Pro Sop

PROCEDURES
SPECIAL OPERATIONS
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PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-SPO-20 Flight Without Cabin Pressurization

General.....................................................................................................................................................................A
Fuel Transfer............................................................................................................................................................B
OXYGEN REQUIREMENTS................................................................................................................................... C
FLIGHT PLANNING AND EXECUTION................................................................................................................. D
Systems....................................................................................................................................................................E
PERFORMANCE DATA...........................................................................................................................................F
Flight Planning from Brake Release to Landing..................................................................................................... G
GROUND DISTANCE/AIR DISTANCE CONVERSION..........................................................................................H
PRO-SPO-25 Flight with Gear Down

PRO-SPO-25-10 General
GENERAL................................................................................................................................................................ A
PRO-SPO-25-20 Limitations
LIMITATIONS...........................................................................................................................................................A
PRO-SPO-25-30 Procedures
PREFLIGHT............................................................................................................................................................. A
ABN AND EMER PROCEDURES...........................................................................................................................B
PRO-SPO-25-40 Performance
GENERAL................................................................................................................................................................ A
Second Segment Gradient Condition......................................................................................................................B
Final Takeoff Condition........................................................................................................................................... C
En Route Condition................................................................................................................................................. D
Go Around Performance..........................................................................................................................................E
Flight Planning......................................................................................................................................................... F
Climb........................................................................................................................................................................G
Cruise.......................................................................................................................................................................H
Descent......................................................................................................................................................................I
RACE TRACK HOLDING PATTERN.......................................................................................................................J
En Route Net Flight Plan........................................................................................................................................ K
Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out............................................................. L
PRO-SPO-35 Flight Over Mountainous Area

INTRODUCTION......................................................................................................................................................A
Engine Failure..........................................................................................................................................................B
DEPRESSURIZATION.............................................................................................................................................C
CONCLUSION......................................................................................................................................................... D
Continued on the following page
HVN FCOM A321 FLEET PRO-SPO-PLP-TOC P 1/4

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Continued from the previous page

PRO-SPO-40 Extended Range Operations
PRO-SPO-40-10 General
General.....................................................................................................................................................................A
PRO-SPO-40-20 Operational Limitations

Definitions.................................................................................................................................................................A
AREA OF OPERATION...........................................................................................................................................B
PRO-SPO-40-30 Dispatch Consideration

MMEL....................................................................................................................................................................... A
ETOPS Fuel Scenarios........................................................................................................................................... B
ETOPS Critical Fuel Reserves................................................................................................................................C
ETOPS Fuel Requirements.....................................................................................................................................D
Weather Minima.......................................................................................................................................................E
PRO-SPO-40-40 Diversion During Extended Range Operations

DIVERSION DECISION MAKING........................................................................................................................... A
DIVERSION PERFORMANCE DATA..................................................................................................................... B
GUIDELINES FOR DIVERSION PROCEDURE..................................................................................................... C
PRO-SPO-40-50 Procedures
GENERAL................................................................................................................................................................ A
COCKPIT PREPARATION...................................................................................................................................... B
ABN and EMER Procedures...................................................................................................................................C
PRO-SPO-40-60 Performance
General.....................................................................................................................................................................A
MAXIMUM DIVERSION DISTANCE....................................................................................................................... B
ETOPS Fuel From Critical Point to Landing - All Engines - Cruise at LRC............................................................C
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 350kt.................................................. D
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 320kt...................................................E
ETOPS Fuel requirement from Critical Point to Landing - Example....................................................................... F
PRO-SPO-50 Reduced Vertical Separation Minimum (RVSM)

General.....................................................................................................................................................................A
Operational Approval............................................................................................................................................... B
Required Equipment/Functions for RVSM.............................................................................................................. C
Procedures...............................................................................................................................................................D

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

PRO-SPO-51 Required Navigation Performance (RNP)
General.....................................................................................................................................................................A
RNAV 10 / RNP 10................................................................................................................................................. B
RNAV 5 / BRNAV....................................................................................................................................................C
RNAV 1 RNAV 2 / P-RNAV - Terminal RNAV....................................................................................................... D
RNP 4...................................................................................................................................................................... E
RNP 1 / Terminal RNP 1- Basic RNP 1................................................................................................................. F
RNP APCH / RNAV(GNSS)....................................................................................................................................G
PRO-SPO-60 Operations on Narrow Runways

General.....................................................................................................................................................................A
LIMITATIONS...........................................................................................................................................................B
PROCEDURES........................................................................................................................................................C
Performance.............................................................................................................................................................D
PRO-SPO-65 Operations at QNH Above 1050 hPa

General.....................................................................................................................................................................A
Consequences......................................................................................................................................................... B
Standby Altitude Correction.....................................................................................................................................C
Procedures...............................................................................................................................................................D
PRO-SPO-85 ILS PRM Approach

General.....................................................................................................................................................................A
Requirements........................................................................................................................................................... B
Breakout Procedure.................................................................................................................................................C

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-20-00001883.0001001 / 20 MAY 15
Applicable to: ALL
Flight without cabin pressurization can result of:

‐ Dispatch under MEL
‐ Departure following a structural damage
‐ Depressurization in flight
The flight crew must decide the flight level and the airspeed depending on:
‐ The cause of the depressurization
‐ The distance to fly
‐ The topographic conditions
‐ The meteorological conditions, and
‐ The passengers on board the aircraft.
Revenue flight is permitted without cabin pressurization, provided that the oxygen requirements
below are achieved.
After a MMEL dispatch with both PACKs inoperative, the flight without cabin pressurization is
permitted provided the flight is performed without passengers.
FUEL TRANSFER
Ident.: PRO-SPO-20-00006150.0001001 / 10 JAN 11
Applicable to: VN-A322, VN-A334, VN-A335, VN-A336, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A359,
VN-A360, VN-A361, VN-A362, VN-A363, VN-A365, VN-A366, VN-A367, VN-A390, VN-A602, VN-A606, VN-A610
Automatic fuel transfer from the ACT(s) to the center tank will not occur during flight without cabin
pressurization. At the time when the automatic fuel transfer from the ACT(s) should start, the “ACT
XFR FAULT” ECAM caution will be triggered to indicate that the automatic transfer will not occur.
The flight crew should follow the ECAM caution to perform a manual fuel transfer.
OXYGEN REQUIREMENTS
Ident.: PRO-SPO-20-00001884.0001001 / 10 DEC 09
Applicable to: ALL
CREW MEMBERS
See FAR 121.329 or JAR-OPS 1.770
HVN FCOM A321 FLEET PRO-SPO-20 P 1/8

