall (no longer stall indications) :
THRUST.....................................................INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with
rudder.
FLIGHT PATH.................................................................. RECOVER SMOOTHLY
 If in clean configuration and below 20 000 ft :
FLAP 1..................................................................................................SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall indications),
establish smoothly a positive climb gradient.
STALL WARNING AT LIFTOFF

Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this case,
apply immediately the following actions:
THRUST..............................................................................................................TOGA
AT THE SAME TIME:
PITCH ATTITUDE..................................................................................................15 °
BANK....................................................................................................WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained, if stall warning continues,
consider it as spurious.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.09A

TAILSTRIKE
In the event of a tailstrike, apply the following procedure:
LAND ASAP
MAX FL.............................................................................................. 100/MEA-MORA
Limit to FL 100 or to MEA or MORA in order to minimize structural stress.
Return to the airport for damage assessment.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.10A

VOLCANIC ASH ENCOUNTER

 If the aircraft enters a volcanic ash cloud:
180 ° TURN.............................................................................................. INITIATE
ATC.............................................................................................................NOTIFY
A/THR............................................................................................................... OFF
THRUST (conditions permitting)...............................................................REDUCE
CREW OXYGEN MASKS............................................................ON/100 %/EMER
CABIN CREW.............................................................................................NOTIFY
PASSENGER OXYGEN..........................................................................AS RQRD
ENG ANTI ICE................................................................................................... ON
WING ANTI ICE................................................................................................. ON
PACK FLOW........................................................................................................ HI
Note: If CARGO VENTILATION system is installed, it is recommended to switch off the CARGO
ISOL VALVES, to prevent a cargo smoke warning being triggered.
ENGINE PARAMETERS........................................................................ MONITOR

AIRSPEED INDICATIONS......................................................................MONITOR
If airspeed is unreliable or lost, Refer to QRH ABN-34 UNRELIABLE SPEED INDICATION procedure.
Note: If all engines flame out and speed indications are lost, Refer to QRH ABN-70 ALL ENG
FLAMEOUT procedure to get the required pitch attitude for the optimum relight speed.
In case of engine failure, switch off the wing anti ice before engine restart.
Note: If visibility is insufficient for approach due to windshield/window damage, consider

AUTOLAND. If AUTOLAND is not available, consider opening the sliding window on the
PF’s side (maximum speed 230 kt), after cabin depressurization. To manually depressurize
the cabin:
CAB PRESS MODE selector.............................................................MAN
MAN V/S CTL............................................................................. FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.11A

WINDSHEAR
A red flag “WINDSHEAR” message is displayed on each PFD, associated with an aural “WINDSHEAR”
message, repeated three times.
If windshear is detected, either by the system or by pilot observation, apply the following recovery
technique:
 At takeoff:
 If before V1:
The takeoff should only be rejected if significant airspeed variations occur below indicated V1, and
the pilot decides that there is sufficient runway remaining to stop the airplane.
 If after V1:
ANNOUNCE....................................................................“WINDSHEAR TOGA”
THR LEVERS...........................................................................................TOGA
REACHING VR.................................................................................... ROTATE
SRS ORDERS.....................................................................................FOLLOW
If necessary, the flight crew may pull the sidestick fully back
Note: 1. Autopilot disengages if the angle of attack values goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then if
necessary, to prevent a loss in altitude, increase the pitch attitude.
 Airborne initial climb or landing:
ANNOUNCE.........................................................................“WINDSHEAR TOGA”
THR LEVERS AT TOGA..........................................................SET OR CONFIRM
AP (if engaged)....................................................................................... KEEP ON
SRS ORDERS..........................................................................................FOLLOW
If necessary, the flight crew may pull the sidestick fully back
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then if
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF

WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.12A

WINDSHEAR AHEAD
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the severity
and location of the windshear.
Note: When a predictive windshear alert (″WINDSHEAR AHEAD″ or ″GO AROUND WINDSHEAR
AHEAD″) is triggered, if the flight crew makes a positive verification that no hazard exists, then
the alert may be disregarded, as long as:
‐ There are no other signs of possible windshear conditions, and
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports,
during either takeoff or landing, due to the specific obstacle environment. However, always rely
on any reactive windshear (″WINDSHEAR″).
W/S AHEAD RED

 Takeoff:
Associated with a synthetic aural voice: “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.

 Before takeoff:
Delay takeoff, or select the most favorable runway.
 During takeoff run:
Reject takeoff.
Note: The predictive windshear alerts are inhibited above 100 kt, until
50 ft.
 When airborne:
THR LEVERS........................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not entered.
AP (if engaged)............................................................................... KEEP ON
SRS ORDERS..................................................................................FOLLOW
If necessary, the flight crew may pull the sidestick fully back.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then if necessary, to prevent a loss in altitude, increase the pitch attitude.
 Landing:
Associated with a synthetic aural voice: “GO AROUND, WINDSHEAR AHEAD”.
GO AROUND......................................................................................PERFORM
AP (if engaged).................................................................................... KEEP ON
If necessary, the flight crew may pull the sidestick fully back.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 ° . Then, if
W/S AHEAD AMBER

Apply precautionary measures, as indicated below:
 Before takeoff:
Delay Takeoff until conditions are improved.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.12B

WINDSHEAR AHEAD (Cont'd)
"Assess conditions for a safe Takeoff by":

• Using observations and experience,
• Checking weather conditions.
Select the most favorable runway (considering location of the likely windshear).
Use the weather radar or the predictive windshear system, before the takeoff
run, to ensure a flight path clear of any potential problem areas.
Select TOGA thrust.
Closely monitor airspeed and airspeed trend during the takeoff run to detect
early signs of windshear.
 During approach:
Delay landing or divert to another airport until conditions are more favorable.
"Assess conditions for a safe landing by":
• Using observations and experience,
• Checking weather conditions.
Use the weather radar or predictive windshear system.
Select the most favorable runway, in conjunction with the most appropriate
runway approach aid.
Consider CONF 3.
Use managed speed in approach phase.
Check both FDs engaged in ILS, GLS  ,FPA or V/S
Engage autopilot, for more accurate approach and earlier information of beam
deviation when ILS or GLS  available.
Note: ‐ When using the GS mini function, associated with managed speed,
the system will carry extra speed in strong wind conditions.
‐ In the case of strong or gusty crosswind greater than 20 kt, Refer
to QRH PER-C VAPP Determination without Failure for VAPP
determination.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.13A

COCKPIT WINDSHIELD / WINDOW ARCING

Affected WINDSHIELD/WINDOW WHC reset button..........................................PULL
Pull the Window Heat Computer reset button that is located on the affected side, in case of :
‐ Electrical arcing of the cockpit windshield/window, or
‐ Burning smell or smoke identified as coming from the bottom left corner of CAPT windshield or bottom
right corner of the F/O windshield.
• WINDSHIELD/WINDOW LEFT SIDE - WHC 1 (261 VU)
• WINDSHIELD/WINDOW RIGHT SIDE - WHC 2 (262 VU).
CPA MSN 0113 B-HLF

ABNORMAL AND 80.14A

COCKPIT WINDSHIELD / WINDOW CRACKED

DIAGNOSIS OF INNER PLY......................................................................PERFORM
Touch the crack(s) with a pen (or carefully with fingernail) to determine if there is a crack on the cockpit
side.
 If no crack on cockpit side:
No limitation
The inner ply is not affected. Therefore, the window/windshield is still able to sustain the differential
pressure up to the maximum flight level.
 If cracks on cockpit side:
MAX FL......................................................................................... 230/MEA-MORA
The inner ply is affected. The flight crew is not able to easily determine if other plies are affected.
Descend to FL 230/MEA-MORA and reduce differential pressure to 5 PSI.
Note: The maximum flight level is restricted to FL 230/MEA-MORA to obtain ΔP 5 PSI, without
resulting in an excessive cabin altitude and an EXCESS CAB ALT warning.
The following procedure enables maintaining ΔP 5 PSI in manual cabin pressure mode:
CAB PRESS MODE SEL................................................................................ MAN
MAN V/S CTL......................................................................................... AS RQRD
Disregard the CAB ALT TARGET table displayed on the ECAM and set the cabin altitude according to
the table below:
FL 100 150 200 230
ΔP = 5 PSI
CABIN ALTITUDE 0 3 000 6 000 8 000
 When starting the descent for approach:

CAB PRESS MODE SEL......................................................................... AUTO
Note: If visibility is insufficient for approach due to windshield/window damage, consider AUTOLAND.
If AUTOLAND is not available, consider opening the sliding window (maximum speed 230 kt) on
the PF’s side, after cabin depressurization. To manually depressurize the cabin:
CAB PRESS MODE SEL....................................................................... MAN
MAN V/S CTL.................................................................................. FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.15A

ECAM ADVISORY CONDITIONS

SYSTEM CONDITIONS RECOMMENDED ACTION
CAB VERT SPD CPC changeover is recommended, MODE SEL: MAN
V/S > 1 800 ft/min or V/S < -1 800 ft/min AFTER 3 s, MODE SEL: AUTO
CAB ALT MODE SEL: MAN
CAB PRESS ALT ≥ 8 800 ft Manual pressure control
ΔP ≥ 1.5 PSI in phase 7 LDG ELEV: ADJUST
if unsuccessful, MODE SEL: MAN
Manual pressure control
PACK LO FLOW PACK FLOW: INCREASE
COND Pack flow not sufficient to satisfy
temperature demand.
IDG OIL TEMP Reduce IDG load, if possible (GALLEY or GEN OFF).
T > 151 °C If required, restore when temperature has dropped.
ELEC
Restrict use of the generator to a short time, if temperature rises
again excessively.
Difference between L and R wing fuel FUEL MANAGEMENT: CHECK
FUEL
quantities is greater than 3 000 kg (6 614 lb) If a fuel leak is suspected, Refer to QRH ABN-28 FUEL LEAK.
CKPT OXY If mask is not being used check if it is correctly stowed.
Pulses Green:
When pressure is < 600 PSI
OXY/DOOR Amber:
When pressure is < 300 PSI
PAX OXY 
200 < pressure < 1 200 PSI
LOW OIL LEVEL The APU may be started and operated for 15 h, if there is no oil leak.
APU EGT high
(inhibited during APU start)
OIL QTY < 4 US QTS If oil quantity is low at high power setting, expect level increase after
power reduction.
NAC TEMP > 260 °C Monitor engine parameters and crosscheck with other engine.
ENG
VIBRATION Refer to QRH ABN-70 High Engine Vibration.
N1 ≥ 3.3 units
N2 ≥ 2.6 units
N3 ≥ 4.0 units
CPA MSN 0113 B-HLF

ABNORMAL AND 80.16A

TRIPPED C/B RE - ENGAGEMENT

TRIPPED C/B REENGAGEMENT
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 the
cause of the tripped C/B is identified.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.17A

COMPUTER RESET - GENERAL

RESET OF COMPUTERS
This table lists the computers that may be reset following abnormal behavior, or a detected fault.
Most of the computers’ reset capability is provided on the overhead RESET panel: Those with an asterisk*
are reset on the system control panel.
To reset a computer:
‐ Set the related normal cockpit control OFF, or pull the corresponding reset pb,
‐ Wait 3 s, if a normal cockpit control is used (unless a different time is indicated), or 1 s if a reset pb is
used,
‐ Set the related normal cockpit control ON, or push the corresponding reset pb,
‐ Wait 3 s for the end of the reset.
WARNING Do not reset more than one computer at a time, unless instructed
to do so.
The following table lists the various computers for which manual reset capability is provided:
• On the overhead RESET panels,
• On the system control panel.
For each computer reset, the table lists the effects and/or precautions where applicable ("NIL" indicates
no additional effects and/or precautions apply).
‐ A computer reset has to be attempted when:
• recommended by an ECAM procedure or
• recommended by a paper procedure.
‐ In all other circumstances, where a failure is suspected or detected, there is no specific
recommendations as to whether a reset should be performed or not, except those where a reset is
specifically forbidden.
Manual reset on ground triggers complete power up test.
The number of reset attempts is not limited.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18A

COMPUTER RESET TABLE

ATA EQUIPMENT REMARKS
PACK CONT
ZONE CONT
NIL
VENT CONT
AEVC
CPC
To force a CPC changeover:
21 ‐ SELECT MAN MODE SEL
AFTER 3 s:
‐ SELECT AUTO MODE SEL
The inactive CPC may then be reset (check the CAB PRESS SD page ).
During the reset phase, the following cabin effects may occur:
‐ cabin lights may come on at full intensity
‐ cabin chimes may sound
FCU
‐ In flight:
• When PART FCU is displayed as INOP SYS, do not reset the FCU
• When FCU is displayed as INOP SYS, check FCU targets after the
reset
‐ On ground:
• The flight crew can reset the FCU when either FCU or PART FCU is
displayed as INOP SYS
• The FCU has to be reconfigured after the reset
Note: Following a total FCU reset either in flight or on ground, FCU

targets are FCU entries (selected modes).
FMGEC and FM FMGEC or FM resets result in onside AP disconnection (if engaged).

Resynchronization of both FMs will occur after a reset sequence, with
associated messages on the MCDU and ND :
22 ‐ PLEASE WAIT
‐ MAP NOT AVAIL
It is recommended to use the FMGEC reset pb , rather than the FM reset pb.
Note: Due to electrical transient, MANUAL FMGES RESET procedure

may be unsuccessful. If so and on ground, the flight crew may
attempt the same procedure with engines not running.
For more information, Refer to FCOM/PRO-SUP-22-10 Automatic FMGES

Reset and Resynchronization - FM Reset
MCDU blank or locked
‐ Set MCDU (affected) to OFF
‐ Wait 10 s
‐ Set MCDU (affected) to ON
Note: Wait after the message "PLEASE WAIT" disappears before using
MCDU.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18B


CIDS
In the event of active CIDS reset (usually CIDS 1 when both are operative), a
complete power-up test is performed:
‐ In flight, the test lasts about 20 s:
• The cabin light comes on at full intensity.
If selected, dimming is lost and must be reselected after the test.
• PA, CALL, and INTERPHONE functions are interrupted and have to be
reselected after the test.
• FAP cabin temperature corrections are lost, and have to be reselected
after the test.
‐ On ground, the test lasts about 80 s, and also includes:
• A sequential cabin loudspeakers’ test (triggers a tone for about 10 s).
• The cabin light may flash briefly. Dimming selection is lost (as in flight).
Note: After a CIDS reset is performed, the following messages may be

displayed temporarily on the ECAM:
23
‐ SMOKE LAVATORY DET FAULT
‐ SMOKE VIDEO 1(2)(3)(4) DET FAULT 
ACP/AMU NIL
RMP * In case of freezing of one RMP (impossibility to interchange the ACTIVE and
STBY radio navigation or communication frequencies,...), all the RMPs have
to be reset, one after the other, to recover a normal operation.
In order to be reset, RMPs must be switched off at least 5 s by using the
ON/OFF selector on the RMP control panels.
SATCOM  SATCOM may be reset when PAX communication system is lost. The PAX
SATCOM system can be reset by switching the PAX SATCOM pushbutton
OFF for at least 1 s and then on.
Wait 5 min, and then perform the CINS reset (Refer to QRH ABN-80
Computer Reset Table - 46 - Information System).
GPCU/GAPCU *
GPCU/GAPCU reset may be attempted, if the AVAIL and ON lights do not
light up.
1. Press once the affected EXT A(B) pb to reset the functions of
GPCU/GAPCU.
2. Check the GPU is connected to the aircraft, then started.
3. Check AVAIL light is ON and press the EXT A(B) pb to connect the GPU.
24
If unsuccessful, check GPU voltage and frequency (bite is available on
batteries only).
BCL * Use BAT pb to reset the BCL.
Do not reset the BCL when ELEC BAT 1(2) FAULT caution is
triggered, and BAT OFF selection is requested by the ECAM.
Commercial equipments and
On ground
galleys
When the commercial equipment and/or galley loads have been shed
by the ECMU, they can be recovered when more electrical power is
available.
If COMMERCIAL OFF is displayed on the ELEC SD page:
25
Switch the COMMERCIAL pb OFF then ON.
IF GALLEY SHED or GALLEY PARTIALLY SHED is displayed on the
ELEC SD page:
Switch the GALLEY pb OFF then ON.
Do not reset more than one pushbutton at a time.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18C


SDCU Only a simultaneous reset of SDCU 1 and SDCU 2 is authorized.
On ground:
‐ Simultaneously pull both SDCU 1 reset pb and SDCU 2 reset pb
‐ Wait 2 min
‐ Simultaneously push both SDCU 1 reset pband SDCU 2 reset pb
26 ‐ Wait 3 min for the system restart to be completed
In flight:
‐ Simultaneously pull both SDCU 1 reset pb and SDCU 2 reset pb
‐ Wait 3 s
‐ Simultaneously push both SDCU 1reset pband SDCU 2 reset pb
‐ Wait 15 s for the system restart to be completed
PRIM and SEC *

‐ PRIM/SEC may be reset, except in the following case:
• The ELEC DC BUS 2 FAULT caution is present.
Note: Do not attempt a reset because this would result in a loss of

related PRIM/SEC
‐ If a reset is performed on ground, it must be followed by a flight controls’

check
WARNING Do not reset more than one

computer at a time.
Note: When a PRIM reset is performed on ground, the crew must
check the pitch trim position.
FCDC NIL
SFCC FLAPS 1(2)
On ground only
Only in case of F/CTL FLAP SYS 1(2) FAULT alerts:
‐ Pull FLAPS 1 (261VU) or FLAPS 2 (262VU) reset button
‐ Wait 5 s
‐ Push FLAPS 1 or FLAPS 2 reset button.
27
WARNING ‐ Do not perform any reset of the
flaps control unit during flaps
movement, and
‐ Do not reset more than one SFCC
channel at the same time.
SFCC SLATS 1(2)
On ground only
Only in case of F/CTL SLAT SYS 1(2) FAULT alerts:
‐ Pull SLATS 1 (261VU) or SLATS 2 (262VU) reset button
‐ Wait 5 s
‐ Push SLATS 1 or SLATS 2 reset button.
WARNING ‐ Do not perform any reset of the

slats control unit during slats
movement, and
‐ Do not reset more than one SFCC
channel at the same time.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18D


FCMC
‐ If the reset is done before engine start, the ZFW and ZFWCG must be
re-entered on the MCDU INIT B page,
‐ If the reset is done after engine start, the actual GW and CG displayed on
the MCDU FUEL PRED page are computed by the FE. However, the GW
computed by the FE may be less accurate, therefore, when time permits:
• If the reset is successful, the actual GW and CG must be re-entered on
the MCDU FUEL PRED page,
• If the reset is unsuccessful, the flight crew must determine the FOB
from the engine start fuel quantity minus the FU quantity indication.
In the case of triggering of FUEL ZFW ZFCG DISAGREE, if

the ZFW, ZFWCG, ECAM GW are the same as the loadsheet values, but the
difference between the ECAM CG and the loadsheet CG is more than 2 %:
28
On ground:
‐ Reinsert the ZFW and ZFCG values.
If the ECAM caution is still displayed after reinsertion:
• Simultaneously pull FCMC 1 and FCMC 2 reset buttons
• Simultaneously push FCMC 1 and FCMC 2 reset buttons.
If unsuccessful, on ground:
‐ Simultaneously pull FCMC 1, FCMC 2, FMGEC 1 and FMGEC 2 reset
buttons
‐ Simultaneously push FCMC 1, FCMC 2, FMGEC 1 and FMGEC 2 reset
buttons.
Refer to QRH ABN-80 Computer Reset Table - 22 - Auto Flight for
additional information regarding the FMGEC resets.
PHC
30 Associated heating is interrupted, when the reset pb is pulled.
WHC
DU (ECAM, PFD, ND) * If DU reset is unsuccessful, DMC (driving the affected DU) reset may be
attempted.
31 DMC EFIS/ECAM displays are lost for 40 s on ground after reset or power-up.
FWC NIL
SDAC NIL
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18E


BSCU* In flight:
Not authorized.
On ground and only for the following cases:
In case of BRAKES RESIDUAL BRAKING:
‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON.
In case of WHEEL N/W STRG FAULT:

Case A
If the three conditions below are fulfilled:
‐ the WHEEL N/W. STRG FAULT alert was triggered just after engine start
‐ the NW STRG DISC memo was displayed before the start of the
pushback (before the aircraft starts moving)
‐ the NW STRG DISC memo remained displayed even after the pushback
is finished (nosewheel steering selector bypass pin is in the steering
position).
Apply the below reset procedure.
If the ECAM alert disappears after the reset, the flight crew may continue the
32 flight without troubleshooting.
Case B
In all other cases, including in case of doubt on the above conditions,
troubleshooting must be performed before continuing the flight, even if the
ECAM alert disappears after the reset. For a return to the gate :
‐ Apply the below reset procedure
‐ The taxi speed must not exceed 10 kt.
Reset Procedure:
‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Confirm that towing bar is disconnected,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON.
Note: After any BSCU reset:

1. Check brake efficiency,
2. Check absence of aircraft veering,
3. Record the BSCU reset in the logbook.
LGCIU An LGCIU reset must neither be done during landing gear maneuvers, nor
just prior to touchdown.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18F


ENG BLEED*
ENG BLEED reset is only authorized in the two following cases:
‐ CASE A: AIR ENG 1(2) BLEED FAULT alert
‐ CASE B: AIR ENG 1(2) BLEED NOT CLSD alert
Note: Do not attempt more than one reset.
CASE A: AIR ENG 1(2) BLEED FAULT alert:

On ground or in flight
• If the PACK (non-affected side) is operative, and
If the Wing Anti-Ice is OFF:
‐ ENG BLEED (affected side).......................................................OFF
▪ If the ENG BLEED (affected side) pb-sw FAULT light is on:
‐ Delay application of the reset until FAULT light extinguishes.
▪ If the ENG BLEED (affected side) pb-sw FAULT light is off:
‐ X BLEED........................................................................AUTO
Disregard the AIR ABNORM BLEED CONFIG alert.
‐ PACK (affected side)...........................................................ON
‐ ENG BLEED (affected side)................................................ON
‐ Check that the affected Engine Bleed Valve is open on the BLEED
SD page.
• If AIR ENG (AFFECTED) BLEED FAULT alert reoccurs, or
36 If Engine Bleed Valve (affected side) not open on the BLEED
SD page:
- ENG BLEED (affected side).......................................OFF
- X BLEED.................................................................OPEN
Note: Record the ENG BLEED reset in the logbook (successful or

unsuccessful).
CASE B: AIR ENG 1(2) BLEED NOT CLSD alert:

On ground only
‐ ENG BLEED (affected side).......................................................OFF
▪ If the ENG BLEED (affected side) pb-sw FAULT light is on:
‐ Delay application of the reset until FAULT light extinguishes.
▪ If the ENG BLEED (affected side) pb-sw FAULT light is off:
‐ ENG BLEED (affected side)...............................................ON
‐ Check that the affected Engine Bleed Valve is closed on the BLEED SD
page.
Note: Record the ENG BLEED reset in the logbook (successful or

unsuccessful).
VSC
In case all toilets of one or both sides are shut down (on the cabin aft C/B
panel):
‐ RESET VACUUM TOILET SYSTEM (blue pb).
Repeated use of the blue reset pb is not recommended.
If this does not fix the problem, apply the following procedure for both
system sides on the cabin aft C/B panel (VACUUM TOILET SYSTEM).
Do not apply the following procedure in case of a waste tank overfill.
On the cabin aft C/B panel:
38 ‐ PULL C/B SYSTEM (both) and VACUUM GEN (both) (4 C/Bs).
‐ PULL C/B LAVATORY POWER (LH and RH) (8 C/Bs).
‐ PUSH C/B LAVATORY POWER (LH and RH) (8 C/Bs).
LH and RH SYSTEM and both VACUUM GEN C/Bs remain pulled.
In this configuration:
• The waste quantity indication is lost.
• The protection against waste tank overfill is lost.
• Do not use toilets when the aircraft is below 16 000 ft.
• Do not use toilets on ground, during servicing.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.18G


ATSU  When the ATSU is reset, ADS-C connections are no longer active. The ATC
center(s) assumes that the connection is still active because a disconnection
message has not been sent to the ATC center(s). Therefore, the ATC
center(s) will not attempt to re-establish ADS-C contracts with the aircraft,
even after re-notification.
ATSU reset, with the ATSU 1 reset sw on 261 VU (overhead panel), should
only be attempted, if:
‐ ″INVALID DATA″ is displayed on the DCDU.
‐ Key selection has no effect on the DCDU or any of the MCDU ATSU
DATALINK submenus.
46
AINS  Use the AINS reset sw on the 262 VU (overhead panel) to reset the AINS.
Note: An AINS reset may take up to 20 min
CINS  If there is a malfunction of the CINS and if the reset by the cabin crew is
unsuccessful, the flight crew can attempt to reset the system using the CINS
reset button (overhead panel): pull the button then push it.
Note: The CINS reset may take up to 10 min.
49 ECB * Reset must only be attempted when APU speed is below 7 %

52 PSCU NIL
EIVMU
During reset, and the subsequent 5 s, the following occurs:
‐ On the corresponding engine:
‐ Loss of thrust reverser.
‐ Loss of vibration indication.
‐ If idle is selected, only high idle is available.
70
‐ Loss of MAN start and wet crank.
‐ Loss of bleed corrections on N1 limit.
‐ On all engines:
• Loss of A/THR
• Loss of Flex/Derated T.O.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.19A

CREW INCAPACITATION
PILOT NOT INCAPACITATED
• Fly the aircraft.
Use the side-stick take over Pb if considered necessary. (Other side-stick is latched off after 40 SEC)
• Confirm incapacitation.
• Make optimum use of the autopilot.
• Declare an emergency to ATC.
• Call the ISM or available crew member to the cockpit.
The best way to request assistance from the Cabin Crew is by PA:
eg. “ISM TO THE COCKPIT PLEASE”. The ISM or any other C/A must proceed immediately to the
cockpit.
CABIN CREW/AVAILABLE CREW MEMBER

• Tighten and manually lock the shoulder harness of the incapacitated crew member.
The shoulder harness can be locked by use of the locking lever on the inboard rear face of the seat.
• Move the seat completely aft and fully recline it.
The seat can be moved and reclined using the levers on the inboard side of the seat pad.
• Fit oxygen mask.
If the pilot is breathing, fit the pilot’s oxygen mask (100 % and emergency setting). If breathing stops,
use resuscitation equipment.
• Remove the incapacitated pilot, if possible, unless he is convulsive.
It takes 2 people to remove the dead weight of an unconscious body from a seat without endangering
any controls and switches. If it is not possible to remove the body, one cabin attendant or crew
member is to remain in the cockpit to take care of and observe the incapacitated crew member.
• In co-ordination with the ISM, request assistance from any medically qualified passenger.
• Check if a type qualified company pilot is on board to replace the incapacitated crew member.
If only a Cabin Crew member is available, he/she will occupy the 3rd occupant’s seat and assist the
pilot as instructed. The primary task will be to read checklists as required by the pilot.
CPA MSN 0113 B-HLF

ABNORMAL AND 80.20A

HIJACKING
 Attempt as far as practicable to comply with hijackers instructions.
TRANSPONDER..............................................................................................7500
ACARS.................................................................................. SEND 75 MESSAGE
SPEAKERS/HEADSETS............................................................................OFF/ON
ATC.............................................................................................................ADVISE
SEAT BELT SIGNS............................................................................................ON
If possible keep hijacker out of the cockpit.
Make maximum use of the autopilot and reduce cockpit workload to a minimum.
Establish destination.
Attempt to classify hijacker.
Land at the nearest suitable airport and attempt to get all passengers and Cabin
Crew off the aircraft.
Refer to Operations Manual Part A - Security for amplification.
CPA MSN 0113 B-HLF

ABNORMAL AND BLANK

CPA MSN 0113 B-HLF

NP
NORMAL PROCEDURES
1/2
Normal Procedures NP-NP-1

Low Visibility Operations................................................................NP-1.01A
Required Equipment for CAT2 and CAT3..................................... NP-1.02A
Non-ILS Approaches......................................................................NP-1.03A
ILS-PRM Approach........................................................................ NP-1.04A
Wet and Contaminated Runway - Take-off and Landing............... NP-1.05A
Cold Weather / De-Icing................................................................ NP-1.06A
Reduced Engine Taxi In (RETI).....................................................NP-1.07A
Normal Procedures NP-NP-2
Safety Exterior Inspection.......................................................................1/14
Preliminary Cockpit Preparation............................................................. 1/14
Cockpit Preparation................................................................................ 2/14
Before Pushback or Start....................................................................... 4/14
ENG Start............................................................................................... 5/14
After Start............................................................................................... 5/14
Taxi......................................................................................................... 5/14
Before Takeoff........................................................................................ 6/14
Takeoff.................................................................................................... 6/14
After Takeoff........................................................................................... 7/14
Climb.......................................................................................................7/14
Cruise......................................................................................................8/14
Descent Preparation............................................................................... 8/14
Descent...................................................................................................8/14
Aircraft Configuration for Approach........................................................ 9/14
Approach using LOC G/S Guidance...................................................... 9/14
Approach using FINAL APP Guidance.................................................10/14
Approach using FPA Guidance............................................................ 11/14
Landing................................................................................................. 11/14
Go Around............................................................................................ 12/14
After Landing........................................................................................ 12/14
Parking..................................................................................................13/14
Securing the Aircraft.............................................................................13/14
CPA MSN 0113 B-HLF

NP
NORMAL PROCEDURES
2/2
CPA MSN 0113 B-HLF

NP
NORMAL PROCEDURES
1/2
330-342 SUMMARY OF HIGHLIGHTS

Title
NP-NP-1 NP-1.05A 1 Updated table.
Wet and Contaminated Runway -
Take-off and Landing
CPA MSN 0113 B-HLF

NP
NORMAL PROCEDURES
2/2
CPA MSN 0113 B-HLF

NORMAL PROCEDURES NP-1.01A

330-342 08 NOV 16
LOW VISIBILITY OPERATIONS

TAXI / LINE UP
Maximum speed 10 kt.
Complete Before T/O checklist before taxi or after reaching the holding point.
Use ILS to confirm the correct departure runway.
DESCENT PREPARATION
Check the ECAM STATUS page for any degraded approach capability:
‐ Refer any system fault to the table of equipment required in QRH Part 3.
Subject to aircraft status, plan for a CAT 3 DUAL approach. Observe the following minimum requirements:
Autoland Auto-rollout A/THR Auto-callout
Cat 3B Required Required Required Required
Cat 3A Required Preferred Required Required
Cat 2 Preferred Preferred Preferred Preferred
(1) If a manual landing is required, autopilot shall be disconnected by 80 FT RA.

DH DH on PERF APPR page STBY ALT / ISIS
With DH Set DH from Port page
Set Cat 1 minima
NO DH Set “NO”
As part of the normal arrival briefing:

‐ Confirm LVP in force (clearance to fly a Cat 2/3 approach satisfies this requirement)
‐ Review LVO and autoland requirements on the Port page
‐ For autoland, confirm that the wind is within the autoland limits
‐ State the category of approach to be flown
‐ Review reversion capability
‐ Review task sharing, standard calls and the actions in the event of a missed approach.
APPROACH: REVERSION
For any system fault that does not incur a landing capability downgrade on ECAM STATUS or FMA,
the fault shall be checked against the table of equipment required, Refer to QRH NP-02A REQUIRED
EQUIPMENT FOR CAT2 AND CAT3.
If a reversion to a degraded approach capability occurs and the RVR is within limits for the approach to be
continued with the new capability:
‐ Above 1 000 ft AAL, complete ECAM actions, amend the DH in the PERF APPR page and continue the
approach.
‐ Below 1 000 ft AAL, a go-around is recommended.
If a reversion to a degraded approach capability occurs and the RVR is below the minima for the new
approach capability, the approach may not commence, or continue if already below 1 000 ft AAL.
Unless there are sufficient visual references, a go-around is mandatory if:
‐ LAND is not annunciated on the FMA by 350 ft RA.
‐ The AUTOLAND warning light illuminates.
‐ During an autoland, FLARE is not annunciated by 30 ft RA. In this case, the PM shall call “NO FLARE”.
CPA MSN 0113 B-HLF


330-342 08 NOV 16
REQUIRED EQUIPMENT FOR CAT2 AND CAT3

CAPABILITY→
CAT 2 CAT 3 SINGLE CAT 3 DUAL
EQUIPMENT↓
AP 1 AP ENGAGED 1 AP ENGAGED 2 AP ENGAGED
AUTO THRUST 0 1 1
FMA 1 2 2
ELECTRICAL POWER
0 0 1
SUPPLY SPLIT
PRIM 1 1 (N°1+N°2) or (N°1+N°3)
SEC 1 1 2
YAW DAMPER/RUDDER
1/1 1/1 2/2
TRIM
HYDRAULIC CIRCUIT 2 2 3
PFD 2 2 2
DMC 2 2 2
FMGS
FLIGHT WARNING
MONITORED COMPUTER 1 1 2
FOR FMA LDG
CAPABILITY BSCU CHANNEL 1(1) 1(1) 1
ANTISKID 1(1) 1(1) 1
NOSEWHEEL STEERING 1(1) 1(1) 1
RADIO ALTIMETERS 1 (displayed on both sides) 2 2

ILS RECEIVER 2 2 2
GLS  (2) RECEIVER 2 N/A N/A

(for GLS  approach)
ATTITUDE INDICATION
N°1+N°2 N°1+N°2 N°1+N°2
(PFD1/PFD2)
ADR/IR 2/2 2/2 3/3
BEAM EXCESSIVE
1 for PM 2 2
DEVIATION
CPA MSN 0113 B-HLF

NORMAL PROCEDURES NP-1.02B

330-342 08 NOV 16
CAPABILITY→
CAT 2 CAT 3 SINGLE CAT 3 DUAL
EQUIPMENT↓
AP DISCONNECT PB 2 2 2
"AP OFF" ECAM
1 1 2
WARNING
"A/THR OFF" ECAM
0 1 1
CAUTION
"AUTOLAND" LIGHT 1 1 1
RUDDER TRAVEL LIMIT
1 required only for autoland with crosswind greater than 12 kt
SYSTEM
NOT FMGS
MONITORED WINDSHIELD HEAT (L or 1 for PF
R windshield)
FOR FMA LDG
CAPABILITY WINDSHIELD WIPERS
OR RAIN REPELLENT (if 1 for PF
activated)
ND 1 2 2
AUTO CALLOUT one is required
1 1
FUNCTION for autoland
ATTITUDE INDICATION
1 1 1
(STBY)
DH INDICATION 1 for PM
(1) For automatic rollout , one is required. For autoland without automatic rollout, none is required.
(2) GLS autoland is certified for CAT I minima, but the FMGES monitors the same equipments as for CAT2.
Note: Flight crews are not expected to check the equipment list before approach. When an ECAM or
local caution occurs, the crew should use the list to confirm the landing capability.
On ground, the equipment list determines which approach category the aircraft will be able to
perform at the next landing.
Electrical power supply split: This ensures that each FMGEC is powered by an independent
electrical source (AC and DC).
Failure of antiskid and/or nosewheel steering mechanical parts are not monitored for landing
capability.
The DH will be displayed on the FMA, and the "Hundred Above" and "Minimum" auto callouts will
be announced, provided that the DH value has been entered on the MCDU.
CPA MSN 0113 B-HLF


330-342 08 NOV 16
NON-ILS APPROACHES
CPA MSN 0113 B-HLF


330-342 08 NOV 16
CPA MSN 0113 B-HLF


330-342 08 NOV 16
ILS-PRM APPROACH
Review the Attention All Users Chart.
Coupled Approach recommended.
Briefing shall include a review of the ATC-directed breakout manoeuvre:
‐ Manually flown with A/THR engaged
‐ A descending manoeuvre may be directed (maximum ROD 1,000 fpm)
‐ If concurrent with a TCAS RA, follow the ATC-directed lateral instruction and the TCAS pitch command
When transferred to Tower control:
‐ Tune Tower frequency on VHF1 & PRM Monitor frequency on VHF2
‐ Monitor VHF 1 & 2 by setting volume knobs to the same loudness level
‐ Transmit on VHF 1 (Tower frequency) only
BREAKOUT MANOEUVRE: CREW ACTIONS
PF PM
AP OFF
• Announce: “Breakout Left (Right), HDG XXX, ALT

XXX”
AVIATE • Manoeuvre immediately in compliance with
Breakout Instructions.
• Select TOGA then CLB for a climbing breakout(1)
• Temporarily ignore FD commands until required
modes are correctly set by PM
NAVIGATE HDG XXX................................................ SET & PULL

ALT XXX................................................................SET
COMMUNICATE Acknowledge ATC Instruction
When established on breakout track and FDs (3)

Ensure ATC HDG and ALT are correctly selected .
SUBSEQUENT approximately correspond to the current aircraft path : SRS GA mode (CLB Thrust) remains engaged until
RECOVERY AP............................................................................ ON ALT* engagement.
(2)
ANNOUNCE............................GO AROUND, FLAPS
Note: 1. For a descending breakout, do not move thrust levers (retain autothrust). V/S mode (-700fpm) engages when
HDG is subsequently selected.
2. Commence a standard go-around manoeuvre with the order “go-around flaps”. Select TOGA then CLB to initiate
any climb.
3. Ensure HDG mode is engaged rather than G/A Track.
CPA MSN 0113 B-HLF


330-342 08 NOV 16
WET AND CONTAMINATED

RUNWAY - TAKE-OFF AND LANDING

1
CPA MSN 0113 B-HLF


330-342 08 NOV 16
COLD WEATHER / DE-ICING

FLIGHT PREPARATION
ASCERTAIN:
‐ ATIS - W/V (Crosswind), Precipitation, Visibility (=> snowfall intensity table - Operations Manual Part
A 8.2). If freezing fog, note previous taxi-in time.
‐ The available or desirable type or De-icing/Anti-icing fluid(s) and respective mixture ratio.
‐ The location and method of de-icing, the supplier and CX priority.
‐ Runway surface and braking conditions (Friction Index).
‐ Length of expected or occurring delays.
‐ Aircraft P/ADDs - if APU inop, GPU required at Remote Bay de-icing (with engines shutdown).
DETERMINE THE APPROPRIATE:
‐ Holdover Time (HOT) using appropriate table from Operations Manual Part A 8.2 and current or
expected weather conditions.
‐ Max RTOW and Max Crosswind - in current and expected weather conditions - Refer to
Contaminated Runway Operations.
‐ Fuel Required - with possible lengthy taxi delays. No fuel tankering required.
‐ Max ZFW and, if limiting, advise Load Control.
‐ Take-off alternate (as necessary) within 400 nm.
CONFIRM:
‐ Slot time (if any).
‐ Boarding time (allowing for possible LMCs).
‐ If cumulative taxi-in + taxi-out > 45 mins, call Maintenance for core de-icing.
‐ If de-icing at the gate - the scheduled sequence/time.
‐ If possible - ensure vacant cabin seats available for the Pre-take-off Contamination Inspection (PCI).
‐ Pushback tug size sufficient to handle ramp conditions (slope/slush/ice).
COCKPIT PREPARATION
SYSTEMS IN COLD WEATHER
Refer to FCOM/PRO-SUP-91-30 General
IRS...................................................................................early alignment (15 mins)
Pack 1 (then 2)................................................................................................... ON
If the pack outlet temperature indication on ECAM is crossed amber, the associated pack controller has
to be reset to ensure pack overheat protection and to recover pack outlet temperature indication.
Probe/Window Heat............................................................................................ ON
Prior to external inspection
PERFORMANCE
‐ Take-off: Engine and/or Wing Anti-ice, Optimal Flap setting, Packs Off (?)
‐ Cold Weather Altimetry
‐ Landing Distance: for possible immediate return
BRIEFING
‐ Tyre flat spots may cause nose wheel vibration on take-off
‐ Taxi-route (LVP) and speeds
‐ Review fan/core ice shedding procedures (Refer to FCOM/PRO-NOR-SOP-09 After Start - ENG
Anti-Ice) and (Refer to FCOM/PRO-SUP-70 Ground Ice Shedding Procedure)
‐ Review Ground De-icing procedures (Refer to FCOM/PRO-SUP-91-30 Deicing/Anti-Icing Procedure
On Ground - General)
PA
‐ Include the operational requirements to de-ice to inform and re-assure passengers
CPA MSN 0113 B-HLF


330-342 08 NOV 16
DE-ICING PROCEDURES
(Refer to FCOM/PRO-SUP-91-30 Deicing/Anti-Icing Procedure On Ground - General) (Operations Manual
Part A 8.2)
Remote De-icing Bay Remote De-icing Bay
De-icing at terminal gate
(with engines running) (with engines shut down)
Pushback
‐ Consider starting the engines after the pushback if ramp is contaminated
After Start
‐ Engine oil pressure may be unusually high after start until oil temperature stabilizes
‐ Keep APU ON
‐ Do not move flaps or trims
At Remote Bay
‐ Taxi-Lights ... Off
‐ Thrust at Idle ‐ Engines Shutdown

‐ Eng A/Ice ... Keep ON ‐ Parking Checklist
Procedure for Ground De-Icing/Anti-Icing (Refer to FCOM/PRO-SUP-91-30 Deicing/Anti-Icing Procedure On Ground -

General) ...... APPLY
‐ Note Start Time of Final Fluid application
‐ Add HOT
‐ Calculate Expiry of HOT
If only one De-icing truck used:
Note first wing to receive treatment, as fluid is likely to fail on this wing first.
Re-evaluate ATIS, HOT, FOB, C-TWOBriefing

‐ Before Start Checklist (down to the line)
‐ Init B: re-enter ZFWCG/ZFW
‐ Check T.O. PERF
‐ Flap Retraction Brief
Pushback
‐ Consider starting the engines after the
pushback if ramp is contaminated
Before Start Checklist (below the line)
Note: If ZFWCG/ZFW is not entered prior to start, ‐ Engine oil pressure may be unusually
ECAM message: FUEL NO WEIGHT/CG high after start until oil temperature
DATA will require the entry of Gross stabilizes
Weight GW/CG on FUEL PRED page.
Probe/Window Heat ................................... AUTO
Further Considerations:
‐ If taxi in slush/standing water - leave flaps up until holding point.
‐ LVP procedures.
‐ Wing Anti-Ice Operations: Select and Leave ON - Do not interrupt the 30 SEC test sequence.
‐ Fan Ice Shedding: OAT < 1 °C (Refer to FCOM/PRO-NOR-SOP-09 After Start - ENG Anti-Ice).
Core Ice Shedding: Only in Freezing Fog

Total taxi OAT < -18 °C -18 °C < OAT < -7 °C -7 °C < OAT < 1 °C
> 45 MIN Maintenance Action 70 % N1 for 50 SEC 50 % N1 for 1 MIN
Refer to OM Part A 8.2, Ground Handling Instructions, for Inspection Immediately Prior to
Takeoff.
BEFORE TAKE-OFF Checklist
Fan Ice Shed? (Refer to FCOM/PRO-NOR-SOP-09 After Start - ENG Anti-Ice).
CPA MSN 0113 B-HLF


330-342 08 NOV 16
REDUCED ENGINE TAXI IN (RETI)

The flight crew may use the following procedure for taxiing in:
APU and ALL HYD SYS must be FULLY serviceable.
SHUTTING DOWN ENGINE 2:
APU................................................................................................. CONFIRM AVAIL
COOLDOWN (only if more than REV IDLE used).............................. MIN 1 MINUTE
Check brakes released and taxiing in a straight line.
ENGINE 2...............................................................................................SHUTDOWN
Note: Brake application should be avoided during engine shutdown, otherwise erratic braking might
occur.
CPA MSN 0113 B-HLF