FCOM A to C → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
PASSENGERS
For flight at cabin pressure altitudes above 10 000 ft, up to and including 14 000 ft, there must be
enough oxygen to supply 10 % of the passengers for the flight at those altitudes that lasts more
than 30 min.
For flight at cabin pressure altitudes above 14 000 ft, up to and including 15 000 ft, there must be
enough oxygen for 30 % of the passengers.
For flight at cabin pressure altitudes above 15 000 ft, there must be enough oxygen for all
passengers.
FLIGHT PLANNING AND EXECUTION

Applicable to: ALL
Ident.: PRO-SPO-20-A-00001981.0001001 / 10 DEC 09
ALTITUDE
Flight route planning should consider the above-stated restriction in cabin altitude. If cabin
altitude exceeds 9 550 ± 350 ft, the EXCESS CAB ALT warning on the ECAM will be activated.
When above 14 000 ft, the passenger oxygen masks will drop automatically. Therefore, the
recommended maximum altitude for prolonged flight is FL 100. The minimum altitude should be
selected by respecting :
‐ The Minimum Safe Altitude (MSA),
‐ Turbulence, which is uncomfortable for passengers and,
‐ Low Outside Air Temperature (OAT), which can be uncomfortable for passengers when the
cabin is ventilated by ram air only.
AIRSPEED
If decompression is due to structural damage, consider airspeed reduction. Use slats and flaps, as
necessary, to establish low speed conditions. In addition, turbulent conditions are uncomfortable
for passengers, and gust response should be minimized by reducing airspeed.
CLIMB AND DESCENT RATE

Takeoff must be performed normally, and the rate of climb must be limited to about 500 ft/min, to
ease the pressure change felt by passengers and crew.
Likewise, the rate of descent must be limited to about 1 000 ft/min, except for the final approach
which must be performed normally. Notify the ATC of any performance deficiency by a remark in
the flight plan.

FCOM ← C to D → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Ident.: PRO-SPO-20-A-00001985.0001001 / 10 JAN 11
EMERGENCY DESCENT IN CASE OF RAPID DEPRESSURIZATION

In the event of depressurization, oxygen is supplied to passengers through an individual mask.
The capacity of the units is such that the aircraft must descend and remain below the following
profile.
SYSTEMS
Ident.: PRO-SPO-20-00001990.0001001 / 20 MAY 15
Applicable to: VN-A344
FAILURE OCCURRING IN FLIGHT

Apply the abnormal and emergency procedures required by ECAM.
FAILURE PRESENT AT DISPATCH
In this case, the flight must be performed with no passengers
 If flight with both packs inoperative
PACK 1 and 2.......................................................................................................................OFF
RAM AIR................................................................................................................................. ON
Note: If the "AVIONICS SMOKE" procedure has to be applied, the following flight time
limitations have to be considered to protect the avionic equipment :
At ISA +40 : 0.5 h
At ISA +30 : 1.5 h
At ISA +20 : 4 h
At ISA +10 and below : No limitation.
Between FL 80 and FL 150, oxygen must be provided for 2 % of the passengers. This is
provided by the portable oxygen system. When it is no longer available, descend to FL 80. For
performance at FL 80/250 kt : Use data for FL 100/LRC (Refer to PER-CRZ-CRT-30 LONG
RANGE CRUISE - ISA) and increase fuel consumption by 6 %.

FCOM ← D to E → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
 If both CAB PRESS systems are inoperative, or if there is structural damage :

PACK 1 and 2.........................................................................................................................ON
MODE SEL.......................................................................................................................... MAN
V/S CTL ......................................................................................................................AS RQRD
Use V/S CTL pb to set the outflow valve opening to 50 %.
OUTFLOW VALVE HALF OPEN.....................................................................................CHECK
The outflow valve opening is limited to 50 %, to prevent the cabin air suction effect.
MAX FL ....................................................................................................................100 or MSA
TAKEOFF
Limit the aircraft's rate of climb to about 500 ft/min.
CLIMB
Note: The EXCESS CAB ALT warning may occur.
Use the ECAM CLR pb to clear the warning.
DESCENT
Limit the aircraft's rate of descent to about 1 000 ft/min. Perform the final approach normally.
SYSTEMS
Ident.: PRO-SPO-20-00001990.0002001 / 20 MAY 15
VN-A338, VN-A339, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358, VN-A359, VN-A360, VN-A361,
VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
FAILURE OCCURRING IN FLIGHT

Apply the abnormal and emergency procedures required by ECAM.
FAILURE PRESENT AT DISPATCH
In that case, the flight must be performed with no passengers.
 If flight with both packs inoperative:
PACK 1 and 2.......................................................................................................................OFF

FCOM ←E→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
RAM AIR................................................................................................................................. ON
Note: If the "AVIONICS SMOKE" procedure has to be applied, the following flight time
limitations have to be considered to protect the avionic equipment :
At ISA +40 : 0.5 h
At ISA +30 : 1.5 h
At ISA +20 : 4 h
At ISA +10 and below : No limitation.
MAX FL ....................................................................................................................100 or MSA
 If both CAB PRESS systems are inoperative, or if there is structural damage:
TEST OF THE MANUAL OPERATION OF THE OUTFLOW VALVE ON GROUND:
PACK 1 pb-sw and PACK 2 pb-sw ..................................................................................... OFF
OUTFLOW VALVE FULLY OPEN...................................................................................CHECK
Check that the outflow valve is fully open on the CAB PRESS SD page
RPCU CB (X23 ON 122VU)............................................................................................... PULL
MODE SEL pb ................................................................................................................... MAN
MAN V/S CTL ....................................................................................................................... DN
Check that the outflow valve is fully closed on the CAB PRESS SD page
MAN V/S CTL ....................................................................................................................... UP
Check that the outflow valve is fully open on the CAB PRESS SD page
MODE SEL pb .................................................................................................................. AUTO
RPCU CB (X23 ON 122VU).............................................................................................. PUSH
PACK 1 pb-sw and PACK 2 pb-sw .......................................................................................ON
MAX FL ....................................................................................................................100 or MSA
TAKEOFF
Limit the aircraft's rate of climb to about 500 ft/min.