NP-NP-2
NORMAL PROCEDURES 1/14
330-342 07 JUN 16
SAFETY EXTERIOR INSPECTION

CM1 CM2
WHEEL CHOCKS.............................................................CHECK
L/G DOORS................................................... CHECK POSITION
APU AREA........................................................................CHECK
PRELIMINARY COCKPIT PREPARATION
AIRCRAFT POWER UP:
CM1 CM2
ENG MASTERS 1,2...............................................................OFF
ENG START selector........................................... CHECK NORM
WEATHER RADAR................................................................OFF
L/G lever............................................................................ DOWN
Both WIPER selectors........................................................... OFF
BAT........................................................................ CHECK/AUTO
EXT PWR pb-sw...........................................................AS RQRD
ALL IR MODE selector.......................................................... NAV
COCKPIT LIGHTS........................................................AS RQRD COCKPIT LIGHTS........................................................AS RQRD
FMGS INITIALISATION:
CM1 CM2
•On DATA page:
ACFT STATUS................................................................. CHECK
•On INIT A page:
COMPANY ROUTE or FROM/TO................................... INSERT
FLT NBR.......................................................................... INSERT
ECAM RCL & LOGBOOK:
CM1 CM2
ECAM RCL pb.................................................................. PRESS
LOGBOOK........................................................................ CHECK LOGBOOK........................................................................ CHECK
MEL/CDL ITEMS....................CHECK DISPATCH CONDITIONS MEL/CDL ITEMS....................CHECK DISPATCH CONDITIONS
OEB IN QRH-OEB............................................................CHECK OEB IN QRH-OEB............................................................CHECK
FIRE TEST/APU START:
CM1 CM2
RMP/ACP 1 & 2................................................. CHECK ON/SET
ENG FIRE TEST.................................................... CHECK/TEST
APU FIRE TEST.....................................................CHECK/TEST
APU...............................................................................AS RQRD
•When APU is AVAIL:
EXT PWR pb-sw...........................................................AS RQRD
AIR COND panel....................................................................SET
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
INITIAL PREPARATION:
CM1 CM2
AIRFIELD DATA.............................................................. OBTAIN AIRFIELD DATA.............................................................. OBTAIN
MEL/CDL ITEMS..............................................................INSERT MEL/CDL ITEMS..............................................................INSERT
RTOW MANDATORY DATA............................................INSERT RTOW MANDATORY DATA............................................INSERT
ECAM & BEFORE WALKAROUND:
PF PM
ECAM OXY PRESS/HYD QTY/ENG OIL QTY.................CHECK
FLAPS............................................................ CHECK POSITION
SPD BRK lever............................ CHECK RET AND DISARMED
PARK BRAKE handle.............................................................. ON
ACCU/BRAKE PRESS..................................................... CHECK
EMER EQPT.....................................................................CHECK
RAIN REPELLANT........................................................... CHECK
GEAR PINS and COVERS........... CHECK ONBOARD/STOWED
AIRCRAFT LIBRARY........................................................CHECK
SECURITY CHECK.......................................................... CHECK
COCKPIT PREPARATION
OVERHEAD PANEL:
PF PM
ALL WHITE LIGHTS............................................... EXTINGUISH
RCDR GND CTL pb-sw...........................................................ON
CAPT & PURS/CAPT sw.................................................... CAPT
RESET BUTTONS (left side)............................................CHECK
EXTERIOR LIGHTS............................................................... SET
SIGNS.....................................................................................SET
PROB/WINDOW HEAT.......................................................AUTO
LDG ELEV...........................................................................AUTO
VALVE SEL......................................................................... BOTH
PACK FLOW.................................................................AS RQRD
ELEC PANEL....................................................................CHECK
BAT................................................................................... CHECK
FUEL T. TANK.................................................................... AUTO
MAINT panel.....................................................................CHECK
VENT PANEL................................................................... CHECK
RMP/ACP 3........................................................CHECK ON/SET
CVR TEST pb................................................................... PRESS
RESET BUTTONS (right side)......................................... CHECK
DATA LOADER........................................................ CHECK OFF
CTR INSTRUMENT PANEL:
PF PM
ISIS................................................................................... CHECK
NORTH REF.....................................................................CHECK
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

CTR INSTRUMENT PANEL:
PF PM
ECAM SWITCHING..........................................................CHECK
CLOCK......................................................................CHECK/SET
LDG GEAR GRVTY EXTN sw...............................................OFF
A/SKID & NW STRG sw..........................................................ON
PEDESTAL:
PF PM
RMP/ACP 1.......................................................... SET AS RQRD
PARK BRAKE handle.............................................................. ON
COCKPIT DOOR.............................................................. CHECK
SWITCHING PANEL.......................................................... NORM
THRUST LEVERS.................................................................IDLE
REVERSER LEVERS....................................................STOWED
ENG MASTERS....................................................... CHECK OFF
ENG START selector........................................... CHECK NORM
RMP/ACP 2.......................................................... SET AS RQRD
ATC...................................................................................... STBY
ATC DATALINK COMMUNICATION:
PF PM
MSG LOG (MCDU)........................................................... ERASE
ADS (MCDU)...................................................... CHECK ARMED
ACARS:
PF PM
ACARS.........................................................................INITIALIZE
CREW INFO/CAR REPORT........................................ CONFIRM
•ZFW received and Final Fuel confirmed:
FUEL FIGURES.................................................................. SEND
•When Preliminary Loadsheet received:
RTOW DATA....................................................................INSERT RTOW DATA..................................................CHECK and SEND
FMGS PREPARATION:
PF PM
•Navigation
INIT A page............................................................... COMPLETE
ADIRS POSITION INITIALIZATION...............AS APPROPRIATE
F-PLN A page.......................................COMPLETE and CHECK
SEC F-PLN.................................................... AS APPROPRIATE
RAD NAV..........................................................................CHECK
•Performance
GROSS WEIGHT INSERTION (INIT B).......................... INSERT
PERF..................................................................CHECK/MODIFY
FMS PREPARATION........................................................CHECK
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
•When both flight crewmembers are seated
GLARESHIELD:
PF PM
LOUDSPEAKER knob............................................................SET LOUDSPEAKER knob............................................................SET
BAROMETRIC REFERENCE................................................ SET BAROMETRIC REFERENCE................................................ SET
FD...............................................................................CHECK ON FD...............................................................................CHECK ON
LS..................................................................................AS RQRD LS..................................................................................AS RQRD
ND mode and range.............................................................. SET ND mode and range.............................................................. SET
ADF/VOR selector........................................................ AS RQRD ADF/VOR selector........................................................ AS RQRD
FCU........................................................................................ SET
LATERAL CONSOLE:
PF PM
OXY MASK.......................................................................... TEST OXY MASK.......................................................................... TEST
INSTRUMENT PANEL:
PF PM
EFIS DMC selector............................................................ NORM EFIS DMC selector............................................................ NORM
PFD-ND brightness......................................................... ADJUST PFD-ND brightness......................................................... ADJUST
PFD-ND.............................................................................CHECK PFD-ND.............................................................................CHECK
IRS ALIGN........................................................................ CHECK
ECAM CONTROL PANEL:
PF PM
LDG ELEV (ECAM)............................................... CHECK AUTO LDG ELEV (ECAM)............................................... CHECK AUTO
ECAM STATUS................................................................ CHECK
TAKEOFF BRIEFING:
PF PM
TAKEOFF BRIEFING.................................................. PERFORM
BEFORE PUSHBACK OR START

BEFORE START CLEARANCE:
PF PM
FOB...................................................................................CHECK FOB...................................................................................CHECK
LOADSHEET DATA.........................................................INSERT LOADSHEET DATA INSERTION................................ MONITOR
•The Captain shall ensure the RTOW entries are correct:
T.O. DATA........................................................................ CHECK
MCDU PERF T.O.............................................................INSERT MCDU PERF T.O. INSERTION........................... CROSSCHECK
SEATING POSITION.......................................................ADJUST SEATING POSITION.......................................................ADJUST
FMS PERF TO page.......................................................SELECT FMS F-PLN page............................................................ SELECT
EXT PWR .............................................................CHECK AVAIL
EXT PWR DISCONNECTION ................................... REQUEST
BEFORE START C/L down to the line...................... COMPLETE BEFORE START C/L down to the line...................... COMPLETE
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
AT START CLEARANCE:
PF PM
PUSHBACK/START CLEARANCE..................................OBTAIN
ATC......................................................... SET FOR OPERATION
WINDOWS/DOORS........................................................CLOSED WINDOWS/DOORS........................................................CLOSED
BEACON sw............................................................................ ON
ACCU PRESS.................................................................. CHECK
NWS STRG DISC.........................................................AS RQRD
PARK BRAKE ............................................................. AS RQRD
BEFORE START C/L below the line......................... COMPLETE BEFORE START C/L below the line......................... COMPLETE
ENG START
PF PM
ENG START selector.................................................IGN START
ENGINE 1 START.................................................... ANNOUNCE
ENG MASTER switch 1...........................................................ON
ENG IDLE PARAMETERS............................................... CHECK
ENG 2 START.......................................................... ANNOUNCE
REPEAT THE START SEQUENCE FOR ENG 2
AFTER START
PF PM
ENG START selector......................................................... NORM
APU BLEED pb-sw................................................................ OFF GND SPOILERS................................................................... ARM
ENG ANTI ICE pb-sw...................................................AS RQRD RUD TRIM...........................................................................ZERO
WING ANTI ICE pb-sw.................................................AS RQRD FLAPS.................................................................................... SET
APU MASTER sw.........................................................AS RQRD PITCH TRIM...........................................................................SET
SLIDES............................................................... CHECK ARMED
ECAM STATUS................................................................ CHECK ECAM STATUS................................................................ CHECK
CLEAR TO DISCONNECT....................................... ANNOUNCE
NWS STRG DISC MEMO...................CHECK NOT DISPLAYED
AFTER START C/L................................................... COMPLETE AFTER START C/L................................................... COMPLETE
TAXI
PF PM
TAXI CLEARANCE.......................................................... OBTAIN
PARK BRAKE handle............................................................ OFF BRAKE PRESSURE........................................ CHECK AT ZERO
THRUST LEVERS........................................................ AS RQRD
BRAKES............................................................................CHECK BRAKES............................................................................CHECK
F/CTL................................................................................ CHECK F/CTL................................................................................ CHECK
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
PF PM
•Runway change procedure
ATC clearance..............................................................CONFIRM
RTOW DATA....................................................................INSERT RTOW DATA..................................................CHECK and SEND

F-PLN (runway)................................................................REVISE
FLAP lever..................................................... AS APPROPRIATE
MCDU PERF T.O........................................................REINSERT MCDU PERF T.O. INSERTION........................... CROSSCHECK
F-PLN (SID/TRANS)...........................................REVISE/CHECK
INITIAL CLB SPD/LIMIT................................MODIFY or CHECK
FCU ALT/HDG....................................................................... SET
PF PM
PFD/ND.............................................................................CHECK PFD/ND.............................................................................CHECK
RADAR and PWS....................................................................ON
TERR ON ND............................................................... AS RQRD

AUTO BRK............................................................................ MAX
T.O. CONFIG pb..................................................................TEST

T.O. MEMO..................................................... CHECK NO BLUE
TAKEOFF BRIEFING................................................... CONFIRM
•The Captain is responsible for ensuring the FINAL

Loadsheet is checked and acknowledged:
FINAL LOADSHEET.......................................ACKNOWLEDGED FINAL LOADSHEET.......................................ACKNOWLEDGED
BEFORE TAKEOFF C/L down to the line................. COMPLETE BEFORE TAKEOFF C/L down to the line................. COMPLETE
BEFORE TAKEOFF
PF PM
CABIN CREW.................................................................. ADVISE
ENG START selector................................................... AS RQRD
SLIDING TABLE.................................................................STOW SLIDING TABLE.................................................................STOW

PACKS 1+2.................................................................. AS RQRD
BEFORE TAKEOFF C/L below the line.................... COMPLETE BEFORE TAKEOFF C/L below the line.................... COMPLETE
APPROACH PATH..................................... CLEAR OF TRAFFIC APPROACH PATH..................................... CLEAR OF TRAFFIC
TAKEOFF RUNWAY.................................................... CONFIRM TAKEOFF RUNWAY.................................................... CONFIRM
TAKEOFF
PF PM
TAKEOFF..................................................................ANNOUNCE
BRAKES........................................................................RELEASE
•Takeoff thrust is set by CM1: •CM2 starts the Chrono:

THRUST LEVERS...............................................FLX/DRT/TOGA CHRONO........................................................................... START
DIRECTIONAL CONTROL....................................USE RUDDER
FMA...........................................................................ANNOUNCE PFD/ND........................................................................ MONITOR
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

PF PM
•Below 80 kt: N1 (EPR).......................................................................... CHECK
THRUST SET........................................................... ANNOUNCE
PFD and ENG indications............................................ MONITOR
•At 100 kt: ONE HUNDRED KNOTS..........................................ANNOUNCE
100 kt................................................................................ CHECK
•At V1: V1............................................................MONITOR/ANNOUNCE

•At VR: ROTATION....................................................................... ORDER
ROTATION.................................................................. PERFORM
•When positive climb: POSITIVE CLIMB..................................................... ANNOUNCE

L/G UP..............................................................................ORDER L/G.............................................................................SELECT UP
AP................................................................................. AS RQRD
•At thrust reduction altitude:
THRUST LEVERS.................................................................... CL PACK 1 (if applicable)............................................................. ON

•At F speed:
FLAPS 1........................................................................... ORDER FLAPS 1.......................................................................... SELECT

•At S speed and accelerating to GD speed or greater:

GND SPOILERS............................................................. DISARM
PACK 2 (if applicable)............................................................. ON
AFTER TAKEOFF
PF PM
APU BLEED pb-sw.......................................................AS RQRD
APU MASTER pb-sw....................................................AS RQRD

ENG START selector................................................... AS RQRD
ANTI ICE pb-sw............................................................AS RQRD
AFTER TAKEOFF C/L...............................................COMPLETE AFTER TAKEOFF C/L...............................................COMPLETE
CLIMB
PF PM
MCDU.......................................................................... PERF CLB MCDU..................................................................................F-PLN
•At transition altitude:
BAROMETRIC REFERENCE..............SET STD/CROSSCHECK BAROMETRIC REFERENCE..............SET STD/CROSSCHECK
RADAR........................................... ADJUST AS APPROPRIATE ENG ANTI ICE............................................................. AS RQRD
•At 10 000 ft:
LAND LIGHTS sw.................................................................. OFF
SEAT BELTS sw.......................................................... AS RQRD
EFIS option...................................................................AS RQRD EFIS option...................................................................AS RQRD

ECAM MEMO..................................................................REVIEW
SEC F-PLN...................................................................AS RQRD
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

PF PM
NAVAIDS........................................................................... CLEAR
OPT/MAX ALT.................................................................. CHECK
CRUISE
PF PM
ECAM MEMO/SD PAGES.............................................. REVIEW
FLIGHT PROGRESS........................................................CHECK FLIGHT PROGRESS................................................... MONITOR

STEP FLIGHT LEVEL................................... AS APPROPRIATE
NAVIGATION ACCURACY.......................................... MONITOR
RADAR........................................... ADJUST AS APPROPRIATE
DESCENT PREPARATION
PF PM
WEATHER AND LANDING INFORMATION................... OBTAIN
LANDING PERFORMANCE.........................................CONFIRM LANDING PERFORMANCE............................................. CHECK

FMS.............................................................................. PREPARE FMS PREPARATION........................................................CHECK
LDG ELEV........................................................................ CHECK
AUTO BRK................................................................... AS RQRD
APPR BRIEFING.........................................................PERFORM
TERR ON ND............................................................... AS RQRD
RADAR........................................... ADJUST AS APPROPRIATE
ENG ANTI ICE............................................................. AS RQRD

WING ANTI ICE............................................................AS RQRD
DESCENT CLEARANCE................................................. OBTAIN
CLEARED ALTITUDE ON FCU............................................. SET
DESCENT
PF PM
DESCENT.......................................................................INITIATE
MCDU.................................................... PROG/PERF DESCENT MCDU..................................................................................F-PLN

DESCENT......................................................MONITOR/ADJUST
•When cleared to descend to an altitude:
BAROMETRIC REFERENCE...................... SET/CROSSCHECK BAROMETRIC REFERENCE...................... SET/CROSSCHECK
APPROACH C/L..........................................................PERFORM APPROACH C/L..........................................................PERFORM

•At 10 000 ft:
LAND LIGHTS sw.................................................................. SET
EFIS option pb.....................................................................CSTR EFIS option pb.....................................................................CSTR

LS pb............................................................................ AS RQRD LS pb............................................................................ AS RQRD
RADIO NAV.........................................................SELECT/IDENT
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

PF PM
•If GPS PRIMARY not available
NAV ACCURACY............................................................. CHECK
AIRCRAFT CONFIGURATION FOR APPROACH

INITIAL APPROACH:
PF PM
F-PLN SEQUENCING..................................................... ADJUST
APPR PHASE ACTIVATE........................................... REQUEST APPR PHASE..............................................................ACTIVATE

MANAGED SPEED...................................................... AS RQRD
FLIGHT PATH.............................................................. MONITOR NAV ACCURACY.........................................................MONITOR

SPEED BRAKES lever................................................. AS RQRD
RADAR..................................................ADJUST AS REQUIRED
INTERMEDIATE/FINAL APPROACH:
PF PM
•At green dot:

•At 2 500 ft AGL:

•When flaps 2:
L/G DOWN....................................................................... ORDER L/G...................................................................... SELECT DOWN

AUTO BRAKE.............................................................. CONFIRM
GND SPOILERS................................................................... ARM
•When landing gear down:

ECAM WHEEL PAGE...................................................... CHECK
•When flaps 3:
FLAPS FULL.................................................................... ORDER FLAPS FULL................................................................... SELECT

A/THR.....................................CHECK IN SPEED MODE or OFF
SLIDING TABLE.................................................................STOW SLIDING TABLE.................................................................STOW

LDG MEMO..................................................... CHECK NO BLUE
LDG C/L.....................................................................COMPLETE LDG C/L.....................................................................COMPLETE

FLIGHT PARAMETERS............................................... MONITOR
APPROACH USING LOC G/S GUIDANCE

INITIAL / INTERMEDIATE APPROACH:
PF PM
APPR pb on FCU............................................................. PRESS
BOTH AP....................................................................... ENGAGE
LOC.................................................................... CHECK ARMED
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

INITIAL / INTERMEDIATE APPROACH:
PF PM
G/S......................................................................CHECK ARMED
LOC CAPTURE............................................................MONITOR
G/S CAPTURE............................................................. MONITOR
GO-AROUND ALT................................................................. SET GO-AROUND ALT............................................................CHECK
FINAL APPROACH:
PF PM
•At minimum + 100 ft: ONE HUNDRED ABOVE................... MONITOR or ANNOUNCE

•At minimum:
CONTINUE or GO-AROUND................................... ANNOUNCE MINIMUM........................................... MONITOR or ANNOUNCE
APPROACH USING FINAL APP GUIDANCE

DESCENT PREPARATION:
PF PM
F-PLN A Page..............................................................PREPARE F-PLN A Page.................................................................. CHECK
PROG Page...............................................................COMPLETE PROG Page...............................................................COMPLETE
GO-AROUND STRATEGY..............................................REVIEW
DESCENT:
PF PM
•At 10 000 ft:
•For RNAV(GNSS):
GPS PRIMARY.................................................................CHECK
•The use of V/DEV requires a precise BARO (QNH) setting. When using FINAL APP mode, the maximum acceptable
discrepancy between altimeters is 100 ft.
INITIAL/INTERMEDIATE/FINAL APPROACH:
PF PM
POSITION.....................................................................MONITOR
APPR pb on FCU............................................................. PRESS
APP NAV.....................................CHECK ARMED or ENGAGED
FINAL..................................................................CHECK ARMED
•At final descent point:
FINAL APP.................................................... CHECK ENGAGED

•At minimum:
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
APPROACH USING FPA GUIDANCE

DESCENT PREPARATION:
PF PM
F-PLN A Page..............................................................PREPARE F-PLN A Page.................................................................. CHECK
PROG Page...............................................................COMPLETE PROG Page...............................................................COMPLETE
GO-AROUND STRATEGY..............................................REVIEW
DESCENT:
PF PM
•At 10 000 ft:
•For RNAV(GNSS):
GPS PRIMARY ................................................................CHECK
INITIAL/INTERMEDIATE/FINAL APPROACH:
PF PM
LATERAL GUIDANCE MODE..................SET FOR APPROACH
•For LOC only, ILS G/S OUT, and back course localizer
approaches
LOC pb-sw.............................................................. PRESS
LOC / LOC B/C........................................ CHECK ARMED
LATERAL PATH........................................................INTERCEPT
TRK FPA (Bird)............................................................... SELECT
FPA FOR FINAL APPROACH............................................... SET
•At 0.3 NM from the final descent point:
FPA selector.........................................................................PULL
FPA................................................................CHECK ENGAGED
POSITION/FLT PATH.................................................. MONITOR

•At minimum:
LANDING
PF PM
•In stabilized conditions at approx 40 ft:
FLARE......................................................................... PERFORM ATTITUDE.................................................................... MONITOR

•At touchdown:
DEROTATION................................................................ INITIATE
ALL REVERSER LEVERS...................... REV MAX or REV IDLE GND SPOILERS......................................... CHECK/ANNOUNCE
REVERSERS.............................................. CHECK/ANNOUNCE
DIRECTIONAL CONTROL.............................................ENSURE DIRECTIONAL CONTROL...........................................MONITOR
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

PF PM
BRAKES....................................................................... AS RQRD DECELERATION.........................................CHECK/ANNOUNCE
•At 70 kt:
ALL REVERSER LEVERS....................................................IDLE 70 kt .........................................................................ANNOUNCE

•At taxi speed:
ALL REVERSER LEVERS................................................. STOW
•Before 20 kt:
AUTO BRK...............................................................DISENGAGE
GO AROUND
PF PM
THRUST LEVERS.............................................................. TOGA
ROTATION.................................................................. PERFORM
GO-AROUND............................................................ANNOUNCE FLAPS lever.................................................. SELECT AS RQRD

FMA...........................................................................ANNOUNCE
POSITIVE CLIMB..................................................... ANNOUNCE
L/G UP..............................................................................ORDER L/G UP.............................................................................SELECT

AP................................................................................. AS RQRD
NAV or HDG mode.......................................................AS RQRD
•At go-around thrust reduction altitude:
THRUST LEVERS.................................................................... CL
•At go-around acceleration altitude:
SPEED..........................................................................MONITOR
•At F speed:

•At S speed and accelerating to GD speed or greater:

AFTER TAKEOFF C/L...............................................COMPLETE AFTER TAKEOFF C/L...............................................COMPLETE
AFTER LANDING
PF PM
•Commence the following when:
‐ The runway is vacated

‐ Taxi Instructions have been received and understood by both pilots
RADAR.........................................................................OFF/STBY
PREDICTIVE WINDSHEAR...................................................OFF
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16

PF PM
ENG START selector......................................................... NORM
FLAPS.......................................................................... RETRACT
APU....................................................................................START
ANTI ICE...................................................................... AS RQRD
BRAKE TEMP...................................................................CHECK
AFTER LDG C/L........................................................COMPLETE AFTER LDG C/L........................................................COMPLETE

RETI PROCEDURE...........................................................APPLY
PARKING
PF PM
ACCU PRESS.................................................................. CHECK
PARK BRAKE handle handle.................................................. ON
ANTI-ICE................................................................................ OFF
APU BLEED pb-sw..................................................................ON
ENG MASTER 1, 2................................................................OFF
SEAT BELTS......................................................................... OFF
SLIDES ........................................................CHECK DISARMED FUEL PUMPS........................................................................ OFF

EXTERIOR LIGHTS............................................................... SET ATC...................................................................................... STBY
GROUND CONTACT................................................ ESTABLISH IRS PERFORMANCE.......................................................CHECK
FUEL QTY........................................................................ CHECK
DU's........................................................................................ DIM DU's........................................................................................ DIM

PARKING C/L............................................................COMPLETE PARKING C/L............................................................COMPLETE
SECURING THE AIRCRAFT

CM1 CM2
PARK BRAKE handle .............................................................ON
ALL IR MODE selectors.........................................................OFF OXY CREW SUPPLY pb....................................................... OFF

APU BLEED pb-sw................................................................ OFF
EXT PWR pb................................................................ AS RQRD

APU MASTER sw.................................................................. OFF
EMER EXIT LT sw.................................................................OFF

SIGNS sw...............................................................................OFF
BAT 1 + 2 + APU.................................................................. OFF
SECURING C/L......................................................... COMPLETE SECURING C/L......................................................... COMPLETE
CPA MSN 0113 B-HLF

NP-NP-2
330-342 07 JUN 16
CPA MSN 0113 B-HLF

PER
IN FLIGHT PERFORMANCE
1/2
Speeds PER-A
Operating Speeds.....................................................................................1/2
Green Dot Speed..................................................................................... 1/2
VLS........................................................................................................... 1/2
Fuel Penalty Factors PER-B
Use of Fuel Penalty Factor Tables...........................................................1/4
Fuel Penalty Factors/ECAM Alert Table.................................................. 2/4
Fuel Penalty Factors/Inop Sys Table....................................................... 3/4
Landing Performance Assessment PER-C
Method to Determine Aircraft Performance at Landing without or with a
Single Failure............................................................................................1/6
Method to Determine Aircraft Performance at Landing with Several
Failures..................................................................................................... 2/6
Runway Condition Assessment Matrix for Landing..................................3/6
VAPP Determination without Failure........................................................ 4/6
VAPP Determination with Failure............................................................. 5/6
Landing Distance without Failure PER-D
Landing Distance without Failure ............................................................1/2
ACARS Landing Fail Code PER-ACA
ACARS Landing Fail Code.......................................................................1/2
Landing Distance with Electrical System Failure PER-24
Landing Distance with Flight Controls System Failure PER-27
Landing Distance with Slats and Flaps System Failure PER-27A
Landing Distance with Fuel System Failure PER-28
Landing Distance with Hydraulic System Failure PER-29
Landing Distance with Anti Ice System Failure PER-30
Landing Distance with Brake System Failure PER-32
Landing Distance with Navigation System Failure PER-34
Landing Distance with Bleed System Failure PER-36
CPA MSN 0113 B-HLF

PER
IN FLIGHT PERFORMANCE
2/2

Landing Distance with Engine System Failure PER-70
One Engine Inoperative PER-E

Ceilings..................................................................................................... 1/4
Gross Flight Path Descent at Green Dot Speed...................................... 2/4
Cruise at Long Range Cruise speed........................................................3/4
In Cruise Quick Check Long Range.........................................................4/4
All Engines Operative PER-G
Optimum & Maximum Altitudes................................................................1/4
In Cruise Quick Check at a Given Mach Number.................................... 2/4
Cost Index for Long Range Cruise SpeeD...............................................3/4
Standard Descent.....................................................................................3/4
Quick Determination Table of Alternate Flight Planning...........................4/4
Flight Without Cabin Pressurization PER-H
In Cruise Quick Check FL 100 Long Range............................................ 1/2
Miscellaneous PER-I
Ground Distance / Air Distance Conversion.............................................1/4
IAS / MACH Conversion...........................................................................2/4
ISA Temperature and Pressure Altitude Correction................................. 3/4
CPA MSN 0113 B-HLF

PER-A
IN FLIGHT PERFORMANCE 1/2
330-342 30 JUN 15
OPERATING SPEEDS
OPERATING SPEEDS (KT)
Weight (1000 KG) S VLS CONF 1 F (1) VLS CONF 2 VLS CONF 3 VREF
240 210 187 168 165 159 156

220 200 179 161 158 152 149
200 190 170 153 150 145 142
180 180 162 145 143 138 135
160 170 152 137 135 130 127
140 159 143 131 126 126 126
120 147 133 131 126 126 126
(1)
For approach :
In CONF 2 : Add 14 %. F is limited to 141 kt (low limit).
In CONF 3 : Add 4 %. F is limited to 136 kt (low limit).
GREEN DOT SPEED

GREEN DOT SPEED (KT) ALL ENGINES OPERATIVE
Weight (1000 KG) at or below FL 200 FL 300 FL 400
240 251 261 271
220 239 249 259
200 227 237 247
180 215 225 235
160 203 213 223
140 191 201 211
120 179 189 199
GREEN DOT SPEED WITH ONE OR TWO ENGINES INOP : Subtract 10 kt from these values.
VLS
VLS CONF 0 (KT)
1.23 VS 0.3 g buffet margin
Weight (1000 KG)
FL 0 FL 100 FL 200 FL 200 FL 300 FL 400
240 212 223 237 233 245 –
220 203 208 226 220 233 –
200 193 197 214 207 220 243
180 183 185 200 193 206 221
160 173 174 183 177 194 203
140 161 162 166 160 177 187
120 150 150 151 143 161 171
CPA MSN 0113 B-HLF

PER-A
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-B
330-342 07 JUN 16
USE OF FUEL PENALTY FACTOR TABLES

USE OF THE FUEL PENALTY FACTORS
The Fuel Penalty Factors provided in the following tables are conservative values, given as a guideline in
order to increase the crew awareness and to help the decision making.
Note: In case of failure impacting the fuel consumption, the fuel predictions provided by the FMS are
no longer reliable (except in One Engine Inoperative OEI condition). The flight crew must still
compute and monitor the actual fuel consumption.
Refer to the following tables in order to assess the impact of the failure on the fuel consumption after any
ECAM alert that:
‐ Displays the line INCREASED FUEL CONSUMP or FUEL CONSUMPT INCRSD in the
STATUS SD page, or
‐ Displays Flight Control Surfaces in the INOP SYS, or
‐ Impacts the Landing Gears or Landing Gear Doors retraction (when extended).
The Fuel Penalty Factors given in these tables have been calculated taking into account:
‐ The FUEL CRITICAL INOP SYS, and
‐ The aircraft configuration, speed or altitude described in the CONDITIONS column.
Ensure that all these conditions are well met before applying the corresponding Fuel Penalty Factor.
METHODOLOGY
The methodology is the following:
‐ Check the ECAM ALERT table to determine if a Fuel Penalty Factor is applicable depending on the
CONDITIONS column, then
‐ Check the INOP SYS table in order to determine if, according to the actual aircraft status, there is a
Fuel Penalty Factor applicable depending on the CONDITIONS column
‐ If only one Fuel Penalty Factor (FPF) is applicable:

TRIP FUEL PENALTY = (FOB - EFOB at DEST) x FPF
The FMS fuel predictions must be recomputed to take into account this trip fuel penalty.
‐ If two or more Fuel Penalty Factors (FPF) are applicable:

TRIP FUEL PENALTY = (FOB - EFOB at DEST) x ( FPF1 + FPF2 +...)
The FMS fuel predictions must be recomputed to take into account this trip fuel penalty.
Note: Due to previous failures in flight or dispatch under MEL, some failures could have an impact
on the fuel consumption:
‐ Without being mentioned in the ECAM ALERT table (only through INOP SYS table), or
‐ If mentioned in the ECAM ALERT table, with additional INOP SYS (other than the one(s)
described in the FUEL CRITICAL INOP SYS column for this specific ECAM alert) impacting
also the fuel consumption.
Example:
• Dispatch with the PRIM 3 inoperative under MEL
• F/CTL SEC 1 FAULT ECAM caution in flight
• These two failures lead to the loss of the left outboard aileron
• INOP SYS will displayed “L OUTR AIL”
There is no F/CTL SEC 1 FAULT entry in the ECAM table, however there is an entry L(R)
INR(OUTR) AIL in the INOP SYS table. Apply the Fuel Penalty Factor related to the INOP SYS “L
OUTR AIL” partially extended.
Therefore, TRIP FUEL PENALTY = (FOB - EFOB at DEST) x 15 %
CPA MSN 0113 B-HLF

PER-B
330-342 07 JUN 16
FUEL PENALTY FACTORS/ECAM ALERT TABLE

FUEL
FUEL CRITICAL
SYS ECAM ALERT CONDITIONS PENALTY
INOP SYS
FACTOR
If one aileron is indicated fully extended
L(R) INR (OUTR) AIL 35 %
(upwards or downwards)
L(R) INR (OUTR) AIL FAULT
L(R) INR (OUTR) AIL If one or both aileron(s) is/are indicated
15 %
or L+R INR (OUTR) AIL partially extended
If one spoiler is suspected fully extended (2)

Cruise Conditions:
OPT SPEED................ COST INDEX 0
Set Cost Index (CI) to 0 and use managed
speed. 45 %
SPLR (affected) CRUISE ALT.................AS REQUIRED
Current Flight Level (FL) may not be
maintained due to increased drag. Maintain
a cruise FL as high as possible.
SPLR FAULT If one spoiler or one pair of spoilers is
F/CTL 8%
partially extended (zero hinge moment)
PART SPLRS If spoiler 2 or 3 is partially extended after the Up to 7 %

loss of the B hydraulic system (1)
with BLUE HYD (3)
PART SPLRS If spoiler 1 or 5 is partially extended after the Up to 8 %

loss of the G hydraulic system (1)
with GREEN HYD (3)
PART SPLRS with If spoiler 4 or 6 is partially extended after the Up to 15 %

loss of the Y hydraulic system (1)
YELLOW HYD (3)
ELEV REDUND LOST - If ailerons are preset upwards 20 %

FLAPS FAULT/LOCKED FLAPS If Flaps are extended 120 %
SLATS FAULT/LOCKED SLATS If Slats are extended 50 %
SLATS + FLAPS FAULT/LOCKED SLATS+FLAPS If Slats and Flaps are extended 150 %
If spoilers 2 and 3 are indicated extended (at
B SYS LO PR PART SPLRS 16 %
the time of the failure)
G SYS LO PR PART SPLRS 16 %
Y SYS LO PR PART SPLRS 16 %
Both inner ailerons are failed 20 %
to
G+B SYS LO PR
L+R INR AIL SPLR Spoilers 1, 2, 3 and 5 (1)
(1+2+3+5) L ELEV Left elevator is failed 30 %
HYD (4)
RAT is extended
Both outer ailerons are failed 20 %
to
G+Y SYS LO PR
L+R OUTR AIL SPLR Spoilers 1, 4, 5 and 6 (1)
(1+4+5+6) R ELEV Right elevator is failed 30 %
(4)
RAT is extended
0%
to
B+Y SYS LO PR
SPLR (2+3+4+6) Spoilers 2, 3, 4 and 6 (1)
STABILIZER Stabilizer is jammed 15 %
(4)
RETRACTION FAULT
L(R) LENGTHENING FAULT
L/G RETRACT All landing gears are extended 180 %
L/G GEAR NOT UPLOCKED
GEAR UPLOCK FAULT
DOORS NOT CLOSED L/G DOOR All landing gears doors are extended 15 %
(1) During the flight, the spoiler(s) may gradually extend and increase(s) the fuel consumption.
(2) A visual inspection, if time permits, can confirm the full extension of the spoiler.
CPA MSN 0113 B-HLF

PER-B
330-342 07 JUN 16
(3) The maximum value of the Fuel Penalty Factor provided in the table considers that the two pairs of
corresponding spoilers gradually extend during the flight.
(4) The minimum value of the Fuel Penalty Factor provided in the table considers that all spoilers remain
retracted. The maximum value has been calculated considering that all impacted spoilers gradually extend
during the flight.
FUEL PENALTY FACTORS/INOP SYS TABLE

FUEL PENALTY
SYS INOP SYS CONDITIONS
FACTOR
L(R) INR (OUTR) AIL If one or both aileron(s) is/are indicated partially
15 %
or L+R INR (OUTR) AIL extended
F/CTL FLAPS If Flaps are extended 120 %

SLATS If Slats are extended 50 %
SLATS+FLAPS If Slats and Flaps are extended 150 %
L/G L/G DOOR All landing gears doors are extended 15 %
CPA MSN 0113 B-HLF

PER-B
330-342 07 JUN 16
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
METHOD TO DETERMINE AIRCRAFT PERFORMANCE

AT LANDING WITHOUT OR WITH A SINGLE FAILURE
Use the following method to determine the runway landing performance level, the FLAPS lever position for
landing, the VAPP, and the Factored Landing Distance (FLD):
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
METHOD TO DETERMINE AIRCRAFT PERFORMANCE

AT LANDING WITH SEVERAL FAILURES
Use the following method to determine the runway landing performance level, the FLAPS lever position for
landing, the VAPP, and the Factored Landing Distance (FLD):
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
RUNWAY CONDITION ASSESSMENT

MATRIX FOR LANDING
The RCAM table has been designed to assist crews in determining the braking action that may be expected
for a given runway condition, for landing only.
USE OF THE CROSSWIND LIMITS IN THE TABLE BELOW ARE NOT APPROVED FOR CX
OPERATIONS, EXCEPT IN AN EMERGENCY.
Refer to NP-NP-1 Wet and Contaminated Runway - Take-off and Landing for Company Crosswind
Limitations and ACARS codes for Takeoff and Landing.
Note: For Automatic Approach, Landing and Roll Out limitations, refer to FCOM LIM-22.
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
VAPP DETERMINATION WITHOUT FAILURE

The FMGS performs the following VAPP computation for landing in normal configuration (CONF 3 or CONF
FULL).
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
VAPP DETERMINATION WITH FAILURE
CPA MSN 0113 B-HLF

PER-C
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-D
330-342 30 JUN 15
LANDING DISTANCE WITHOUT FAILURE

The Reference Distance (REF DIST) considers : Sea Level (SL), ISA, no wind, no slope, no engine
(1)
reverse thrust, manual landing , VAPP=VLS without APPR COR.
6 - DRY
Corrections on Landing Distance (ft) WGT
(2)
SPD ALT WIND TEMP SLOPE REV OVW
Per
REF DIST Per 10T Per 10°C Per 1% Per Thrust If OVW
LDG 1000ft Per
Braking Mode (ft) for above Per 5kt above Down Reverser PROC
CONF above 5kt TW
190T 190T ISA Slope Operative applied
SL
FULL 4 130 + 550 + 250 + 150 + 450 + 130 + 60 - 40 + 2 140
Maximum MANUAL
3 4 320 + 600 + 250 + 160 + 470 + 140 + 70 - 40 + 2 380
FULL 5 480 + 430 + 320 + 170 + 490 + 160 + 50 - 10 + 220
AUTOBRAKE MED
3 5 810 + 480 + 330 + 190 + 500 + 170 + 60 - 10 + 250
FULL 7 180 + 500 + 420 + 240 + 690 + 230 + 100 - 90 + 310
AUTOBRAKE LOW
3 7 660 + 550 + 440 + 260 + 710 + 240 + 120 - 100 + 340
(1) Automatic Landing correction: if CONF FULL, add 640ft. If CONF 3, add 410ft.
(2) Weight correction: if CONF FULL, subtract 90ft per 10T below 190T. If CONF 3, subtract 120ft per 10T below 190T.
5 - GOOD
(2)
Per
LDG 1000ft Per
CONF above 5kt TW
SL
FULL 5 010 + 560 + 360 + 230 + 680 + 200 + 130 - 90 + 1 700
Maximum MANUAL
3 5 360 + 630 + 370 + 250 + 720 + 220 + 150 - 100 + 1 890
FULL 5 590 + 550 + 360 + 230 + 670 + 200 + 120 - 10 + 340
AUTOBRAKE MED
3 5 980 + 630 + 380 + 250 + 710 + 220 + 150 - 10 + 400
FULL 7 180 + 500 + 420 + 240 + 690 + 230 + 100 - 90 + 310
AUTOBRAKE LOW
3 7 660 + 550 + 440 + 260 + 710 + 240 + 120 - 100 + 340
4 - GOOD TO MEDIUM
(2)
Per
LDG 1000ft Per
CONF above 5kt TW
SL
FULL 5 730 + 430 + 300 + 200 + 610 + 180 + 190 - 150 + 1 920
Maximum MANUAL
3 6 060 + 470 + 310 + 210 + 630 + 190 + 210 - 160 + 2 150
FULL 6 240 + 410 + 310 + 200 + 640 + 190 + 210 - 160 + 290
AUTOBRAKE MED
3 6 620 + 450 + 330 + 220 + 650 + 200 + 240 - 180 + 330
FULL 7 200 + 500 + 420 + 240 + 710 + 230 + 150 - 90 + 310
AUTOBRAKE LOW
3 7 680 + 550 + 440 + 260 + 730 + 240 + 170 - 100 + 340
CPA MSN 0113 B-HLF

PER-D
330-342 30 JUN 15
3 - MEDIUM
(2)
Per
LDG 1000ft Per
CONF above 5kt TW
SL
FULL 6 370 + 490 + 340 + 220 + 710 + 210 + 270 - 200 + 1 810
Maximum MANUAL
3 6 770 + 530 + 340 + 240 + 740 + 220 + 300 - 210 + 2 030
FULL 6 830 + 470 + 340 + 230 + 740 + 220 + 290 - 230 + 320
AUTOBRAKE MED
3 7 270 + 510 + 360 + 250 + 760 + 230 + 330 - 260 + 370
FULL 7 410 + 530 + 430 + 250 + 770 + 240 + 260 - 100 + 310
AUTOBRAKE LOW
3 7 910 + 580 + 440 + 270 + 800 + 250 + 290 - 110 + 350
2 - MEDIUM TO POOR
(2)
Per
LDG 1000ft Per
CONF above 5kt TW
SL
FULL 7 350 + 860 + 530 + 380 + 1 200 + 350 + 430 - 270 + 1 190
Maximum MANUAL
3 8 050 + 970 + 560 + 420 + 1 290 + 380 + 530 - 310 + 1 370
FULL 7 570 + 850 + 530 + 380 + 1 210 + 340 + 440 - 290 + 480
AUTOBRAKE MED
3 8 300 + 960 + 560 + 430 + 1 300 + 380 + 560 - 340 + 560
FULL 7 740 + 860 + 520 + 380 + 1 220 + 350 + 450 - 100 + 460
AUTOBRAKE LOW
3 8 480 + 960 + 560 + 430 + 1 300 + 390 + 570 - 110 + 530
1 - POOR
(2)
Per
LDG 1000ft Per
CONF above 5kt TW
SL
FULL 11 400 + 950 + 500 + 400 + 1 740 + 400 + 2 140 - 610 + 1 190
Maximum MANUAL
3 12 340 + 1 050 + 530 + 440 + 1 800 + 440 + 2 440 - 710 + 1 370
FULL 11 610 + 940 + 500 + 400 + 1 750 + 410 + 2 150 - 630 + 490
AUTOBRAKE MED
3 12 580 + 1 040 + 530 + 450 + 1 810 + 440 + 2 450 - 740 + 560
FULL 11 770 + 950 + 500 + 410 + 1 750 + 420 + 2 150 - 650 + 460
AUTOBRAKE LOW
3 12 760 + 1 050 + 530 + 450 + 1 820 + 450 + 2 460 - 760 + 530
CPA MSN 0113 B-HLF