FCOM ←E→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
 If both CAB PRESS systems are inoperative, or if there is structural damage:

 WHEN IN CLEAN CONFIGURATION:
MODE SEL pb ........................................................................................................ MAN
V/S CTL sw ......................................................................................................AS RQRD
Use V/S CTL pb to set the outflow valve opening to 50 %.
OUTFLOW VALVE HALF OPEN.......................................................................... CHECK
The outflow valve opening is limited to 50 %, to prevent the cabin air suction effect.
CLIMB
Note: The EXCESS CAB ALT warning may occur.
Use the ECAM CLR pb to clear the warning.
DESCENT
Limit the aircraft's rate of descent to about 1 000 ft/min. Perform the final approach normally.
PERFORMANCE DATA
Ident.: PRO-SPO-20-00001991.0003001 / 10 DEC 09
Applicable to: ALL
The following table enables the fuel consumption and the time needed from takeoff to landing to be
determined in case of flight without cabin pressurization.
The table is established for :
‐ Takeoff
‐ Climb from 1 500 ft at 250 kt
‐ Long range cruise speed at FL 100
‐ Descent to 1 500 ft at 250 kt
‐ Approach and landing : IMC procedure 140 kg or 310 lb (6 min)
‐ ISA temperature
‐ CG = 25 %
‐ Normal air conditioning
‐ Anti ice OFF
The table (Refer to PRO-SPO-20 Ground Distance/Air Distance Conversion) gives the conversion
from ground distance to air distance
Note: For each degree Celcius above ISA temperature apply a correction of 0.01 (kg/°C/NM) or
0.022 (lb/°C/NM).

FCOM ← E to F 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
FLIGHT PLANNING FROM BRAKE RELEASE TO LANDING

Ident.: PRO-SPO-20-00001992.0017001 / 16 NOV 11
Applicable to: ALL

FCOM G 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
GROUND DISTANCE/AIR DISTANCE CONVERSION

Ident.: PRO-SPO-20-00001994.0002001 / 10 DEC 09
Applicable to: ALL

FCOM H 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - GENERAL
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-25-10-00001997.0001001 / 14 DEC 09
Applicable to: ALL
This Chapter applies to dispatch with landing gear down. However, the limitations and inflight
performance also apply in case of an inflight landing gear retraction failure.
Revenue flight is permitted, with the landing gear down and the gear doors closed, in the conditions
stated below.
HVN FCOM A321 FLEET PRO-SPO-25-10 P 1/2

FCOM A 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - GENERAL
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - LIMITATIONS
OPERATING MANUAL
LIMITATIONS
Ident.: PRO-SPO-25-20-00001999.0002001 / 14 NOV 11
Applicable to: ALL
‐ Do not fly into expected icing conditions.

‐ Ditching with the landing gear down has not been demonstrated.
‐ Disregard FM fuel predictions. Other predictions should also be disregarded (altitude, speed and
time), except time predictions at waypoints when in cruise.
‐ Do not use managed speed (except in approach) and CLB and DES autopilot modes.
‐ ALTITUDE ALERT is not available.
‐ Select TCAS "TA only" mode.

FCOM A 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - LIMITATIONS
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PROCEDURES
OPERATING MANUAL
PREFLIGHT
Ident.: PRO-SPO-25-30-00002000.0002001 / 14 DEC 09
Applicable to: ALL
VMO/MMO with the landing gear down is 235 kt/M .60. In the avionics compartment, on 188 VU, the
VMO-MMO switch must be set to the "L/G DOWN" position.
ABN AND EMER PROCEDURES

Ident.: PRO-SPO-25-30-00002003.0013001 / 14 NOV 11
Applicable to: ALL
FLIGHT CONTROLS
Failure cases, which would normally lead to ALTN law, will degrade F/CTL laws down to DIRECT
law, if the landing gear is extended.
FAILURE OF BOTH ENGINES
When both engines are failed, to ease the handling of all the different ECAM procedures resulting
from this all engine flame out situation, it is recommended to use the ENG DUAL FAILURE QRH
paper procedure, and if time permits, to clear the ECAM.
Follow all the steps of the QRH paper procedure, except those that are modified by the procedure
below :
 If APU is not available
‐ Attempt an APU start
‐ . If APU start is unsuccessful, a windmilling relight can be performed, as long as the speed
is above 260 kt (corresponding N2 above 18 %). In this case, increase the aircraft speed
and disregard VMO warning.
 If APU is available : perform an assisted relight, when below FL 200.
‐ Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on PFD
if APU GEN not available).

FCOM A to B 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PROCEDURES
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-25-40-00002004.0001001 / 14 DEC 09
Applicable to: ALL
Consider the increase in drag to determine the takeoff weight and fuel consumption.
CONF 1 + F is the recommended takeoff configuration.
Note: Takeoff with tail wind is not recommended.
Penalties on takeoff performance affect second segment gradient condition, final takeoff condition
and en-route conditions. The takeoff weight to be retained is the most limiting of these three
conditions.
SECOND SEGMENT GRADIENT CONDITION

Ident.: PRO-SPO-25-40-00002006.0010001 / 14 FEB 11
Applicable to: ALL
The RTOW charts or the quick reference tables give the basic information for normal takeoff. To
simplify, a constant weight reduction is applied whatever the limitation. This weight reduction covers
the most critical case presented for flying over an obstacle.
Takeoff configuration 1+F 2 3
Weight reduction 21 % 19 % 17 %
METHOD
Use the RTOW chart or the quick-reference tables to define the maximum takeoff weight for the
conditions on the airport (temperature, pressure, wind, runway...), then apply the above weight
reduction.
FINAL TAKEOFF CONDITION

Ident.: PRO-SPO-25-40-00002007.0016001 / 09 OCT 12
Applicable to: ALL
The final takeoff speed is VLS.