PER-ACA
330-342 30 JUN 15
ACARS LANDING FAIL CODE

SYSTEM FAILURE CODE
DC BUS 1+2 FAULT ELEC01
DC BUS 2 FAULT ELEC02
ELEC DC ESS BUS FAULT (IF ICE ACCRETION) ELEC03
DC ESS BUS SHED (IF ICE ACCRETION) ELEC04
EMER CONFIG ELEC05
STAB CTL FAULT (MAN TRIM NOT AVAILABLE) F/CTL01
STAB CTL FAULT (MAN TRIM AVAILABLE) F/CTL02
L/R/L+R ELEV FAULT F/CTL03
RUD TRV LIM FAULT F/CTL04
RUD TRV LIM FAULT (ENGINE OUT) F/CTL05
RUDDER JAM F/CTL06
RUDDER JAM (ENGINE OUT) F/CTL07
ALTN/DIRECT LAW F/CTL08
F/CTL YAW DAMPER FAULT F/CTL09
PRIM 1(2)(3)/1+2 FAULT F/CTL10
PRIM 1+3/2+3 FAULT F/CTL11
PRIM 1+2+3 FAULT F/CTL12
SEC 1(2)/1+2 FAULT F/CTL13
PRIM1(2)(3) + SEC1(2) FAULT F/CTL14
PART OF SPOILERS F/CTL15
HALF OF SPOILERS F/CTL16
MOST OF SPOILERS F/CTL17
ALL SPOILERS/GND SPOILER FAULT F/CTL18
0≤FLAPS<1+F S/F01
1+F≤FLAPS<2 S/F02
FLAP FAULT 2≤FLAPS<3 S/F03
FLAPS=3 S/F04
FLAPS>3 S/F05
0≤SLATS<1 S/F06
SLATS FAULT 1≤SLATS<2 S/F07
SLATS≥2 S/F08
NO FLAPS/NO SLATS S/F09
0≤FLAPS<1+F S/F10
S/F 1+F≤FLAPS<2 S/F11
0≤SLATS<1 2≤FLAPS<3 S/F12
FLAPS=3 S/F13
FLAPS>3 S/F14
0≤FLAPS<1+F S/F15
1+F≤FLAPS<2 S/F16
1≤SLATS<2 2≤FLAPS<3 S/F17
FLAPS=3 S/F18
FLAPS>3 S/F19
SLATS≥2 0≤FLAPS<1+F S/F20
CPA MSN 0113 B-HLF

PER-ACA
330-342 30 JUN 15

SYSTEM FAILURE CODE
1+F≤FLAPS<2 S/F21
S/F 2≤FLAPS<3 S/F22
FLAPS=3 S/F23
FLAPS>3 S/F24
T TANK UNUSABLE
FUEL (IF CG>AFT CG LIMIT SHOWN IN Refer to QRH ABN 28.06)
FUEL01
G SYS LO PR HYD01
B SYS LO PR HYD02
Y SYS LO PR HYD03
B SYS LO PR (G SYS SUPPLIED BY THE RAT) HYD04
Y SYS LO PR (G SYS SUPPLIED BY THE RAT) HYD05
0≤FLAP<1+F HYD06
HYD 1+F≤FLAP<2 HYD07
G+Y 2≤FLAP<3 HYD08
FLAP=3 HYD09
FLAP>3 HYD10
SLATS<1 HYD11
G+B 1≤SLATS<2 HYD12
SLATS≥2 HYD13
B+Y HYD14
A.ICE WING LO PR/WING VALVE NOT OPEN/WAI SYS FAULT (IF ICE ACCRETION) A.ICE01
ANTISKID FAULT BRK01
BRK ONE BRK RELEASED BRK02
TWO BRK RELEASED BRK03
UNRELIABLE SPEED INDICATION/ADR CHECK PROC NAV01
DOUBLE ADR/IR FAULT NAV02
NAV
TRIPLE ADR FAULT NAV03
ADR/IR DISAGREE NAV04
WING LEAK/ENG BLEED LEAK/ABNORM BLEED CONFIG/BLEED LO TEMP (IF
BLEED ICE ACRETION)
BLEED01
SHUTDOWN (IF NO DAMAGE) ENG01

SHUTDOWN (IF DAMAGE WITHOUT ICE ACCRETION) ENG02
ENG SHUTDOWN (IF DAMAGE WITH ICE ACCRETION) ENG03
THR LEVER FAULT/DISAGREE ENG04
REV UNLOCKED (WITH BUFFET) ENG05
REV UNLOCKED (WITHOUT BUFFET) ENG06
CPA MSN 0113 B-HLF

PER-24
330-342 30 JUN 15
ELECTRICAL SYSTEM
The Reference Distance (REF DIST) considers : Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual
(1)
landing , maximum manual braking, VAPP = VREF+ΔVREF without APPR COR.
6 - DRY
Corrections on
WGT
(2)
Landing Distance (ft)
FLAPS REF Per Per Per
Per 1% Per Thrust If OVW
LEVER DIST 10T 1000ft Per 10°C
FAILURE ΔVREF Per 5kt Down Reverser PROC
for (ft) for above above 5kt TW above
Slope Operative applied
LDG 190T 190T SL ISA
FULL 0 4 450 + 530 + 270 + 160 + 450 + 140 + 70 INOP + 2 120
DC BUS 1+2 FAULT
3 5 4 640 + 570 + 270 + 170 + 480 + 150 + 70 INOP + 2 370
FULL 0 4 450 + 530 + 270 + 160 + 450 + 140 + 70 - 10 + 2 120
DC BUS 2 FAULT
3 5 4 640 + 570 + 270 + 170 + 480 + 150 + 70 - 10 + 2 370
DC ESS BUS FAULT with FULL 10 4 680 + 540 + 280 + 170 + 460 + 160 + 70 - 50 + 1 380
Ice Accretion 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
DC ESS BUS SHED with FULL 10 4 680 + 540 + 280 + 170 + 460 + 160 + 70 - 50 + 1 380
Ice Accretion 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
EMER CONFIG 3 5 4 640 + 570 + 270 + 170 + 480 + 150 + 70 INOP + 2 370
(1) Automatic Landing correction: add 280ft - (2) Weight correction: subtract 90ft per 10T below 190T
REF DIST without failure (valid for all FLAPS LEVER positions) = 4 130ft
5 - GOOD
Corrections on
WGT
(2)
FULL 0 5 590 + 650 + 450 + 270 + 780 + 250 + 180 INOP + 1 450
DC BUS 1+2 FAULT
3 5 6 000 + 710 + 470 + 300 + 840 + 270 + 210 INOP + 1 660
FULL 0 5 590 + 650 + 450 + 270 + 780 + 250 + 180 - 70 + 1 450
DC BUS 2 FAULT
3 5 6 000 + 710 + 470 + 300 + 840 + 270 + 210 - 90 + 1 660
DC ESS BUS FAULT with FULL 10 5 810 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 900
Ice Accretion 3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
DC ESS BUS SHED with FULL 10 5 810 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 900
Ice Accretion 3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
EMER CONFIG 3 5 6 000 + 710 + 470 + 300 + 840 + 270 + 210 INOP + 1 660
CPA MSN 0113 B-HLF

PER-24
330-342 30 JUN 15

ELECTRICAL SYSTEM
(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
FULL 0 6 400 + 440 + 370 + 230 + 680 + 210 + 250 INOP + 1 760
DC BUS 1+2 FAULT
3 5 6 780 + 460 + 370 + 240 + 700 + 220 + 280 INOP + 2 030
FULL 0 6 400 + 440 + 370 + 230 + 680 + 210 + 250 - 210 + 1 760
DC BUS 2 FAULT
3 5 6 780 + 460 + 370 + 240 + 700 + 220 + 280 - 240 + 2 030
Ice Accretion 3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
Ice Accretion 3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
EMER CONFIG 3 5 6 780 + 460 + 370 + 240 + 700 + 220 + 280 INOP + 2 030
3 - MEDIUM
Corrections on
WGT
(2)
FULL 0 7 220 + 510 + 420 + 260 + 810 + 250 + 380 INOP + 1 610
DC BUS 1+2 FAULT
3 5 7 680 + 530 + 430 + 280 + 830 + 270 + 430 INOP + 1 870
FULL 0 7 220 + 510 + 420 + 260 + 810 + 250 + 380 - 350 + 1 610
DC BUS 2 FAULT
3 5 7 680 + 530 + 430 + 280 + 830 + 270 + 430 - 400 + 1 870
Ice Accretion 3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
Ice Accretion 3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
EMER CONFIG 3 5 7 680 + 530 + 430 + 280 + 830 + 270 + 430 INOP + 1 870
CPA MSN 0113 B-HLF

PER-24
330-342 30 JUN 15

ELECTRICAL SYSTEM
(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
FULL 0 8 620 + 1 010 + 690 + 490 + 1 500 + 450 + 670 INOP + 790
DC BUS 1+2 FAULT
3 5 9 580 + 1 110 + 750 + 550 + 1 650 + 510 + 870 INOP + 980
FULL 0 8 620 + 1 010 + 690 + 490 + 1 500 + 450 + 670 - 480 + 790
DC BUS 2 FAULT
3 5 9 580 + 1 110 + 750 + 550 + 1 650 + 510 + 870 - 650 + 980
DC ESS BUS FAULT with FULL 10 8 520 + 880 + 510 + 420 + 1 240 + 390 + 460 - 390 + 550
Ice Accretion 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
DC ESS BUS SHED with FULL 10 8 520 + 880 + 510 + 420 + 1 240 + 390 + 460 - 390 + 550
Ice Accretion 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
EMER CONFIG 3 5 9 580 + 1 110 + 750 + 550 + 1 650 + 510 + 870 INOP + 980
1 - POOR
Corrections on
WGT
(2)
FULL 0 Landing Distance greater than 18 000 ft for all conditions
DC BUS 1+2 FAULT
3 5 Landing Distance greater than 18 000 ft for all conditions
FULL 0 14 580 + 950 + 690 + 530 + 2 470 + 560 + 3 550 - 3 050 + 790
DC BUS 2 FAULT
3 5 16 010 + 1 020 + 740 + 590 + 2 570 + 630 + 4 110 - 3 560 + 980
DC ESS BUS FAULT with FULL 10 12 540 + 970 + 490 + 450 + 1 780 + 450 + 2 160 - 1 060 + 550
Ice Accretion 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
DC ESS BUS SHED with FULL 10 12 540 + 970 + 490 + 450 + 1 780 + 450 + 2 160 - 1 060 + 550
Ice Accretion 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
EMER CONFIG 3 5 Landing Distance greater than 18 000 ft for all conditions
CPA MSN 0113 B-HLF

PER-24
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15
FLIGHT CONTROLS SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 5 260 + 620 N/A + 190 + 460 + 180 + 100 - 60 + 2 130
man trim not available
STAB CTL FAULT with
3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
man trim available
L/R/L+R ELEV FAULT 2 20 5 270 + 620 N/A + 190 + 460 + 180 + 100 - 60 + 2 130
RUD TRV LIM FAULT 2 20 5 260 + 620 N/A + 190 + 460 + 180 + 100 - 60 + 2 130
RUD TRV LIM FAULT
with engine out
2 160kt 5 360 + 420 N/A + 190 + 460 + 180 + 100 - 90 + 2 200
(Calculated with 160kt
min)
RUDDER JAM 2 20 5 890 + 870 N/A + 280 + 590 + 230 + 150 - 90 + 1 700
RUDDER JAM with
engine out
2 160kt 6 100 + 600 N/A + 280 + 610 + 240 + 160 - 140 + 1 780
min)
ALTN/DIRECT LAW 3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
YAW DAMPER FAULT 3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
FULL 0 4 360 + 530 + 260 + 160 + 460 + 140 + 70 - 50 + 2 080
PRIM 1(2)(3)/1+2 FAULT
3 5 4 550 + 560 + 270 + 170 + 470 + 150 + 80 - 50 + 2 300
FULL 0 4 440 + 530 + 270 + 160 + 450 + 140 + 70 INOP + 2 140
PRIM 1+3/2+3 FAULT
3 5 4 630 + 570 + 270 + 170 + 480 + 150 + 70 INOP + 2 380
PRIM 1+2+3 FAULT 3 5 5 000 + 560 + 320 + 180 + 480 + 160 + 100 INOP + 2 780
FULL 0 4 310 + 520 + 250 + 160 + 460 + 140 + 60 - 40 + 2 020
SEC 1(2)/1+2 FAULT
3 5 4 520 + 560 + 270 + 170 + 470 + 150 + 70 - 50 + 2 240
PRIM 1(2)(3) + SEC 1(2) FULL 0 4 490 + 520 + 270 + 160 + 450 + 140 + 70 - 60 + 2 160
FAULT 3 5 4 680 + 570 + 260 + 170 + 480 + 150 + 70 - 60 + 2 420
FULL 0 4 400 + 530 + 260 + 160 + 450 + 140 + 70 - 50 + 2 110
PART OF SPOILERS
3 5 4 600 + 560 + 260 + 170 + 480 + 140 + 70 - 50 + 2 330
FULL 0 4 490 + 520 + 270 + 160 + 450 + 140 + 70 - 60 + 2 160
HALF OF SPOILERS
3 5 4 680 + 570 + 260 + 170 + 480 + 150 + 70 - 60 + 2 420
FULL 0 4 700 + 510 + 310 + 160 + 450 + 150 + 90 - 80 + 2 340
MOST OF SPOILERS
3 5 4 870 + 560 + 300 + 170 + 470 + 160 + 90 - 80 + 2 630
ALL SPOILERS/ FULL 0 4 840 + 510 + 340 + 170 + 460 + 160 + 100 - 100 + 2 460
GND SPOILER FAULT 3 5 5 000 + 560 + 320 + 180 + 480 + 160 + 100 - 100 + 2 780
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15

(1)
5 - GOOD
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 6 660 + 730 N/A + 320 + 790 + 280 + 200 - 180 + 1 350
STAB CTL FAULT with
3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
man trim available
RUD TRV LIM FAULT
with engine out
2 160kt 7 050 + 400 N/A + 340 + 840 + 310 + 240 - 320 + 1 370
min)
RUDDER JAM 2 20 7 500 + 940 N/A + 430 + 980 + 360 + 320 - 270 + 940
RUDDER JAM with
engine out
2 160kt 8 070 + 570 N/A + 480 + 1 080 + 390 + 400 - 500 + 920
min)
ALTN/DIRECT LAW 3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
YAW DAMPER FAULT 3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
FULL 0 5 420 + 620 + 400 + 250 + 740 + 230 + 150 - 120 + 1 490
3 5 5 800 + 660 + 420 + 280 + 780 + 250 + 180 - 140 + 1 660
FULL 0 5 570 + 640 + 440 + 270 + 760 + 240 + 170 INOP + 1 500
PRIM 1+3/2+3 FAULT
3 5 5 970 + 700 + 460 + 300 + 810 + 270 + 200 INOP + 1 700
PRIM 1+2+3 FAULT 3 5 6 890 + 910 + 670 + 390 + 1 020 + 350 + 360 INOP + 2 060
FULL 0 5 320 + 590 + 380 + 250 + 720 + 220 + 140 - 110 + 1 450
SEC 1(2)/1+2 FAULT
3 5 5 700 + 640 + 400 + 270 + 760 + 250 + 170 - 130 + 1 610
PRIM 1(2)(3) + SEC 1(2) FULL 0 5 660 + 660 + 450 + 270 + 780 + 250 + 180 - 150 + 1 490
FAULT 3 5 6 060 + 710 + 470 + 300 + 830 + 280 + 210 - 180 + 1 700
FULL 0 5 500 + 630 + 420 + 260 + 750 + 230 + 160 - 130 + 1 490
PART OF SPOILERS
3 5 5 890 + 680 + 440 + 290 + 800 + 260 + 190 - 150 + 1 660
FULL 0 5 660 + 660 + 450 + 270 + 780 + 250 + 180 - 150 + 1 490
HALF OF SPOILERS
3 5 6 060 + 710 + 470 + 300 + 830 + 280 + 210 - 180 + 1 700
FULL 0 6 140 + 760 + 560 + 320 + 880 + 280 + 250 - 220 + 1 620
MOST OF SPOILERS
3 5 6 540 + 820 + 580 + 350 + 930 + 320 + 290 - 250 + 1 890
GND SPOILER FAULT 3 5 6 890 + 910 + 670 + 390 + 1 020 + 350 + 360 - 310 + 2 060
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15

(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 7 220 + 450 N/A + 250 + 650 + 220 + 240 - 250 + 1 830
STAB CTL FAULT with
3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
man trim available
RUD TRV LIM FAULT
with engine out
2 160kt 7 570 + 240 N/A + 260 + 670 + 250 + 280 - 380 + 1 870
min)
RUDDER JAM 2 20 8 020 + 670 N/A + 350 + 830 + 290 + 340 - 330 + 1 390
RUDDER JAM with
engine out
2 160kt 8 550 + 390 N/A + 380 + 870 + 330 + 410 - 540 + 1 410
min)
ALTN/DIRECT LAW 3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
YAW DAMPER FAULT 3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
FULL 0 6 150 + 430 + 340 + 210 + 640 + 200 + 210 - 200 + 1 780
3 5 6 500 + 440 + 340 + 230 + 660 + 210 + 240 - 230 + 2 010
FULL 0 6 320 + 440 + 360 + 220 + 660 + 210 + 230 INOP + 1 790
PRIM 1+3/2+3 FAULT
3 5 6 680 + 460 + 370 + 240 + 670 + 220 + 260 INOP + 2 060
PRIM 1+2+3 FAULT 3 5 7 640 + 550 + 520 + 290 + 770 + 270 + 400 INOP + 2 410
FULL 0 6 030 + 410 + 320 + 210 + 630 + 200 + 200 - 190 + 1 740
SEC 1(2)/1+2 FAULT
3 5 6 390 + 430 + 330 + 220 + 650 + 210 + 220 - 210 + 1 960
PRIM 1(2)(3) + SEC 1(2) FULL 0 6 420 + 460 + 380 + 230 + 670 + 210 + 250 - 240 + 1 790
FAULT 3 5 6 780 + 470 + 380 + 240 + 680 + 230 + 270 - 270 + 2 060
FULL 0 6 240 + 440 + 350 + 220 + 650 + 200 + 220 - 220 + 1 780
PART OF SPOILERS
3 5 6 590 + 450 + 360 + 230 + 660 + 220 + 250 - 240 + 2 020
FULL 0 6 420 + 460 + 380 + 230 + 670 + 210 + 250 - 240 + 1 790
HALF OF SPOILERS
3 5 6 780 + 470 + 380 + 240 + 680 + 230 + 270 - 270 + 2 060
FULL 0 6 940 + 510 + 460 + 250 + 720 + 240 + 320 - 340 + 1 930
MOST OF SPOILERS
3 5 7 280 + 520 + 460 + 270 + 730 + 250 + 340 - 360 + 2 250
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15

(1)
3 - MEDIUM
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 8 080 + 530 N/A + 280 + 760 + 260 + 350 - 340 + 1 680
STAB CTL FAULT with
3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
man trim available
RUD TRV LIM FAULT
with engine out
2 160kt 8 510 + 290 N/A + 300 + 780 + 290 + 410 - 530 + 1 720
min)
RUDDER JAM 2 20 8 940 + 760 N/A + 400 + 950 + 330 + 470 - 450 + 1 240
RUDDER JAM with
engine out
2 160kt 9 550 + 460 N/A + 430 + 1 010 + 380 + 570 - 730 + 1 250
min)
ALTN/DIRECT LAW 3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
YAW DAMPER FAULT 3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
FULL 0 6 870 + 490 + 370 + 240 + 750 + 230 + 310 - 280 + 1 640
3 5 7 290 + 510 + 380 + 260 + 770 + 240 + 350 - 320 + 1 860
FULL 0 7 080 + 510 + 400 + 250 + 770 + 240 + 340 INOP + 1 650
PRIM 1+3/2+3 FAULT
3 5 7 520 + 530 + 410 + 270 + 790 + 250 + 380 INOP + 1 910
PRIM 1+2+3 FAULT 3 5 8 750 + 650 + 590 + 340 + 910 + 310 + 600 INOP + 2 270
FULL 0 6 720 + 480 + 360 + 240 + 740 + 230 + 290 - 260 + 1 600
SEC 1(2)/1+2 FAULT
3 5 7 150 + 500 + 360 + 250 + 760 + 240 + 330 - 300 + 1 810
PRIM 1(2)(3) + SEC 1(2) FULL 0 7 200 + 530 + 420 + 260 + 780 + 240 + 360 - 340 + 1 650
FAULT 3 5 7 640 + 550 + 420 + 280 + 810 + 260 + 400 - 380 + 1 910
FULL 0 6 980 + 500 + 390 + 250 + 760 + 230 + 330 - 300 + 1 640
PART OF SPOILERS
3 5 7 410 + 520 + 390 + 270 + 790 + 250 + 360 - 340 + 1 870
FULL 0 7 200 + 530 + 420 + 260 + 780 + 240 + 360 - 340 + 1 650
HALF OF SPOILERS
3 5 7 640 + 550 + 420 + 280 + 810 + 260 + 400 - 380 + 1 910
FULL 0 7 850 + 590 + 520 + 290 + 840 + 280 + 460 - 470 + 1 790
MOST OF SPOILERS
3 5 8 280 + 610 + 520 + 310 + 860 + 300 + 510 - 510 + 2 100
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15

(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 10 220 + 1 050 N/A + 510 + 1 400 + 470 + 710 - 600 + 880
STAB CTL FAULT with
3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
man trim available
L/R/L+R ELEV FAULT 2 20 10 220 + 1 050 N/A + 510 + 1 410 + 470 + 710 - 600 + 880
RUD TRV LIM FAULT 2 20 10 220 + 1 050 N/A + 510 + 1 400 + 470 + 710 - 600 + 880
RUD TRV LIM FAULT
with engine out
2 160kt 11 060 + 710 N/A + 570 + 1 530 + 530 + 900 - 1 070 + 870
min)
RUDDER JAM 2 20 10 950 + 1 320 N/A + 630 + 1 600 + 530 + 900 - 720 + 570
RUDDER JAM with
engine out
2 160kt 11 950 + 980 N/A + 710 + 1 770 + 620 + 1 220 - 1 280 + 540
min)
ALTN/DIRECT LAW 3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
YAW DAMPER FAULT 3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
FULL 0 8 140 + 940 + 610 + 430 + 1 320 + 400 + 530 - 400 + 890
3 5 8 940 + 1 020 + 630 + 480 + 1 410 + 440 + 660 - 490 + 1 040
FULL 0 8 450 + 1 000 + 650 + 460 + 1 380 + 420 + 590 INOP + 890
PRIM 1+3/2+3 FAULT
3 5 9 350 + 1 090 + 690 + 510 + 1 500 + 470 + 760 INOP + 1 080
PRIM 1+2+3 FAULT 3 5 11 820 + 1 530 + 1 120 + 740 + 2 030 + 670 + 1 650 INOP + 1 420
FULL 0 7 890 + 900 + 570 + 410 + 1 260 + 380 + 480 - 360 + 850
SEC 1(2)/1+2 FAULT
3 5 8 670 + 970 + 600 + 450 + 1 350 + 420 + 600 - 450 + 990
PRIM 1(2)(3) + SEC 1(2) FULL 0 8 610 + 1 020 + 670 + 470 + 1 410 + 430 + 630 - 480 + 890
FAULT 3 5 9 530 + 1 120 + 720 + 530 + 1 530 + 480 + 810 - 600 + 1 080
FULL 0 8 290 + 970 + 630 + 440 + 1 350 + 410 + 560 - 420 + 880
PART OF SPOILERS
3 5 9 120 + 1 050 + 660 + 490 + 1 450 + 450 + 710 - 520 + 1 040
FULL 0 8 610 + 1 020 + 670 + 470 + 1 410 + 430 + 630 - 480 + 890
HALF OF SPOILERS
3 5 9 530 + 1 120 + 720 + 530 + 1 530 + 480 + 810 - 600 + 1 080
FULL 0 9 750 + 1 240 + 870 + 570 + 1 670 + 520 + 930 - 700 + 1 000
MOST OF SPOILERS
3 5 10 800 + 1 350 + 930 + 640 + 1 810 + 580 + 1 210 - 880 + 1 260
ALL SPOILERS/ FULL 0 10 650 + 1 410 + 1 050 + 660 + 1 880 + 590 + 1 240 - 910 + 1 110
GND SPOILER FAULT 3 5 11 820 + 1 530 + 1 120 + 740 + 2 030 + 670 + 1 650 - 1 140 + 1 420
CPA MSN 0113 B-HLF

PER-27
330-342 30 JUN 15

(1)
1 - POOR
Corrections on
WGT
(2)
STAB CTL FAULT with
2 20 14 770 + 1 130 N/A + 530 + 1 880 + 520 + 2 780 - 1 410 + 880
STAB CTL FAULT with
3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
man trim available
L/R/L+R ELEV FAULT 2 20 14 760 + 1 130 N/A + 530 + 1 880 + 530 + 2 780 - 1 410 + 880
RUD TRV LIM FAULT 2 20 14 770 + 1 130 N/A + 530 + 1 880 + 520 + 2 780 - 1 410 + 880
RUD TRV LIM FAULT
with engine out
2 160kt 15 740 + 790 N/A + 590 + 1 900 + 580 + 2 950 - 2 100 + 870
min)
RUDDER JAM 2 20 15 490 + 1 400 N/A + 640 + 2 080 + 590 + 3 000 - 1 540 + 570
RUDDER JAM with
engine out
2 160kt 16 630 + 1 060 N/A + 730 + 2 140 + 670 + 3 300 - 2 350 + 540
min)
ALTN/DIRECT LAW 3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
YAW DAMPER FAULT 3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
FULL 0 12 560 + 1 030 + 570 + 450 + 1 830 + 450 + 2 490 - 1 180 + 890
3 5 13 580 + 1 100 + 600 + 490 + 1 890 + 500 + 2 820 - 1 350 + 1 040
FULL 0 13 040 + 1 080 + 610 + 470 + 1 870 + 470 + 2 690 INOP + 890
PRIM 1+3/2+3 FAULT
3 5 14 260 + 1 160 + 650 + 520 + 1 960 + 520 + 3 130 INOP + 1 080
PRIM 1+2+3 FAULT 3 5 Landing Distance greater than 18 000 ft for all conditions
FULL 0 12 100 + 980 + 530 + 430 + 1 790 + 430 + 2 300 - 1 080 + 850
SEC 1(2)/1+2 FAULT
3 5 13 120 + 1 050 + 560 + 470 + 1 850 + 470 + 2 620 - 1 240 + 990
PRIM 1(2)(3) + SEC 1(2) FULL 0 13 290 + 1 100 + 630 + 480 + 1 900 + 490 + 2 790 - 1 350 + 890
FAULT 3 5 14 530 + 1 190 + 680 + 530 + 1 980 + 530 + 3 250 - 1 580 + 1 080
FULL 0 12 780 + 1 050 + 590 + 460 + 1 850 + 460 + 2 580 - 1 230 + 890
PART OF SPOILERS
3 5 13 860 + 1 120 + 620 + 500 + 1 920 + 510 + 2 940 - 1 410 + 1 040
FULL 0 13 290 + 1 100 + 630 + 480 + 1 900 + 490 + 2 790 - 1 350 + 890
HALF OF SPOILERS
3 5 14 530 + 1 190 + 680 + 530 + 1 980 + 530 + 3 250 - 1 580 + 1 080
FULL 0 15 210 + 1 290 + 810 + 560 + 2 070 + 560 + 3 710 - 1 850 + 1 000
MOST OF SPOILERS
3 5 16 600 + 1 390 + 860 + 620 + 2 160 + 610 + 4 330 - 2 150 + 1 260
ALL SPOILERS/ FULL 0 16 710 + 1 450 + 970 + 630 + 2 200 + 620 + 4 550 - 2 310 + 1 110
GND SPOILER FAULT 3 5 Landing Distance greater than 18 000 ft for all conditions
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15
SLATS AND FLAPS SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 5 820 + 700 N/A + 200 + 480 + 190 + 130 - 60 + 3 360
1+F≤FLAPS<2 2 15 4 990 + 610 + 290 + 190 + 470 + 170 + 100 - 50 + 2 950
FLAPS
2≤FLAPS<3 2 10 4 760 + 580 + 290 + 180 + 470 + 170 + 90 - 50 + 2 550
FAULT
FLAPS=3 3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
FLAPS>3 FULL 5 4 460 + 530 + 260 + 170 + 470 + 140 + 60 - 40 + 1 670
0≤SLATS<1 2 30 5 780 + 650 N/A + 200 + 470 + 190 + 110 - 70 + 1 720
SLATS
1≤SLATS<2 2 15 5 010 + 600 + 280 + 190 + 470 + 170 + 90 - 50 + 2 340
FAULT
SLATS≥2 3 5 4 510 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 180
NO FLAPS/NO SLATS 1 50 6 910 + 780 N/A + 240 + 500 + 230 + 150 - 80 + 2 550
0≤FLAPS<1+F 1 50 6 910 + 780 N/A + 240 + 500 + 230 + 150 - 80 + 2 550
1+F≤FLAPS<2 2 40 6 290 + 700 N/A + 220 + 480 + 210 + 130 - 70 + 2 030
0≤SLATS<1 2≤FLAPS<3 2 30 5 780 + 650 N/A + 200 + 470 + 190 + 110 - 70 + 1 720
FLAPS=3 2 25 5 490 + 610 N/A + 190 + 460 + 180 + 90 - 70 + 1 250
FLAPS>3 2 25 5 460 + 580 N/A + 190 + 460 + 180 + 90 - 70 + 600
0≤FLAPS<1+F 2 30 5 720 + 680 N/A + 200 + 470 + 190 + 120 - 60 + 3 250
1+F≤FLAPS<2 2 20 5 240 + 630 N/A + 190 + 460 + 180 + 110 - 50 + 2 760
1≤SLATS<2 2≤FLAPS<3 2 15 5 010 + 600 + 280 + 190 + 470 + 170 + 90 - 50 + 2 340
FLAPS=3 3 10 4 740 + 570 + 280 + 170 + 460 + 170 + 80 - 50 + 1 920
FLAPS>3 FULL 10 4 710 + 540 + 280 + 170 + 460 + 160 + 70 - 50 + 1 360
0≤FLAPS<1+F 2 30 5 720 + 680 N/A + 200 + 470 + 190 + 120 - 60 + 3 250
1+F≤FLAPS<2 2 15 4 990 + 610 + 290 + 190 + 470 + 170 + 100 - 50 + 2 950
SLATS≥2 2≤FLAPS<3 2 10 4 760 + 580 + 290 + 180 + 470 + 170 + 90 - 50 + 2 550
FLAPS=3 3 5 4 510 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 180
FLAPS>3 FULL 0 4 290 + 520 + 240 + 160 + 470 + 130 + 60 - 40 + 1 950
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15

(1)
5 - GOOD
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 7 410 + 850 N/A + 380 + 870 + 330 + 280 - 220 + 2 220
1+F≤FLAPS<2 2 15 6 290 + 710 + 400 + 320 + 790 + 270 + 200 - 150 + 2 060
FLAPS
2≤FLAPS<3 2 10 6 010 + 670 + 410 + 290 + 780 + 260 + 190 - 140 + 1 790
FAULT
FLAPS=3 3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
FLAPS>3 FULL 5 5 510 + 590 + 370 + 250 + 710 + 230 + 130 - 110 + 1 150
0≤SLATS<1 2 30 7 340 + 780 N/A + 350 + 830 + 310 + 220 - 220 + 960
SLATS
1≤SLATS<2 2 15 6 340 + 700 + 410 + 310 + 790 + 270 + 190 - 160 + 1 570
FAULT
SLATS≥2 3 5 5 620 + 620 + 390 + 260 + 740 + 240 + 160 - 120 + 1 560
NO FLAPS/NO SLATS 1 50 8 900 + 1 020 N/A + 470 + 980 + 400 + 340 - 310 + 1 360
0≤FLAPS<1+F 1 50 8 900 + 1 020 N/A + 470 + 980 + 400 + 340 - 310 + 1 360
1+F≤FLAPS<2 2 40 7 980 + 870 N/A + 400 + 880 + 350 + 260 - 240 + 1 100
0≤SLATS<1 2≤FLAPS<3 2 30 7 340 + 780 N/A + 350 + 830 + 310 + 220 - 220 + 960
FLAPS=3 2 25 6 880 + 710 N/A + 320 + 780 + 280 + 180 - 180 + 680
FLAPS>3 2 25 6 760 + 670 N/A + 300 + 740 + 270 + 150 - 170 + 280
0≤FLAPS<1+F 2 30 7 130 + 800 N/A + 350 + 830 + 310 + 240 - 190 + 2 190
1+F≤FLAPS<2 2 20 6 610 + 740 N/A + 320 + 790 + 280 + 210 - 170 + 1 850
1≤SLATS<2 2≤FLAPS<3 2 15 6 340 + 700 + 410 + 310 + 790 + 270 + 190 - 160 + 1 570
FLAPS=3 3 10 5 930 + 640 + 390 + 280 + 760 + 250 + 160 - 130 + 1 310
FLAPS>3 FULL 10 5 840 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 880
0≤FLAPS<1+F 2 30 7 130 + 800 N/A + 350 + 830 + 310 + 240 - 190 + 2 190
1+F≤FLAPS<2 2 15 6 290 + 710 + 400 + 320 + 790 + 270 + 200 - 150 + 2 060
SLATS≥2 2≤FLAPS<3 2 10 6 010 + 670 + 410 + 290 + 780 + 260 + 190 - 140 + 1 790
FLAPS=3 3 5 5 620 + 620 + 390 + 260 + 740 + 240 + 160 - 120 + 1 560
FLAPS>3 FULL 0 5 240 + 580 + 370 + 240 + 690 + 210 + 130 - 100 + 1 410
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15

(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 7 830 + 480 N/A + 270 + 670 + 250 + 300 - 280 + 3 020
1+F≤FLAPS<2 2 15 6 880 + 440 + 320 + 240 + 650 + 220 + 250 - 230 + 2 620
FLAPS
2≤FLAPS<3 2 10 6 650 + 440 + 330 + 230 + 650 + 220 + 240 - 220 + 2 240
FAULT
FLAPS=3 3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
FLAPS>3 FULL 5 6 180 + 410 + 310 + 210 + 630 + 200 + 190 - 190 + 1 430
0≤SLATS<1 2 30 7 790 + 470 N/A + 260 + 660 + 250 + 260 - 270 + 1 440
SLATS
1≤SLATS<2 2 15 6 930 + 450 + 330 + 240 + 650 + 230 + 240 - 230 + 2 030
FAULT
SLATS≥2 3 5 6 300 + 420 + 310 + 220 + 640 + 200 + 210 - 200 + 1 900
0≤FLAPS<1+F 1 50 9 010 + 510 N/A + 310 + 700 + 280 + 320 - 340 + 2 280
1+F≤FLAPS<2 2 40 8 290 + 480 N/A + 280 + 680 + 260 + 280 - 290 + 1 750
0≤SLATS<1 2≤FLAPS<3 2 30 7 790 + 470 N/A + 260 + 660 + 250 + 260 - 270 + 1 440
FLAPS=3 2 25 7 400 + 450 N/A + 250 + 650 + 230 + 220 - 250 + 1 010
FLAPS>3 2 25 7 300 + 440 N/A + 240 + 640 + 230 + 200 - 230 + 430
0≤FLAPS<1+F 2 30 7 570 + 460 N/A + 260 + 650 + 240 + 270 - 250 + 2 960
1+F≤FLAPS<2 2 20 7 160 + 450 N/A + 240 + 650 + 220 + 250 - 240 + 2 440
1≤SLATS<2 2≤FLAPS<3 2 15 6 930 + 450 + 330 + 240 + 650 + 230 + 240 - 230 + 2 030
FLAPS=3 3 10 6 570 + 430 + 320 + 230 + 650 + 210 + 220 - 210 + 1 660
FLAPS>3 FULL 10 6 480 + 420 + 310 + 220 + 640 + 200 + 190 - 200 + 1 150
0≤FLAPS<1+F 2 30 7 570 + 460 N/A + 260 + 650 + 240 + 270 - 250 + 2 960
1+F≤FLAPS<2 2 15 6 880 + 440 + 320 + 240 + 650 + 220 + 250 - 230 + 2 620
SLATS≥2 2≤FLAPS<3 2 10 6 650 + 440 + 330 + 230 + 650 + 220 + 240 - 220 + 2 240
FLAPS=3 3 5 6 300 + 420 + 310 + 220 + 640 + 200 + 210 - 200 + 1 900
FLAPS>3 FULL 0 5 940 + 400 + 310 + 200 + 620 + 190 + 190 - 170 + 1 690
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15

(1)
3 - MEDIUM
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 8 830 + 560 N/A + 310 + 790 + 290 + 430 - 400 + 2 820
1+F≤FLAPS<2 2 15 7 730 + 520 + 350 + 280 + 770 + 250 + 360 - 320 + 2 430
FLAPS
2≤FLAPS<3 2 10 7 460 + 510 + 360 + 260 + 770 + 250 + 350 - 310 + 2 070
FAULT
FLAPS=3 3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
FLAPS>3 FULL 5 6 870 + 470 + 340 + 240 + 730 + 230 + 280 - 260 + 1 310
0≤SLATS<1 2 30 8 710 + 550 N/A + 300 + 780 + 280 + 370 - 380 + 1 310
SLATS
1≤SLATS<2 2 15 7 770 + 520 + 360 + 280 + 770 + 250 + 350 - 330 + 1 870
FAULT
SLATS≥2 3 5 7 030 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 760
0≤FLAPS<1+F 1 50 10 130 + 600 N/A + 360 + 830 + 330 + 470 - 470 + 2 110
1+F≤FLAPS<2 2 40 9 290 + 560 N/A + 320 + 800 + 300 + 400 - 410 + 1 610
0≤SLATS<1 2≤FLAPS<3 2 30 8 710 + 550 N/A + 300 + 780 + 280 + 370 - 380 + 1 310
FLAPS=3 2 25 8 230 + 520 N/A + 280 + 760 + 270 + 320 - 340 + 910
FLAPS>3 2 25 8 080 + 510 N/A + 280 + 750 + 260 + 280 - 310 + 380
0≤FLAPS<1+F 2 30 8 500 + 540 N/A + 300 + 770 + 270 + 390 - 350 + 2 750
1+F≤FLAPS<2 2 20 8 040 + 530 N/A + 280 + 760 + 260 + 360 - 340 + 2 260
1≤SLATS<2 2≤FLAPS<3 2 15 7 770 + 520 + 360 + 280 + 770 + 250 + 350 - 330 + 1 870
FLAPS=3 3 10 7 320 + 490 + 350 + 260 + 750 + 250 + 310 - 290 + 1 520
FLAPS>3 FULL 10 7 190 + 480 + 340 + 250 + 740 + 240 + 280 - 270 + 1 040
0≤FLAPS<1+F 2 30 8 500 + 540 N/A + 300 + 770 + 270 + 390 - 350 + 2 750
1+F≤FLAPS<2 2 15 7 730 + 520 + 350 + 280 + 770 + 250 + 360 - 320 + 2 430
SLATS≥2 2≤FLAPS<3 2 10 7 460 + 510 + 360 + 260 + 770 + 250 + 350 - 310 + 2 070
FLAPS=3 3 5 7 030 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 760
FLAPS>3 FULL 0 6 600 + 460 + 340 + 230 + 720 + 220 + 270 - 240 + 1 550
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15

(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 11 880 + 1 200 N/A + 610 + 1 570 + 550 + 1 040 - 810 + 1 600
1+F≤FLAPS<2 2 15 9 850 + 1 060 + 590 + 520 + 1 430 + 470 + 770 - 570 + 1 340
FLAPS
2≤FLAPS<3 2 10 9 280 + 1 010 + 600 + 490 + 1 400 + 440 + 690 - 510 + 1 120
FAULT
FLAPS=3 3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
FLAPS>3 FULL 5 8 100 + 870 + 520 + 410 + 1 230 + 370 + 450 - 360 + 690
0≤SLATS<1 2 30 11 140 + 1 080 N/A + 550 + 1 430 + 510 + 750 - 680 + 660
SLATS
1≤SLATS<2 2 15 9 750 + 1 030 + 580 + 510 + 1 400 + 460 + 700 - 550 + 1 000
FAULT
SLATS≥2 3 5 8 450 + 930 + 560 + 430 + 1 310 + 400 + 550 - 410 + 950
NO FLAPS/NO SLATS 1 50 13 880 + 1 280 N/A + 680 + 1 620 + 630 + 1 160 - 1 000 + 1 170
0≤FLAPS<1+F 1 50 13 880 + 1 280 N/A + 680 + 1 620 + 630 + 1 160 - 1 000 + 1 170
1+F≤FLAPS<2 2 40 12 190 + 1 150 N/A + 590 + 1 490 + 550 + 870 - 780 + 840
0≤SLATS<1 2≤FLAPS<3 2 30 11 140 + 1 080 N/A + 550 + 1 430 + 510 + 750 - 680 + 660
FLAPS=3 2 25 10 210 + 990 N/A + 490 + 1 340 + 450 + 590 - 560 + 460
FLAPS>3 2 25 9 770 + 930 N/A + 460 + 1 260 + 420 + 470 - 490 + 190
0≤FLAPS<1+F 2 30 11 110 + 1 110 N/A + 560 + 1 460 + 510 + 860 - 670 + 1 610
1+F≤FLAPS<2 2 20 10 330 + 1 070 N/A + 530 + 1 430 + 480 + 780 - 620 + 1 230
1≤SLATS<2 2≤FLAPS<3 2 15 9 750 + 1 030 + 580 + 510 + 1 400 + 460 + 700 - 550 + 1 000
FLAPS=3 3 10 8 900 + 940 + 550 + 450 + 1 320 + 410 + 560 - 450 + 810
FLAPS>3 FULL 10 8 550 + 880 + 510 + 420 + 1 250 + 380 + 460 - 390 + 530
0≤FLAPS<1+F 2 30 11 110 + 1 110 N/A + 560 + 1 460 + 510 + 860 - 670 + 1 610
1+F≤FLAPS<2 2 15 9 850 + 1 060 + 590 + 520 + 1 430 + 470 + 770 - 570 + 1 340
SLATS≥2 2≤FLAPS<3 2 10 9 280 + 1 010 + 600 + 490 + 1 400 + 440 + 690 - 510 + 1 120
FLAPS=3 3 5 8 450 + 930 + 560 + 430 + 1 310 + 400 + 550 - 410 + 950
FLAPS>3 FULL 0 7 690 + 860 + 530 + 390 + 1 220 + 360 + 440 - 330 + 810
CPA MSN 0113 B-HLF