Use the graph below to determine the maximum takeoff weight associated with the final takeoff
condition.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
EN ROUTE CONDITION
Ident.: PRO-SPO-25-40-00002008.0006001 / 14 FEB 11
Applicable to: ALL
Retain the lowest weight according to the most limiting condition (second segment or final takeoff).
Use the en route net flight path (Refer to PRO-SPO-25-40 En Route Net Flight Path) to check that in
case of engine failure the aircraft can clear the terrain on the route by 1 000 ft (climbing) or 2 000 ft
(descending). If necessary, reduce the takeoff weight. Read the speeds corresponding to this weight
in the RTOW chart or in the quick reference tables.

FCOM ← C to D 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
GO AROUND PERFORMANCE
Ident.: PRO-SPO-25-40-00002010.0003001 / 14 FEB 11
Applicable to: ALL
Refer to PER-GOA-GEN GENERAL for go-around requirements.

Further decrease the basic limiting weight by 12 %.
FLIGHT PLANNING
Ident.: PRO-SPO-25-40-00002011.0001001 / 14 FEB 11
Applicable to: ALL
Note: The performance tables are established at ISA. For each degree Celsius above ISA
temperature and per NM of air distance apply a fuel correction of 0.05 kg/°C/NM
(0.11 lb/°C/NM).
CLIMB
Climb at 230 kt/M 0.50 with both engines at maximum climb thrust. The table (Refer to
PRO-SPO-25-40 Climb) gives the time, distance and fuel consumption according to takeoff weight.
CRUISE/DESCENT
The recommended cruise/descent speed is 230 kt/M 0.50.
The ceiling on one engine may be a limiting factor, and the choice of the route should reflect this
concern.
ENGINE FAILURE
In case of engine failure, the airplane will drift down to the ceiling shown (Refer to
PRO-SPO-25-40 Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out).
The thrust for drift down will be Maximum Continuous.
The drift down speed is equal to green dot speed.
HOLDING
For the holding parameters with slats out, this configuration being the least penalizing for holding:
Refer to PRO-SPO-25-40 Race Track Holding Pattern.

FCOM E to F 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
CLIMB
Ident.: PRO-SPO-25-40-00002012.0022001 / 14 FEB 11
Applicable to: ALL

FCOM G 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
CRUISE
Ident.: PRO-SPO-25-40-00002014.0022001 / 14 FEB 11
Applicable to: ALL

FCOM H 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
DESCENT
Ident.: PRO-SPO-25-40-00002016.0026001 / 14 FEB 11
Applicable to: ALL

FCOM I 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
RACE TRACK HOLDING PATTERN

Ident.: PRO-SPO-25-40-00002017.0022001 / 14 DEC 09
Applicable to: ALL

FCOM J 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
EN ROUTE NET FLIGHT PLAN

Ident.: PRO-SPO-25-40-00002019.0032001 / 09 OCT 12
Applicable to: ALL
EN ROUTE NET FLIGHT PATH-L/G DOWN-ONE ENGINE OUT

MAX. CONTINUOUS THRUST ISA
HIGH AIR CONDITIONING MINIMUM ENGINE
ANTI ICE OFF CG = 25 %

FCOM K→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM ←K 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS - ONE ENGINE OUT
Ident.: PRO-SPO-25-40-00004080.0010001 / 22 MAY 12
Applicable to: ALL
BLEED CORRECTIONS
ISA ≥ ISA +10
ENGINE ANTI ICE ON -2 100 ft -3 100 ft
LONG RANGE
TOTAL ANTI ICE ON -4 200 ft -5 200 ft
ENGINE ANTI ICE ON -1 500 ft -1 900 ft
GREEN DOT
TOTAL ANTI ICE ON -2 600 ft -3 200 ft

FCOM L 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT OVER MOUNTAINOUS AREA
OPERATING MANUAL
INTRODUCTION
Ident.: PRO-SPO-35-00002023.0001001 / 07 DEC 10
Applicable to: ALL
Two failures must be taken into consideration for en route obstacle clearance over mountainous
area :
‐ Engine failure that forces a descent to a lower cruise level
‐ Depressurization which, due to the passenger oxygen system, requires a descent to 10 000 ft
before supplementary oxygen is exhausted.
ENGINE FAILURE
Ident.: PRO-SPO-35-00002024.0001001 / 09 OCT 12
Applicable to: ALL
If the standard strategy does not allow the aircraft to clear obstacles, the pilot must use a drift down
procedure. If an engine failure occurs at any point on the route, the net flight path must clear the
obstacles on the drift-down part by 2 000 ft and on the climb part by 1 000 ft.
If the aircraft cannot clear the en route obstacles, a point of no return (PNR) must be determined.
If an engine failure occurs after the PNR, the aircraft must drift down on course. If the failure occurs
before the PNR, the aircraft must turn back.
For en route net flight paths, refer to the Aircraft Flight Manual.

FCOM A to B 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW FLIGHT OVER MOUNTAINOUS AREA
OPERATING MANUAL
DEPRESSURIZATION
Ident.: PRO-SPO-35-00002026.0001001 / 07 DEC 10
Applicable to: ALL
In case of depressurization, the passengers receive oxygen through individual modules. An

emergency descent in accordance with a certain profile has to be performed:Refer to PRO-SPO-20
General
CONCLUSION
Ident.: PRO-SPO-35-00002027.0001001 / 14 DEC 09
Applicable to: ALL
A detailed study of each route over mountainous area must show that single-engine net flight path
and passenger oxygen system performance allow the aircraft to clear the obstacles by 1 000 ft in
climb and by 2 000 ft in cruise or descent.
If the aircraft in these circumstances cannot clear the obstacles on the route, a PNR must be
determined and diversion procedures must be established.

FCOM C to D 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - GENERAL
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-10-00002029.0001001 / 17 NOV 11
Applicable to: ALL
The system design and the reliability of the engine installation of this airplane comply with the criteria
for Extended Twin Operations (ETOPS) flights set forth in AMC 20-6 rev. 2 (EASA) or FAR 25.1535
(FAA), when the aircraft is configured, maintained and operated in accordance with the Airbus CMP
(Configuration, Maintenance and Procedure) document.
This statement of ability does not constitute an approval to conduct Extended-Range Operations.
The ETOPS EXTENDED OPERATIONS Chapter of the AFM APPENDICES AND SUPPLEMENTS
Section refers to the approved Standard for Extended-Range Operations and the applicable
limitations, procedures and performance references.
The operator is responsible for showing that he is complying with the regulation of his nation and for
obtaining operational approval from his national authorities. The operator may amend this chapter, as
needed.
The airplane must be configured in accordance with the Airbus Standard for Extended-Range
Operations. However, the authorities may under certain conditions allow the operator to conduct
ETOPS flights with limited maximum diversion time (for example, 75 min diversion time in a benign
area of operation) without showing full compliance with these standards.

FCOM A 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - GENERAL
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS
OPERATING MANUAL
DEFINITIONS
Ident.: PRO-SPO-40-20-00002031.0001001 / 17 NOV 11
Applicable to: ALL
For the purpose of EU-OPS 1-245 and FAR 121-161, Extended-Range Operations are those
intended to be conducted over a route that contains a point beyond 60 min from an adequate airport
at the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA) conditions.
An adequate airport is an airport which satisfies the aircraft performance requirements applicable
at the expected landing weight, and sufficiently equipped to be safely used. In particular, at the
anticipated time of use, it should be available and equipped with the necessary services, including
ATC, weather information, navaids and emergency services.
An ETOPS (en-route) alternate airport is a confirmed adequate airport which satisfies the dispatch
weather minima requirements for ceiling and visibility within the required validity period.
AREA OF OPERATION
Ident.: PRO-SPO-40-20-00002032.0001001 / 17 NOV 11
Applicable to: ALL
The ETOPS area of operations is the airspace within which the distance to an ETOPS adequate
airport is less than the ETOPS Max Diversion distance.
The ETOPS maximum diversion distance from an adequate airport must be determined for ISA
(or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with one
engine inoperative and the remaining engine operating at MCT.
To determine the ETOPS maximum diversion distance from an adequate airport, the operator must
define a One Engine Inoperative diversion speed for performance computation.
The same approved one-engine-inoperative diversion speed (Refer to PER-OEI-GEN-05
STRATEGY) must be considered for :
‐ Establishing the area of operation,
‐ Calculating the single-engine fuel planning,
‐ Conducting the diversion in case of engine failure (conditions permitting).
The operator has to define an aircraft weight at diversion that is considered for the ETOPS Maximum
Diversion Distance calculation. This aircraft weight can be taken as a representative but conservative
value of the aircraft gross weight at the critical point of the route or at the various critical points of all
the routes included in a given sector.
The approved one-engine-inoperative descent and cruise speed must be chosen so that the
associated net flight path clears the en-route obstacles with the regulatory margin. However, a
speed other than the approved one-engine-inoperative speed may be used as the basis for obstacle
clearance as long as the fuel required with that speed is covered by the critical fuel scenario.
Refer to PER-OEI-GEN-15 PROCEDUREfor these two one-engine-inoperative speeds.

FCOM A to B → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS
OPERATING MANUAL
When the one-engine-inoperative diversion speed is chosen, the maximum distance from a diversion
airport, can be directly determined for different maximum diversion times, with the help of the tables
provided in this section. The area of possible ETOPS operation can then be drawn on plotting charts.
Another way to determine the maximum distance to a diversion airport is to read the
one-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best TAS) in
the cruise tables (Refer to PER-OEI-GEN-05 STRATEGY) taking into consideration the appropriate
speed strategy and the minimum altitude for clearing possible obstacles. The maximum distance the
aircraft can travel to a diversion airport is this one-engine-inoperative-TAS multiplied by the maximum
allowed diversion time granted to the operator.
Operators whose authorities require that an approved one-engine-inoperative speed be published in
the Flight Manual must use this approved speed.

FCOM ←B 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
OPERATING MANUAL
MMEL
Ident.: PRO-SPO-40-30-00002035.0001001 / 03 DEC 13
Applicable to: ALL
The MMEL has been approved taking into consideration the duration of the average ETOPS flight
and the maximum diversion time granted to the airframe/engine combination.
The MMEL published by Airbus and approved by the EASA can be used to establish the airline MEL,
which must be approved by the operator's national authorities.
This MEL will probably be adapted to the airline network, environment and organization.
Other determining parameters will be :
• The maximum and the average diversion times on the route.
• The equipment of the enroute alternates.
• The navigation and communication facilities.
• The average meteorological conditions.
ETOPS FUEL SCENARIOS

Ident.: PRO-SPO-40-30-00012899.0001001 / 09 OCT 12
Applicable to: ALL
According to EASA AMC 20-6 rev 2 and FAA 121.646 for establishing the ETOPS critical fuel
reserves, the operator must consider three diversion scenarios:

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ Pressurization Failure + Engine Failure
‐ Pressurization Failure
Same Flight Profile as above, but all engines operating and Diversion Cruise Speed* set to LRC.
‐ Engine Failure
Same Flight Profile as above, but standard descent speed and Diversion Cruise at the FL**
appropriate to gross engine out ceiling at the selected ETOPS diversion speed.
‐ FAA Fuel Requirements
For the first two scenarios, involving depressurization, the required block fuel must be calculated
in accordance with the operator’s ETOPS fuel policy and using the regulatory ETOPS critical fuel
reserves Refer to PRO-SPO-40-30 ETOPS Critical Fuel Reserves.
Depending on the approved one-engine-inoperative speed selected for the single-engine diversion
strategy, either of these two scenarios may result in the higher fuel requirement.
The scenario resulting in the higher fuel requirement is called the ETOPS critical fuel scenario, and
the associated minimum block fuel requirement is the ETOPS critical fuel plan.
Note that, it is not necessary to calculate the 3rd scenario (engine failure), as this scenario is never
critical, due to the higher diversion flight level.