PER-27A
330-342 30 JUN 15

(1)
1 - POOR
Corrections on
WGT
(2)
0≤FLAPS<1+F 2 30 16 860 + 1 270 N/A + 610 + 2 000 + 600 + 3 470 - 1 750 + 1 600
1+F≤FLAPS<2 2 15 14 510 + 1 130 + 560 + 530 + 1 900 + 520 + 2 950 - 1 410 + 1 340
FLAPS
2≤FLAPS<3 2 10 13 830 + 1 090 + 560 + 500 + 1 890 + 490 + 2 800 - 1 320 + 1 120
FAULT
FLAPS=3 3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
FLAPS>3 FULL 5 12 120 + 960 + 500 + 430 + 1 760 + 440 + 2 150 - 1 030 + 690
0≤SLATS<1 2 30 15 690 + 1 160 N/A + 560 + 1 910 + 560 + 2 810 - 1 490 + 670
SLATS
1≤SLATS<2 2 15 14 300 + 1 110 + 550 + 520 + 1 890 + 510 + 2 790 - 1 370 + 1 000
FAULT
SLATS≥2 3 5 12 730 + 1 010 + 530 + 460 + 1 820 + 450 + 2 450 - 1 150 + 950
NO FLAPS/NO SLATS 1 50 Landing Distance greater than 18 000 ft for all conditions
0≤FLAPS<1+F 1 50 Landing Distance greater than 18 000 ft for all conditions
1+F≤FLAPS<2 2 40 16 850 + 1 220 N/A + 610 + 1 960 + 600 + 3 030 - 1 620 + 840
0≤SLATS<1 2≤FLAPS<3 2 30 15 690 + 1 160 N/A + 560 + 1 910 + 560 + 2 810 - 1 490 + 670
FLAPS=3 2 25 14 470 + 1 080 N/A + 510 + 1 840 + 520 + 2 450 - 1 290 + 460
FLAPS>3 2 25 13 780 + 1 020 N/A + 480 + 1 790 + 490 + 2 140 - 1 150 + 190
0≤FLAPS<1+F 2 30 15 750 + 1 180 N/A + 570 + 1 920 + 560 + 3 040 - 1 500 + 1 610
1+F≤FLAPS<2 2 20 14 990 + 1 150 N/A + 540 + 1 900 + 530 + 2 950 - 1 460 + 1 230
1≤SLATS<2 2≤FLAPS<3 2 15 14 300 + 1 110 + 550 + 520 + 1 890 + 510 + 2 790 - 1 370 + 1 000
FLAPS=3 3 10 13 170 + 1 030 + 530 + 470 + 1 830 + 480 + 2 460 - 1 180 + 810
FLAPS>3 FULL 10 12 570 + 970 + 490 + 450 + 1 780 + 450 + 2 170 - 1 060 + 530
0≤FLAPS<1+F 2 30 15 750 + 1 180 N/A + 570 + 1 920 + 560 + 3 040 - 1 500 + 1 610
1+F≤FLAPS<2 2 15 14 510 + 1 130 + 560 + 530 + 1 900 + 520 + 2 950 - 1 410 + 1 340
SLATS≥2 2≤FLAPS<3 2 10 13 830 + 1 090 + 560 + 500 + 1 890 + 490 + 2 800 - 1 320 + 1 120
FLAPS=3 3 5 12 730 + 1 010 + 530 + 460 + 1 820 + 450 + 2 450 - 1 150 + 950
FLAPS>3 FULL 0 11 730 + 940 + 500 + 420 + 1 750 + 420 + 2 150 - 1 000 + 810
CPA MSN 0113 B-HLF

PER-28
330-342 30 JUN 15
FUEL SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
T TANK UNUSABLE with FULL 10 4 680 + 540 + 280 + 170 + 460 + 160 + 70 - 50 + 1 380
CG>aft CG limit shown in
QRH ABN-28.06 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
5 - GOOD
Corrections on
WGT
(2)
T TANK UNUSABLE with FULL 10 5 810 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 900
QRH ABN-28.06 3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
QRH ABN-28.06 3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
3 - MEDIUM
Corrections on
WGT
(2)
QRH ABN-28.06 3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
CPA MSN 0113 B-HLF

PER-28
330-342 30 JUN 15

FUEL SYSTEM
(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
T TANK UNUSABLE with FULL 10 8 520 + 880 + 510 + 420 + 1 240 + 390 + 460 - 390 + 550
QRH ABN-28.06 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
1 - POOR
Corrections on
WGT
(2)
T TANK UNUSABLE with FULL 10 12 540 + 970 + 490 + 450 + 1 780 + 450 + 2 160 - 1 060 + 550
QRH ABN-28.06 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15
HYDRAULIC SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
FULL 0 4 640 + 490 + 250 + 150 + 430 + 140 + 80 - 60 + 2 070
G SYS LO PR
3 5 4 860 + 530 + 250 + 160 + 450 + 150 + 80 - 70 + 2 300
FULL 0 4 400 + 530 + 260 + 160 + 450 + 140 + 70 - 10 + 2 110
B SYS LO PR
3 5 4 600 + 560 + 260 + 170 + 480 + 140 + 70 - 10 + 2 330
FULL 0 4 310 + 520 + 250 + 160 + 460 + 140 + 70 0 + 2 020
Y SYS LO PR
3 5 4 520 + 560 + 270 + 170 + 470 + 150 + 70 - 10 + 2 250
B SYS LO PR with G SYS FULL 0 / 140kt 5 970 + 750 + 390 + 210 + 600 + 190 + 190 - 100 + 2 160
supplied by the RAT
(Calculated with 140kt 3 5 / 140kt 6 300 + 830 + 370 + 220 + 620 + 210 + 240 - 110 + 2 460
min)
Y SYS LO PR with G SYS FULL 0 / 140kt 4 960 + 460 + 320 + 160 + 450 + 160 + 100 - 30 + 2 110
supplied by the RAT
min)
0≤FLAPS<1+F 2 30 5 960 + 690 N/A + 200 + 480 + 190 + 140 - 30 + 3 550
1+F≤FLAPS<2 2 20 5 630 + 630 N/A + 190 + 460 + 170 + 120 - 30 + 3 050
G+Y 2≤FLAPS<3 2 20 5 770 + 610 N/A + 190 + 460 + 180 + 120 - 30 + 2 380
FLAPS=3 3 15 5 570 + 550 + 290 + 190 + 460 + 170 + 110 - 30 + 1 920
FLAPS>3 FULL 10 5 370 + 500 + 300 + 180 + 470 + 160 + 100 - 20 + 1 550
SLATS<1 2 30 8 040 + 990 N/A + 280 + 660 + 250 + 280 - 150 + 1 830
G+B 1≤SLATS<2 2 25 7 700 + 970 N/A + 260 + 650 + 250 + 280 - 140 + 2 040
SLATS≥2 3 15 6 900 + 880 + 360 + 250 + 630 + 220 + 240 - 110 + 1 930
B+Y 2 20 5 440 + 650 N/A + 190 + 470 + 180 + 110 INOP + 2 420
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15

HYDRAULIC SYSTEM
(1)
5 - GOOD
Corrections on
WGT
(2)
FULL 0 5 750 + 620 + 420 + 270 + 790 + 250 + 180 - 150 + 1 340
G SYS LO PR
3 5 6 200 + 680 + 440 + 300 + 850 + 270 + 220 - 180 + 1 520
FULL 0 5 500 + 630 + 420 + 260 + 750 + 230 + 160 - 40 + 1 490
B SYS LO PR
3 5 5 890 + 680 + 440 + 290 + 800 + 260 + 190 - 60 + 1 660
FULL 0 5 320 + 600 + 390 + 250 + 710 + 220 + 140 - 30 + 1 460
Y SYS LO PR
3 5 5 710 + 640 + 400 + 270 + 760 + 250 + 170 - 40 + 1 610
supplied by the RAT
min)
supplied by the RAT
min)
0≤FLAPS<1+F 2 30 8 340 + 990 N/A + 450 + 1 030 + 380 + 400 - 210 + 2 330
1+F≤FLAPS<2 2 20 7 840 + 940 N/A + 410 + 1 000 + 360 + 380 - 190 + 1 970
G+Y 2≤FLAPS<3 2 20 8 010 + 940 N/A + 420 + 1 010 + 360 + 370 - 220 + 1 430
FLAPS=3 3 15 7 520 + 860 + 550 + 400 + 980 + 350 + 320 - 180 + 1 160
FLAPS>3 FULL 10 7 030 + 780 + 530 + 350 + 940 + 320 + 270 - 140 + 910
SLATS<1 2 30 8 830 + 1 070 N/A + 430 + 980 + 370 + 400 - 230 + 1 140
G+B 1≤SLATS<2 2 25 8 400 + 1 030 N/A + 400 + 950 + 350 + 380 - 200 + 1 350
SLATS≥2 3 15 7 500 + 910 + 510 + 360 + 900 + 320 + 320 - 140 + 1 290
B+Y 2 20 7 420 + 880 N/A + 380 + 920 + 330 + 300 INOP + 1 560
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15

HYDRAULIC SYSTEM
(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
FULL 0 6 080 + 420 + 330 + 210 + 630 + 200 + 210 - 200 + 1 730
G SYS LO PR
3 5 6 450 + 440 + 330 + 230 + 650 + 210 + 230 - 220 + 1 990
FULL 0 6 240 + 440 + 350 + 220 + 650 + 200 + 220 - 90 + 1 780
B SYS LO PR
3 5 6 590 + 450 + 360 + 230 + 660 + 220 + 250 - 120 + 2 020
FULL 0 6 040 + 420 + 320 + 210 + 630 + 190 + 200 - 80 + 1 740
Y SYS LO PR
3 5 6 400 + 430 + 330 + 220 + 650 + 210 + 230 - 100 + 1 970
supplied by the RAT
min)
supplied by the RAT
min)
0≤FLAPS<1+F 2 30 8 080 + 500 N/A + 280 + 690 + 260 + 330 - 170 + 3 250
1+F≤FLAPS<2 2 20 7 740 + 500 N/A + 270 + 690 + 250 + 320 - 170 + 2 700
G+Y 2≤FLAPS<3 2 20 7 910 + 510 N/A + 280 + 700 + 260 + 330 - 190 + 2 040
FLAPS=3 3 15 7 570 + 500 + 400 + 280 + 700 + 250 + 300 - 170 + 1 610
FLAPS>3 FULL 10 7 200 + 490 + 410 + 260 + 700 + 240 + 270 - 140 + 1 270
SLATS<1 2 30 8 690 + 750 N/A + 300 + 730 + 280 + 350 - 240 + 1 670
G+B 1≤SLATS<2 2 25 8 320 + 730 N/A + 290 + 710 + 270 + 340 - 220 + 1 890
SLATS≥2 3 15 7 590 + 630 + 410 + 280 + 700 + 250 + 310 - 180 + 1 700
B+Y 2 20 7 950 + 520 N/A + 280 + 700 + 260 + 330 INOP + 2 060
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15

HYDRAULIC SYSTEM
(1)
3 - MEDIUM
Corrections on
WGT
(2)
FULL 0 6 780 + 480 + 370 + 240 + 740 + 230 + 300 - 270 + 1 590
G SYS LO PR
3 5 7 230 + 510 + 370 + 260 + 770 + 240 + 340 - 310 + 1 840
FULL 0 6 980 + 500 + 390 + 250 + 760 + 230 + 330 - 150 + 1 640
B SYS LO PR
3 5 7 410 + 520 + 390 + 270 + 790 + 250 + 360 - 180 + 1 870
FULL 0 6 730 + 480 + 360 + 240 + 740 + 220 + 290 - 120 + 1 600
Y SYS LO PR
3 5 7 160 + 500 + 370 + 250 + 760 + 240 + 330 - 150 + 1 820
supplied by the RAT
min)
supplied by the RAT
min)
0≤FLAPS<1+F 2 30 9 150 + 590 N/A + 330 + 820 + 310 + 480 - 260 + 3 060
1+F≤FLAPS<2 2 20 8 790 + 590 N/A + 320 + 820 + 290 + 480 - 260 + 2 530
G+Y 2≤FLAPS<3 2 20 8 970 + 600 N/A + 320 + 830 + 300 + 480 - 290 + 1 890
FLAPS=3 3 15 8 540 + 580 + 450 + 320 + 830 + 290 + 440 - 260 + 1 490
FLAPS>3 FULL 10 8 080 + 560 + 450 + 300 + 820 + 280 + 390 - 210 + 1 160
SLATS<1 2 30 9 800 + 630 N/A + 350 + 860 + 320 + 510 - 360 + 1 530
G+B 1≤SLATS<2 2 25 9 390 + 610 N/A + 340 + 840 + 320 + 500 - 320 + 1 740
SLATS≥2 3 15 8 560 + 580 + 450 + 320 + 830 + 290 + 440 - 260 + 1 550
B+Y 2 20 9 020 + 610 N/A + 330 + 830 + 300 + 490 INOP + 1 910
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15

HYDRAULIC SYSTEM
(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
FULL 0 7 970 + 910 + 580 + 410 + 1 280 + 380 + 500 - 370 + 850
G SYS LO PR
3 5 8 820 + 1 000 + 620 + 470 + 1 380 + 430 + 640 - 470 + 1 020
FULL 0 8 290 + 970 + 630 + 440 + 1 350 + 410 + 560 - 230 + 880
B SYS LO PR
3 5 9 120 + 1 050 + 660 + 490 + 1 450 + 450 + 710 - 330 + 1 040
FULL 0 7 900 + 900 + 570 + 410 + 1 260 + 380 + 490 - 180 + 850
Y SYS LO PR
3 5 8 700 + 980 + 600 + 460 + 1 360 + 420 + 610 - 270 + 1 000
B SYS LO PR with G SYS FULL 0 / 140kt 9 060 + 1 040 + 780 + 500 + 1 470 + 460 + 690 - 490 + 870
supplied by the RAT
(Calculated with 140kt 3 5 / 140kt 9 850 + 1 170 + 760 + 560 + 1 600 + 500 + 890 - 590 + 1 120
min)
Y SYS LO PR with G SYS FULL 0 / 140kt 9 080 + 1 040 + 780 + 510 + 1 480 + 460 + 700 - 490 + 880
supplied by the RAT
(Calculated with 140kt 3 5 / 140kt 9 860 + 1 180 + 770 + 560 + 1 600 + 510 + 900 - 600 + 1 120
min)
0≤FLAPS<1+F 2 30 12 600 + 1 320 N/A + 670 + 1 690 + 610 + 1 270 - 780 + 1 920
1+F≤FLAPS<2 2 20 11 970 + 1 320 N/A + 650 + 1 720 + 590 + 1 250 - 760 + 1 480
G+Y 2≤FLAPS<3 2 20 12 020 + 1 310 N/A + 650 + 1 700 + 590 + 1 180 - 780 + 1 050
FLAPS=3 3 15 11 030 + 1 220 + 740 + 610 + 1 630 + 550 + 960 - 620 + 830
FLAPS>3 FULL 10 10 010 + 1 120 + 690 + 540 + 1 520 + 490 + 740 - 440 + 620
SLATS<1 2 30 13 220 + 1 360 N/A + 700 + 1 740 + 630 + 1 250 - 930 + 800
G+B 1≤SLATS<2 2 25 12 610 + 1 330 N/A + 670 + 1 720 + 610 + 1 210 - 850 + 920
SLATS≥2 3 15 11 010 + 1 220 + 730 + 610 + 1 620 + 540 + 950 - 610 + 830
B+Y 2 20 12 120 + 1 330 N/A + 660 + 1 720 + 590 + 1 200 INOP + 1 060
CPA MSN 0113 B-HLF

PER-29
330-342 30 JUN 15

HYDRAULIC SYSTEM
(1)
1 - POOR
Corrections on
WGT
(2)
FULL 0 12 210 + 990 + 550 + 440 + 1 790 + 440 + 2 340 - 1 100 + 850
G SYS LO PR
3 5 13 380 + 1 080 + 580 + 480 + 1 880 + 480 + 2 730 - 1 300 + 1 020
FULL 0 12 780 + 1 050 + 590 + 460 + 1 850 + 460 + 2 580 - 650 + 890
B SYS LO PR
3 5 13 860 + 1 120 + 620 + 500 + 1 920 + 510 + 2 940 - 830 + 1 040
FULL 0 12 120 + 980 + 540 + 430 + 1 790 + 440 + 2 310 - 540 + 860
Y SYS LO PR
3 5 13 170 + 1 060 + 570 + 470 + 1 860 + 480 + 2 640 - 690 + 1 000
B SYS LO PR with G SYS FULL 0 / 140kt 13 920 + 1 110 + 730 + 510 + 1 940 + 510 + 2 990 - 480 + 870
supplied by the RAT
(Calculated with 140kt 3 5 / 140kt 15 040 + 1 240 + 720 + 550 + 2 020 + 550 + 3 480 - 680 + 1 120
min)
Y SYS LO PR with G SYS FULL 0 / 140kt 13 980 + 1 120 + 740 + 510 + 1 950 + 510 + 3 020 - 500 + 880
supplied by the RAT
(Calculated with 140kt 3 5 / 140kt 15 090 + 1 240 + 720 + 550 + 2 030 + 550 + 3 510 - 690 + 1 120
min)
0≤FLAPS<1+F 2 30 Landing Distance greater than 18 000 ft for all conditions
1+F≤FLAPS<2 2 20 Landing Distance greater than 18 000 ft for all conditions
G+Y 2≤FLAPS<3 2 20 Landing Distance greater than 18 000 ft for all conditions
FLAPS=3 3 15 Landing Distance greater than 18 000 ft for all conditions
FLAPS>3 FULL 10 14 900 + 1 190 + 660 + 550 + 1 990 + 550 + 3 050 - 450 + 620
SLATS<1 2 30 Landing Distance greater than 18 000 ft for all conditions
G+B 1≤SLATS<2 2 25 Landing Distance greater than 18 000 ft for all conditions
SLATS≥2 3 15 Landing Distance greater than 18 000 ft for all conditions
B+Y 2 20 Landing Distance greater than 18 000 ft for all conditions
CPA MSN 0113 B-HLF

PER-30
330-342 30 JUN 15
ANTI ICE SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
The following ECAM FULL 10 4 680 + 540 + 280 + 170 + 460 + 160 + 70 - 50 + 1 380
alerts with Ice Accretion:
-WING LO PR
-WING VLVE NOT OPEN 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
-WAI SYS FAULT
5 - GOOD
Corrections on
WGT
(2)
The following ECAM FULL 10 5 810 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 900
-WING LO PR
-WAI SYS FAULT
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
-WING LO PR
-WAI SYS FAULT
CPA MSN 0113 B-HLF

PER-30
330-342 30 JUN 15

ANTI ICE SYSTEM
(1)
3 - MEDIUM
Corrections on
WGT
(2)
-WING LO PR
-WAI SYS FAULT
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
The following ECAM FULL 10 8 520 + 880 + 510 + 420 + 1 240 + 390 + 460 - 390 + 550
-WING LO PR
-WING VLVE NOT OPEN 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
-WAI SYS FAULT
1 - POOR
Corrections on
WGT
(2)
The following ECAM FULL 10 12 540 + 970 + 490 + 450 + 1 780 + 450 + 2 160 - 1 060 + 550
-WING LO PR
-WING VLVE NOT OPEN 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
-WAI SYS FAULT
CPA MSN 0113 B-HLF

PER-32
330-342 30 JUN 15
BRAKE SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
FULL 0 5 660 + 710 + 320 + 190 + 580 + 180 + 180 - 120 + 1 980
ANTISKID FAULT
3 5 6 060 + 760 + 340 + 210 + 600 + 200 + 210 - 140 + 2 170
FULL 0 4 490 + 560 + 290 + 170 + 500 + 150 + 90 - 50 + 1 890
ONE BRK RELEASED
3 5 4 790 + 600 + 300 + 180 + 500 + 170 + 100 - 60 + 2 120
FULL 0 4 850 + 620 + 310 + 190 + 540 + 170 + 120 - 70 + 1 800
TWO BRK RELEASED
3 5 5 190 + 670 + 320 + 200 + 550 + 190 + 140 - 80 + 2 040
5 - GOOD
Corrections on
WGT
(2)
FULL 0 5 840 + 680 + 360 + 240 + 710 + 210 + 190 - 130 + 1 510
ANTISKID FAULT
3 5 6 240 + 730 + 380 + 260 + 750 + 230 + 220 - 150 + 1 660
FULL 0 5 510 + 620 + 380 + 250 + 750 + 230 + 150 - 120 + 1 340
ONE BRK RELEASED
3 5 5 920 + 670 + 410 + 280 + 800 + 250 + 190 - 150 + 1 490
FULL 0 5 870 + 670 + 410 + 270 + 820 + 250 + 190 - 160 + 1 250
TWO BRK RELEASED
3 5 6 320 + 720 + 430 + 300 + 870 + 280 + 230 - 190 + 1 380
CPA MSN 0113 B-HLF

PER-32
330-342 30 JUN 15

BRAKE SYSTEM
(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
FULL 0 5 920 + 630 + 310 + 200 + 620 + 190 + 190 - 170 + 1 820
ANTISKID FAULT
3 5 6 290 + 690 + 320 + 220 + 640 + 200 + 220 - 200 + 2 030
FULL 0 6 290 + 440 + 330 + 220 + 680 + 200 + 230 - 210 + 1 630
ONE BRK RELEASED
3 5 6 680 + 460 + 330 + 230 + 700 + 220 + 260 - 240 + 1 850
FULL 0 6 750 + 480 + 350 + 240 + 750 + 220 + 300 - 260 + 1 540
TWO BRK RELEASED
3 5 7 190 + 500 + 360 + 250 + 780 + 240 + 340 - 300 + 1 750
3 - MEDIUM
Corrections on
WGT
(2)
FULL 0 6 590 + 470 + 340 + 230 + 730 + 210 + 270 - 240 + 1 660
ANTISKID FAULT
3 5 7 010 + 500 + 350 + 250 + 750 + 230 + 310 - 270 + 1 870
FULL 0 7 000 + 500 + 360 + 250 + 790 + 230 + 340 - 290 + 1 490
ONE BRK RELEASED
3 5 7 460 + 530 + 370 + 270 + 810 + 250 + 380 - 330 + 1 690
FULL 0 7 520 + 550 + 380 + 270 + 880 + 250 + 430 - 350 + 1 400
TWO BRK RELEASED
3 5 8 040 + 580 + 390 + 290 + 910 + 270 + 490 - 400 + 1 590
CPA MSN 0113 B-HLF

PER-32
330-342 30 JUN 15

BRAKE SYSTEM
(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
FULL 0 7 670 + 850 + 530 + 390 + 1 220 + 350 + 440 - 330 + 850
ANTISKID FAULT
3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 990
FULL 0 8 080 + 900 + 550 + 410 + 1 290 + 380 + 520 - 380 + 770
ONE BRK RELEASED
3 5 8 880 + 980 + 580 + 460 + 1 390 + 420 + 650 - 470 + 900
FULL 0 8 590 + 960 + 560 + 430 + 1 390 + 390 + 620 - 440 + 700
TWO BRK RELEASED
3 5 9 440 + 1 050 + 600 + 480 + 1 490 + 450 + 770 - 540 + 820
1 - POOR
Corrections on
WGT
(2)
FULL 0 11 700 + 940 + 510 + 410 + 1 750 + 420 + 2 150 - 1 000 + 850
ANTISKID FAULT
3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 990
FULL 0 12 370 + 1 010 + 520 + 420 + 1 900 + 450 + 2 760 - 1 130 + 770
ONE BRK RELEASED
3 5 13 450 + 1 080 + 550 + 470 + 1 980 + 480 + 3 140 - 1 300 + 900
FULL 0 13 180 + 1 080 + 520 + 420 + 2 090 + 460 + 3 830 - 1 300 + 700
TWO BRK RELEASED
3 5 14 350 + 1 170 + 610 + 520 + 2 370 + 560 + 3 180 - 1 490 + 830
CPA MSN 0113 B-HLF