FCOM ←B 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
ETOPS CRITICAL FUEL RESERVES

Ident.: PRO-SPO-40-30-00012901.0001001 / 17 NOV 11
Applicable to: ALL
For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel
planning according to EASA AMC 20-6 rev 2 and FAR 121.646, the diversion fuel must include the
following fuel provisions:
‐ Fuel burn-off from the critical point to the end of descent at the alternate airport
‐ Fuel for 15 min of holding at 1 500 ft and green dot speed at the alternate
‐ Fuel for an instrument approach and landing
‐ Fuel to account for errors in wind forecasting (5 % wind speed factor on actual forecast wind
speeds or 5 % fuel if actual forecast wind speeds are not used)
‐ Fuel to account for aircraft deterioration (use a demonstrated performance factor or 5 %)
‐ Fuel to account for any Configuration Deviation List (CDL) or MEL item
‐ Fuel to account for Icing Effects (if forecast) for the critical mission
‐ Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative)
WIND ERRORS
A 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual
forecast wind should be used to account for potential errors. However if the operator is not using
the actual forecast wind based on a wind model acceptable to the certification authorities then 5 %
of the fuel for the critical scenario is required as a reserve fuel.
ICING
The most critical scenario must be compensated for the greater of:
A. The effect of airframe icing during 10 % of the time during which icing is forecast, including ice
accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during
this period.
B. Fuel for engine and wing anti-ice for the entire time during which icing is forecast.
Note: The ETOPS icing fuel reserve is always limited by (B)
Unless a reliable icing forecast is available, icing may be presumed to occur when the Total Air
Temperature (TAT) is less than +10 °C, or if the outside air temperature is between 0 °C and
-20 °C with a relative humidity of 55 % or more.
APU
Fuel consumption of 80 kg/h / or 176 lb/h (APU GEN ON, APU BLEED OFF).

FCOM C→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
In view of our experience, Airbus recommends that the operator includes a contingency fuel
provision from departure to the Critical Point (CP), when computing the ETOPS critical fuel
planning.
ETOPS FUEL REQUIREMENTS

Ident.: PRO-SPO-40-30-00012902.0001001 / 17 NOV 11
Applicable to: ALL
The operator must compare the entire ETOPS critical fuel planning for the ETOPS critical fuel
scenario with the standard fuel planning computed in accordance with the company fuel policy and
applicable operational requirements. The higher of the two fuel requirements must be considered as
the minimum required block fuel for the flight.
WEATHER MINIMA
Ident.: PRO-SPO-40-30-00002046.0001001 / 17 NOV 11
Applicable to: ALL
Weather forecasts for en-route alternates must meet the operator’s applicable weather minimum
requirements.
This paragraph provides the applicable minima required by EASA (EU-OPS 1/ AMC 20-6 rev. 2) and
FAA (AC120-42B).
A. EASA DISPATCH WEATHER MINIMA (EU-OPS 1/ AMC 20-6 REV. 2)
An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route
alternate airports meet the weather minima listed here for a period commencing at the earliest
potential time of landing and ending one hour after the latest expected time of landing:
Approach Type Min ETOPS Ceiling Min ETOPS Visibility
Precision approach DH/DA +200 ft Authorised visibility +800 m
Non-Precision or Circling approach MDH/MDA +400 ft Authorised visibility +1 500 m
CAT II/CAT III approach Specific approval required Specific approval required
B. FAA DISPATCH WEATHER MINIMA (AC 120-42B)

An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route
alternate airports meet the weather minima listed here for a period commencing at the earliest
potential time of landing and ending at the latest expected time of landing:

FCOM ← C to E → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Approach Type Min ETOPS Ceiling Min ETOPS Visibility

Two or more instrument approaches Higher of the two Higher of the two authorised visibility +800 m
(M)DH/DA +200 ft
Single Precision approach
or Non-Precision approach (M)DH/DA +400 ft Authorised visibility +1 600 m
or Circling approach
CAT II approach 300 ft 1 200 m or RVR 1 200 m
CAT III approach 200 ft 800 m or RVR 550 m

FCOM ←E 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321 EXTENDED RANGE OPERATIONS - DIVERSION
FLIGHT CREW
OPERATING MANUAL DURING EXTENDED RANGE OPERATIONS
DIVERSION DECISION MAKING

Ident.: PRO-SPO-40-40-00002048.0001001 / 17 NOV 11
Applicable to: ALL
The technical criteria governing a re-routing or diversion decision can be classified into four
categories, as follows :
‐ Loss of MNPS capability, before entering the MNPS area (as applicable).
‐ Weather minima at diversion airport(s) going below the company/crew en-route minima, before
reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for any reason.
‐ Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message
on the ECAM and/or in the QRH).
‐ Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.
Comments and Recommendations
• Electrical generation
If one IDG fails, a diversion is required in case of :
‐ Blue hydraulic circuit low level, low air pressure or overheat, or
‐ APU no start, or
‐ APU or APU generator inoperative, or
‐ Second IDG failure.
• Fuel system
Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to some
fuel being unusable. The flight crew's evaluation of the actual situation and the fuel remaining may
lead to the decision that a diversion is required.
• Hydraulic system :
If low level, low air pressure or overheat on blue hydraulic circuit, a diversion is required in case
of :
‐ One IDG failure, or
‐ APU no start, or
‐ APU/APU GEN failure.
• APU :
If APU/APU GEN fails, a diversion is required in case of :
‐ Blue hydraulic circuit low level, low air pressure or overheat, or
‐ One IDG failure.