PER-32
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-34
330-342 30 JUN 15
NAVIGATION SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
INDICATION
DOUBLE ADR/IR FAULT 3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
TRIPLE ADR FAULT 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
ADR/IR DISAGREE 3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
5 - GOOD
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
INDICATION
TRIPLE ADR FAULT 3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
ADR/IR DISAGREE 3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
INDICATION
TRIPLE ADR FAULT 3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
ADR/IR DISAGREE 3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
CPA MSN 0113 B-HLF

PER-34
330-342 30 JUN 15

NAVIGATION SYSTEM
(1)
3 - MEDIUM
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
INDICATION
TRIPLE ADR FAULT 3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
ADR/IR DISAGREE 3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
INDICATION
DOUBLE ADR/IR FAULT 3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
TRIPLE ADR FAULT 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
ADR/IR DISAGREE 3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
1 - POOR
Corrections on
WGT
(2)
UNRELIABLE SPEED
3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
INDICATION
DOUBLE ADR/IR FAULT 3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
TRIPLE ADR FAULT 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
ADR/IR DISAGREE 3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
CPA MSN 0113 B-HLF

PER-36
330-342 30 JUN 15
BLEED SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 4 960 + 580 + 280 + 180 + 460 + 170 + 90 - 50 + 1 700
CONFIG
-BLEED LO TEMP
5 - GOOD
Corrections on
WGT
(2)
The following ECAM FULL 10 5 810 + 610 + 380 + 270 + 730 + 240 + 140 - 130 + 900
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 6 210 + 660 + 390 + 300 + 760 + 260 + 170 - 150 + 1 100
CONFIG
-BLEED LO TEMP
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 6 810 + 440 + 320 + 240 + 640 + 220 + 220 - 220 + 1 460
CONFIG
-BLEED LO TEMP
CPA MSN 0113 B-HLF

PER-36
330-342 30 JUN 15

BLEED SYSTEM
(1)
3 - MEDIUM
Corrections on
WGT
(2)
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 7 600 + 500 + 350 + 270 + 750 + 250 + 310 - 300 + 1 330
CONFIG
-BLEED LO TEMP
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
The following ECAM FULL 10 8 520 + 880 + 510 + 420 + 1 240 + 390 + 460 - 390 + 550
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 9 310 + 960 + 540 + 470 + 1 320 + 430 + 570 - 490 + 710
CONFIG
-BLEED LO TEMP
1 - POOR
Corrections on
WGT
(2)
The following ECAM FULL 10 12 540 + 970 + 490 + 450 + 1 780 + 450 + 2 160 - 1 060 + 550
-WING LEAK
-ENG BLEED LEAK
-ABNORM BLEED 3 15 13 580 + 1 040 + 520 + 490 + 1 830 + 490 + 2 450 - 1 220 + 710
CONFIG
-BLEED LO TEMP
CPA MSN 0113 B-HLF

PER-70
330-342 30 JUN 15
ENGINE SYSTEM
(1)
6 - DRY
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 4 540 + 560 + 260 + 170 + 470 + 150 + 70 - 50 + 2 300
damage
SHUTDOWN with
damage but no Ice 3 5 4 540 + 560 + 260 + 170 + 470 + 150 + 70 - 50 + 2 300
Accretion
SHUTDOWN with
damage and Ice 3 15 4 990 + 590 + 280 + 190 + 460 + 170 + 90 - 60 + 1 790
Accretion
THR LEVER FAULT/
3 5 4 480 + 560 + 280 + 170 + 470 + 150 + 80 - 10 + 2 200
DISAGREE
REV UNLOCKED with
2 25 5 520 + 630 N/A + 190 + 470 + 180 + 100 - 70 + 1 930
buffet
REV UNLOCKED without
3 5 4 480 + 550 + 270 + 170 + 470 + 150 + 70 - 40 + 2 200
buffet
5 - GOOD
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 5 780 + 670 + 430 + 280 + 780 + 250 + 180 - 150 + 1 620
damage
SHUTDOWN with
damage but no Ice 3 5 5 780 + 670 + 430 + 280 + 780 + 250 + 180 - 150 + 1 620
Accretion
SHUTDOWN with
damage and Ice 3 15 6 460 + 730 + 440 + 330 + 800 + 280 + 200 - 200 + 1 140
Accretion
THR LEVER FAULT/
3 5 5 600 + 620 + 390 + 260 + 740 + 240 + 160 - 50 + 1 570
DISAGREE
REV UNLOCKED with
2 25 7 000 + 750 N/A + 340 + 810 + 290 + 210 - 200 + 1 150
buffet
3 5 5 590 + 620 + 390 + 260 + 730 + 240 + 160 - 120 + 1 580
buffet
CPA MSN 0113 B-HLF

PER-70
330-342 30 JUN 15

ENGINE SYSTEM
(1)
4 - GOOD TO MEDIUM
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 6 460 + 450 + 350 + 230 + 650 + 220 + 240 - 240 + 1 980
damage
SHUTDOWN with
damage but no Ice 3 5 6 460 + 450 + 350 + 230 + 650 + 220 + 240 - 240 + 1 980
Accretion
SHUTDOWN with
damage and Ice 3 15 7 070 + 470 + 350 + 260 + 660 + 230 + 250 - 280 + 1 510
Accretion
THR LEVER FAULT/
3 5 6 310 + 420 + 320 + 220 + 650 + 200 + 220 - 130 + 1 920
DISAGREE
REV UNLOCKED with
2 25 7 500 + 460 N/A + 250 + 660 + 240 + 250 - 260 + 1 630
buffet
3 5 6 270 + 420 + 320 + 220 + 640 + 200 + 210 - 200 + 1 930
buffet
3 - MEDIUM
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 7 240 + 530 + 390 + 270 + 770 + 240 + 350 - 340 + 1 820
damage
SHUTDOWN with
damage but no Ice 3 5 7 240 + 530 + 390 + 270 + 770 + 240 + 350 - 340 + 1 820
Accretion
SHUTDOWN with
damage and Ice 3 15 7 910 + 550 + 390 + 290 + 780 + 270 + 360 - 390 + 1 380
Accretion
THR LEVER FAULT/
3 5 7 070 + 480 + 350 + 250 + 760 + 230 + 320 - 210 + 1 770
DISAGREE
REV UNLOCKED with
2 25 8 390 + 540 N/A + 290 + 770 + 280 + 360 - 360 + 1 490
buffet
3 5 7 000 + 490 + 350 + 250 + 750 + 230 + 310 - 270 + 1 780
buffet
CPA MSN 0113 B-HLF

PER-70
330-342 30 JUN 15

ENGINE SYSTEM
(1)
2 - MEDIUM TO POOR
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 8 840 + 1 040 + 660 + 480 + 1 410 + 440 + 670 - 540 + 960
damage
SHUTDOWN with
damage but no Ice 3 5 8 840 + 1 040 + 660 + 480 + 1 410 + 440 + 670 - 540 + 960
Accretion
SHUTDOWN with
damage and Ice 3 15 9 870 + 1 080 + 630 + 520 + 1 430 + 470 + 710 - 680 + 710
Accretion
THR LEVER FAULT/
3 5 8 520 + 940 + 580 + 450 + 1 360 + 410 + 580 - 330 + 940
DISAGREE
REV UNLOCKED with
2 25 10 690 + 1 070 N/A + 530 + 1 420 + 480 + 730 - 640 + 770
buffet
3 5 8 420 + 930 + 560 + 440 + 1 300 + 400 + 550 - 410 + 970
buffet
1 - POOR
Corrections on
WGT
(2)
SHUTDOWN with no
3 5 13 230 + 1 130 + 630 + 510 + 1 810 + 500 + 2 540 - 1 480 + 970
damage
SHUTDOWN with
damage but no Ice 3 5 13 230 + 1 130 + 630 + 510 + 1 810 + 500 + 2 540 - 1 480 + 970
Accretion
SHUTDOWN with
damage and Ice 3 15 14 260 + 1 170 + 610 + 550 + 1 830 + 540 + 2 560 - 1 610 + 710
Accretion
THR LEVER FAULT/
3 5 13 360 + 980 + 550 + 460 + 1 970 + 480 + 3 180 - 1 460 + 940
DISAGREE
REV UNLOCKED with
2 25 15 230 + 1 140 N/A + 540 + 1 900 + 540 + 2 800 - 1 450 + 770
buffet
3 5 12 700 + 1 010 + 530 + 450 + 1 810 + 460 + 2 450 - 1 150 + 970
buffet
CPA MSN 0113 B-HLF

PER-70
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-E
330-342 30 JUN 15
CEILINGS
ONE ENGINE OUT
GROSS CEILING at LONG RANGE and GREEN DOT SPEEDS Pack Flow Hi – Anti ice OFF
CORRECTIONS ENGINE ANTI ICE ON TOTAL ANTI ICE ON

LONG RANGE -850 ft -1 500 ft
GREEN DOT -400 ft -1 200 ft
CPA MSN 0113 B-HLF

PER-E
330-342 30 JUN 15
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED

ONE ENGINE OUT
CPA MSN 0113 B-HLF

PER-E
330-342 30 JUN 15
CRUISE AT LONG RANGE CRUISE SPEED

ONE ENGINE OUT
CPA MSN 0113 B-HLF

PER-E
330-342 30 JUN 15
IN CRUISE QUICK CHECK LONG RANGE

ONE ENGINE OUT
CPA MSN 0113 B-HLF

PER-G
330-342 30 JUN 15
OPTIMUM & MAXIMUM ALTITUDES

ALL ENGINES
PACK FLOW HI OR/AND

CORRECTIONS ENGINE ANTI ICE ON TOTAL ANTI ICE ON
CARGO COOL ON
≤ ISA + 7 -300 ft -500 ft -200 ft
ISA + 15 -400 ft -900 ft -200 ft
ISA + 20 -800 ft -1 900 ft -400 ft
Note: No bleed corrections on optimum altitudes.
CPA MSN 0113 B-HLF

PER-G
330-342 30 JUN 15
IN CRUISE QUICK CHECK AT A GIVEN MACH NUMBER

ALL ENGINES
CPA MSN 0113 B-HLF

PER-G
330-342 30 JUN 15
COST INDEX FOR LONG RANGE CRUISE SPEED

ALL ENGINES
For a quick determination of the CILRC, use:
‐ CILRC = 40 kg/min in the FMGC, for aircraft in metric units.
or
‐ CILRC = 53 (100 lb/h) in the FMGC, for aircraft in US units.
STANDARD DESCENT
ALL ENGINES
CPA MSN 0113 B-HLF

PER-G
330-342 30 JUN 15
QUICK DETERMINATION TABLE

OF ALTERNATE FLIGHT PLANNING
ALL ENGINES
CPA MSN 0113 B-HLF

PER-H
330-342 30 JUN 15
IN CRUISE QUICK CHECK FL 100 LONG RANGE

FLIGHT WITHOUT CAB PRESS
CPA MSN 0113 B-HLF

PER-H
330-342 30 JUN 15
CPA MSN 0113 B-HLF

PER-I
330-342 30 JUN 15
GROUND DISTANCE / AIR DISTANCE CONVERSION
CPA MSN 0113 B-HLF

PER-I
330-342 30 JUN 15
IAS / MACH CONVERSION
CPA MSN 0113 B-HLF

PER-I
330-342 30 JUN 15
ISA TEMPERATURE AND

PRESSURE ALTITUDE CORRECTION
CPA MSN 0113 B-HLF

PER-I
330-342 30 JUN 15
CPA MSN 0113 B-HLF

OPS
OPERATIONAL DATA
1/2
Severe Turbulence......................................................................... OPS.01A

Hydraulic Architecture.....................................................................OPS.02A
Flight Controls Architecture............................................................ OPS.03A
Wind Component............................................................................ OPS.04A
Limitations.......................................................................................OPS.05A
CPA MSN 0113 B-HLF

OPS
OPERATIONAL DATA
2/2
CPA MSN 0113 B-HLF

OPS
OPERATIONAL DATA
1/2

Title
OPS OPS.03A 1 Enhancement of the illustration for standardization.
Flight Controls Architecture
CPA MSN 0113 B-HLF

OPS
OPERATIONAL DATA
2/2
CPA MSN 0113 B-HLF

OPERATIONAL DATA OPS.01A

330-342 08 NOV 16
SEVERE TURBULENCE
Speed and Thrust Setting (N1) for Turbulence Speed
SPD GROSS WEIGHT (1 000 kg)
FLIGHT
or
LEVEL
Mach 120 130 140 150 160 170 180 190 200 210 220 230 240
410 0.78 72.2 73.2 74.2 75.4 76.6 78.1 80.2 - - - - - -
390 0.78 71.2 71.9 72.8 73.7 74.8 75.9 77.1 78.6 80.6 - - - -
370 0.78 70.3 70.9 71.6 72.4 73.2 74.1 75.1 76.2 77.3 78.8 80.6 82.6 -
350 260 69.6 70.1 70.6 71.3 72.0 72.8 73.6 74.5 75.5 76.6 77.7 79.2 80.9
330 260 68.4 68.9 69.5 70.1 70.8 71.5 72.3 73.1 74.0 74.9 76.0 77.3 78.5
310 260 67.1 67.6 68.2 68.8 69.4 70.1 70.9 71.7 72.5 73.4 74.3 75.4 76.6
290 260 65.8 66.3 66.9 67.4 68.0 68.7 69.4 70.1 70.9 71.7 72.6 73.5 74.5
270 260 64.6 65.1 65.6 66.2 66.8 67.5 68.1 68.7 69.4 70.2 71.0 71.8 72.7
250 260 63.4 63.8 64.3 64.9 65.5 66.1 66.8 67.5 68.2 69.0 69.8 70.6 71.5
200 240 58.1 58.7 59.4 60.1 60.8 61.6 62.5 63.3 64.1 65.0 65.9 66.8 67.7
150 240 55.1 55.7 56.3 57.0 57.7 58.5 59.2 60.0 60.8 61.7 62.6 63.5 64.4
100 240 52.7 53.2 53.7 54.2 54.8 55.5 56.1 56.9 57.6 58.5 59.2 60.0 60.9
50 240 51.1 51.6 52.0 52.4 52.9 53.4 53.9 54.4 55.0 55.7 56.3 57.1 57.9
SIGNS......................................................................................................................ON
AUTO PILOT................................................................................................ KEEP ON
A/THR (when thrust changes become excessive)................................ DISCONNECT
DESCENT.................................................................................................. CONSIDER
Consider descending to or below OPT FL in order to increase the margin to buffet
 FOR APPROACH:
A/THR in managed speed................................................................................USE
CPA MSN 0113 B-HLF


330-342 08 NOV 16
HYDRAULIC ARCHITECTURE
CPA MSN 0113 B-HLF


330-342 08 NOV 16
FLIGHT CONTROLS ARCHITECTURE

1
P = PRIM computers S = SEC computers

→ Arrows indicate the control reconfiguration priorities
G B Y indicates the hydraulic source for each servo control
MLA = Manoeuver load alleviation
CPA MSN 0113 B-HLF


330-342 08 NOV 16
WIND COMPONENT
CPA MSN 0113 B-HLF


330-342 08 NOV 16
LIMITATIONS
GENERAL
‐ CG limits are given in percentage of the reference chord length aft of the leading edge
‐ The reference chord length is 7.27 m (23.85 ft). It is 28.15 m (92.36 ft) aft of the aircraft nose
‐ The CG must always be within these limits regardless of fuel load.
CPA MSN 0113 B-HLF


330-342 08 NOV 16
CPA MSN 0113 B-HLF

NORMAL CHECKLIST C2
330-342 08 NOV 16
EMERGENCY LANDING
ALL ENG FAILURE

Apply the following if not able to maintain altitude after the loss of thrust near the ground.
DITCHING FORCED LANDING
APU............................................ START APU............................................ START
LAND RECOVERY...........................ON LAND RECOVERY...........................ON
LANDING GEAR...............................UP
FLAPS LEVER.....................................2 FLAPS LEVER.....................................2
VAPP.................................DETERMINE VAPP.................................DETERMINE
GW 120 t 140 t 160 t 180 t 200 t 220 t 240 t
VAPP 150 kt 150 kt 153 kt 160 kt 167 kt 173 kt 180 kt
DITCHING pb................................... ON SPLRS............................................ARM

At 1 000 ft AGL at the latest:
LANDING GEAR...... DOWN by GRVTY
At 500 ft AGL or below: At 500 ft AGL or below:
BRACE FOR IMPACT...............ORDER BRACE FOR IMPACT...............ORDER
For flare: For flare:
TOUCH DOWN AT MIN V/S TOUCH DOWN AT MIN V/S
TARGET PITCH ATT 11 °
At touchdown: At touchdown:
ALL ENG MASTERS...................... OFF ALL ENG MASTERS...................... OFF
APU MASTER SW..........................OFF APU MASTER SW..........................OFF
EMER EVAC PROC...................APPLY EMER EVAC PROC...................APPLY

EMERGENCY EVACUATION
AIRCRAFT.................................................................................................... STOP (C)
PARKING BRK..................................................................................................ON (C)
ATC (VHF 1)............................................................................................. NOTIFY (C)
CABIN CREW (PA).................................... “ATTENTION, CREW AT STATIONS” (C)
ΔP (only if MAN CAB PR has been used)...................................... CHECK ZERO (F)
If not zero, MODE SEL on MAN, V/S CTL FULL UP.
ENG MASTERS (ALL).....................................................................................OFF (F)
FIRE Pushbuttons (ENG and APU)..............................................................PUSH (F)
AGENTS (ENG and APU)......................................................................AS RQRD (F)
• If Evacuation required: (F)
EVACUATION..........................................................................................INITIATE (C)
CPA MSN 0113 B-HLF

NORMAL CHECKLIST BLANK

330-342 08 NOV 16
CPA MSN 0113 B-HLF

NORMAL CHECKLIST C3
330-342 08 NOV 16
BEFORE START APPROACH

COCKPIT PREP..................... COMPLETED (BOTH) BRIEFING............................................. CONFIRMED
GEAR PINS and COVERS.......................REMOVED ECAM STATUS.........................................CHECKED
SIGNS.........................................................ON/AUTO SEAT BELTS.........................................................ON
ADIRS..................................................................NAV BARO REF................................... _____SET (BOTH)
FUEL QUANTITY........................................ _____KG MINIMUM..................................... _____SET (BOTH)
TO DATA............................................................. SET ENG START SEL.......................................AS RQRD
BARO REF................................... _____SET (BOTH)
LANDING
HARNESS...................................... SECURE (BOTH)
ATC...................................................................... SET CABIN CREW............................................. ADVISED
WINDOWS/DOORS..................................... CLOSED A/THR..................................................... SPEED/OFF
BEACON................................................................ON AUTOBRAKE............................................. AS RQRD
THR LEVERS .................................................... IDLE ECAM MEMO.....................................LDG NO BLUE
PARK BRAKE............................................ AS RQRD ‐ SIGNS ON ‐ FLAPS LDG
‐ CABIN READY ‐ SPLRS ARMED
AFTER START ‐ LDG GEAR DN
ANTI ICE.................................................... AS RQRD

AFTER LANDING
ECAM STATUS ........................................CHECKED
PITCH TRIM...................................._____CHECKED FLAPS...................................................RETRACTED
RUDDER TRIM.................................................ZERO SPOILERS............................................... DISARMED
GROUND CREW............................................ CLEAR APU................................................................. START
RADAR...................................................... OFF/STBY
BEFORE TAKEOFF PREDICTIVE WINDSHEAR SYSTEM................ OFF
LOADSHEET............................... ACKNOWLEDGED
PARKING
FLIGHT CONTROLS................... CHECKED (BOTH)
FLT INST..................................... CHECKED (BOTH) APU BLEED.......................................................... ON
BRIEFING............................................. CONFIRMED ENGINES.............................................................OFF
FLAP SETTING.........................CONF_____ (BOTH) SEAT BELTS.......................................................OFF
V SPEEDS/THR.................................. _____ (BOTH) EXT LTs...............................................................SET
ECAM MEMO....................................... TO NO BLUE FUEL PUMPS......................................................OFF
PARK BRAKE........................................................ON
‐ SIGNS ON ‐ FLAPS TO
‐ CABIN READY ‐ AUTO BRK MAX
‐ SPLRS ARMED ‐ TO CONFIG NORM
SECURING
ADIRS.................................................................. OFF
TAKEOFF RWY............._____CONFIRMED (BOTH)
OXYGEN..............................................................OFF
CABIN CREW ............................................ADVISED
APU BLEED.........................................................OFF
ENGINE START SEL.................................AS RQRD
EMER EXIT LT....................................................OFF
PACKS....................................................... AS RQRD
SIGNS..................................................................OFF
AFTER TAKEOFF APU AND BAT.................................................... OFF
Consider COLD WEATHER
LDG GEAR............................................................ UP
FLAPS...................................................RETRACTED
PACKS...................................................................ON
TAKEOFF CG / TRIM POS
CPA MSN 0113 B-HLF

NORMAL CHECKLIST BLANK

330-342 08 NOV 16
CPA MSN 0113 B-HLF

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QUICK REFERENCE HANDBOOK

REFERENCE: CPA MSN 0113 B-HLF QRH

Total Outer Tanks Inner Tanks Trim Tanks

EGT Limit Wind Limitations

TOGA 900 °C (5 MIN) 920 °C (20 SEC) LDG 40 KTS

Max Landing Weight 179

Green Dot At FL 300 +/- 1 KT +/- 1,000 FT

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Issue date: 08 NOV 16

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Operating Techniques ABN-01

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