FCOM A 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321 EXTENDED RANGE OPERATIONS - DIVERSION
FLIGHT CREW
OPERATING MANUAL DURING EXTENDED RANGE OPERATIONS
DIVERSION PERFORMANCE DATA

Ident.: PRO-SPO-40-40-00002049.0001001 / 17 NOV 11
Applicable to: ALL
Chapter PER-OEI-GEN contains three single engine descent and cruise procedures:
1. The standard strategy,
2. The obstacle strategy,
3. Fixed speed strategies (ETOPS).
For ETOPS operations, any one of the above diversion strategies can be used provided that the
selected strategy and speed schedule are used in :
• Establishing the area of operation (maximum diversion distance),
• Calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario,
• Demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the authority to
deviate from this planned one-engine-inoperative speed.
GUIDELINES FOR DIVERSION PROCEDURE

Ident.: PRO-SPO-40-40-00002050.0001001 / 20 JAN 15
Applicable to: ALL
‐ Complete the related failure procedure,

‐ Inform ATC,
‐ Initiate the descent,
‐ Determine which en route alternate is the most suitable (per company procedure),
‐ Divert to the chosen en route alternate,
‐ Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed
schedule, as dictated by the evaluation of the actual situation.
Note: For detailed guidelines and procedures for conducting the diversion (lateral and vertical
navigation), Refer to DSC-22_20-60-30 - How to Execute a Diversion.

FCOM B to C 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PROCEDURES
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-50-00002051.0001001 / 17 NOV 11
Applicable to: ALL
The SOP (refer to chapter PRO-NOR-SOP) and the ABNORMAL and EMERGENCY procedures
(refer to chapter PRO-ABN) to apply. For ETOPS flights, the flight crew must complete them using
the procedure (Refer to PRO-SPO-40-50 Cockpit Preparation).
COCKPIT PREPARATION
Ident.: PRO-SPO-40-50-00002052.0002001 / 17 NOV 11
Applicable to: ALL
FUEL
Before each flight, the flight crew must check that the fuel crossfeed valve is operating correctly :
FUEL X FEED ..............................................................................................................................ON
On the ECAM FUEL page, check that the fuel crossfeed valve is open (indication is inline green).
FUEL X FEED............................................................................................................................. OFF
Check that the fuel crossfeed valve is closed.

Ident.: PRO-SPO-40-50-00002053.0006001 / 03 APR 13
Applicable to: ALL
ELECTRICAL EMERGENCY CONFIGURATION

In case of electrical emergency configuration, it may be better to study the STATUS on the paper
checklist, after having applied ECAM actions.
The flight crew must complete the ECAM procedure using the following:
AIR CONDITIONING
As cockpit and cabin temperature control is lost, it is recommended to open the cockpit door.
FUEL
As all fuel pumps are lost, the engines are fed by gravity. Refer to GRVTY FUEL FEEDING
Procedure.
ENGINE ANTI-ICE
Engine anti-ice valves are permanently open, although the ECAM memo ENG A. ICE is not
displayed on the ECAM (except if the ENG A. ICE pb is at ON).

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PROCEDURES
OPERATING MANUAL
WING ANTI-ICE
If only one ENG BLEED is available, PACK 1 must be switched OFF, to avoid having both
packs and wing anti-ice supplied by a single bleed source.
ENGINE
As the engines are in degraded N1 mode, the power setting has to be done using tables given
in Refer to PER-THR-N1 N1 MODE THRUST CONTROLand following.
BLUE HYDRAULIC CIRCUIT LOW LEVEL OR LOW PRESSURE OR OVERHEAT
Start the APU to ensure availability of the APU generator.
ENGINE OR IDG FAILURE
Start the APU and use the APU electrical channel.

FCOM ←C 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-60-00002054.0002001 / 03 APR 13
Applicable to: ALL
In case of electrical emergency configuration, the remaining engine reverts to degraded N1 mode.
Consequently the penalties on net ceilings (Refer to PER-THR-N1 MAXIMUM TAKEOFF N1) must
be taken into account for ETOPS part of the flight.
The two following cases result in a fuel consumption increase:
‐ RAT extended (Refer to PRO-ABN-24 ELEC EMER CONFIG)
‐ In electrical emergency configuration, the engine anti-ice valves are permanently open.
MAXIMUM DIVERSION DISTANCE

Ident.: PRO-SPO-40-60-00002055.0108001 / 17 NOV 11
Applicable to: ALL
The following computation conditions have been used in accordance with the interpretation of the
EU-OPS 1.245 and FAR 121.161:
‐ ISA conditions
‐ No wind
‐ Optimum diversion level after engine failure
‐ Single engine diversion speed schedule.
Note: Obstacles have not to be considered to determine if a route is or is not an ETOPS route.

SPEED A/C WEIGHT FL FOR DIVERSION TIME (MIN)
SCHEDULE AT CRITICAL DIVERSION
60 75 90 120 150 180
POINT (KG)
MCT/VMO 60 000 150 414 514 613 813 1 014 1 215
65 000 150 412 510 609 807 1 006 1 205
70 000 140 410 508 605 802 998 1 196
75 000 120 409 506 603 797 991 1 186

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

SPEED A/C WEIGHT FL FOR DIVERSION TIME (MIN)
SCHEDULE AT CRITICAL DIVERSION
60 75 90 120 150 180
POINT (KG)
80 000 110 407 503 599 791 983 1 176
85 000 100 405 500 594 784 975 1 166
90 000 100 401 495 588 775 964 1 153
MCT/320 kt 60 000 160 411 510 610 809 1 010 1 210
65 000 150 409 507 606 804 1 001 1 199
70 000 150 406 503 601 797 994 1 192
75 000 140 403 500 596 790 985 1 180
80 000 130 400 496 591 783 975 1 167
85 000 120 398 492 586 775 965 1 154
90 000 110 395 488 581 767 954 1 141
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ALL ENGINES - CRUISE AT LRC
Ident.: PRO-SPO-40-60-00002056.0009001 / 17 NOV 11
Applicable to: ALL
Assumptions:
‐ Emergency descent
‐ Long range cruise at FL 100
‐ Final descent 250 kt
‐ Holding 15 min at FL 15
‐ IFR procedure
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.

FCOM ← B to C → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 350KT
Ident.: PRO-SPO-40-60-00002057.0009001 / 17 NOV 11
Applicable to: ALL
Assumptions:
‐ Cruise 350 kt at FL 100

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ IFR procedure
‐ APU fuel burn.
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 320KT
Ident.: PRO-SPO-40-60-00002058.0009001 / 17 NOV 11
Applicable to: ALL
Assumptions:
‐ Cruise 320 kt at FL 100

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ IFR procedure
‐ APU fuel burn.
ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING - EXAMPLE

Ident.: PRO-SPO-40-60-00014769.0001001 / 26 NOV 12
Applicable to: ALL
Note: The following data and graphs are for example only, and are not for operational use. Even if
the data in the following example is in “kg”, the same method can be applied for “lb”.

FCOM ← E to F → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Assumptions:
‐ Aircraft weight at critical point: 65 000 kg
‐ Diversion speed: 320 kt
‐ Diversion time: 120 min
‐ Distance from Critical point to diversion airport: 700 nm
‐ Wind: 50 kt headwind
‐ Forecasted icing condition on diversion: 40 min
‐ Aircraft perf factor: 5 %
For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two following
scenarios must be considered (the scenario Engine failure only, without pressurization failure, is
never limiting):
1. Pressurization failure - One Engine Inoperative - 320 kt

FCOM ←F→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
‐ Enter the ETOPS Fuel from Critical Point to Landing - One Engine Out - Cruise at 320kt graph
to determine the corresponding fuel consumption: 6 900 kg
‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
• Fuel for icing condition (Total anti-ice scenario is limiting): 3.5 % x 40 / 120 = 1.17 %
• Fuel for perf factor: 5 %
• Final ETOPS fuel requirement: 6 900 x 1.0117 x 1.05 = 7 330 kg
2. Pressurization failure - All Engines Operative - LRC speed

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
‐ Enter the ETOPS Fuel from Critical Point to Landing - All Engines - Cruise at LRC graph to
determine the corresponding fuel consumption: 6 700 kg
‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
• Fuel for icing condition (total anti-ice scenario is limiting): 6 % x 40 / 120 = 2 %
• Fuel for perf factor: 5 %
• Final ETOPS fuel requirement: 6 700 x 1.02 x 1.05 = 7 176 kg

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
The final ETOPS fuel requirement for this diversion is 7 330 kg. The limiting scenario is a
pressurization failure and One Engine Out at a diversion speed of 320 kt.

FCOM ←F 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-50-00002066.0001001 / 03 JAN 11
Applicable to: ALL
Reduced Vertical Separation Minimum (RVSM) airspace is any airspace or route between FL 290
and FL 410 (inclusive), where aircraft are vertically separated by 1 000 ft, instead of 2 000 ft. The
aircraft system design complies with the design criteria of the JAA Information Leaflet N° 6, and the
FAA 91-RVSM Interim Guidance Material for RVSM operations.
The statement of RVSM capability is also indicated in the AFM.
OPERATIONAL APPROVAL
Ident.: PRO-SPO-50-00002070.0001001 / 03 JAN 11
Applicable to: ALL
The above capability statement does not constitute an approval to fly RVSM. Operational approval
is to be granted by the Operator's national authorities, after assessment of the airline's capability to
meet RVSM requirements. The above-mentioned JAA and FAA documents also cover requirements
for obtaining operational approval.
REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM

Ident.: PRO-SPO-50-00002071.0002001 / 03 JAN 11
Applicable to: ALL
RVSM regulations require the following equipment/functions in order to be operative:

‐ 2 ADR + 2 DMC
‐ 1 transponder
‐ 1 Autopilot function
‐ 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
‐ 2 PFD functions (for altitude indication)
‐ 1 FWC (for altitude alert function)
PROCEDURES
Applicable to: ALL
Ident.: PRO-SPO-50-A-00002073.0001001 / 26 OCT 12
GENERAL
The SOPs (Refer to PRO-NOR-SOP-01 Foreword) and the ABN and EMER (Refer to
PRO-ABN-01 Operational Recommendations) procedures apply. In addition, flights in RVSM
airspace must be completed by the following:

FCOM A to D → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Ident.: PRO-SPO-50-A-00002074.0002001 / 30 MAY 12
FLIGHT PREPARATION
The crew must pay particular attention to conditions that may affect operation in RVSM airspace.
These include, but may not be limited to :
Verifying that the airframe is approved for RVSM operations.
Reported and forecast weather on the flight route.
Review of maintenance logs and forms to determine the condition of equipment required for flight
in RVSM airspace. Ensure that maintenance action has been taken to correct any defects of
required equipment.
Check each PFD altitude indication (QNH reference) does not differ from the airport elevation by
more than 75 ft.
Check, on ground, that the difference between the two primary altitude indications is less than the
tolerance specified in paragraph Refer to PRO-SUP-34 Flight Instrument Tolerances - General
“Maximum Differences Between Altitude Indications”.
IN FLIGHT PROCEDURES
PRIOR TO RVSM AIRSPACE ENTRY
The above-listed equipment, for RVSM, must be operating normally. Should any of this
equipment fail prior entering the RVSM airspace, the crew must request new clearance, to avoid
flight in this airspace. The two primary altitude indications (PFD indications from the onside
ADR, or ADR 3) should be in accordance with the instrument tolerance (Refer to PRO-SUP-34
Flight Instrument Tolerances - General). If only two ADRs are operative, the altimeter indications
on the PFD and standby altimeters should be recorded. This information may be useful in case
of subsequent PFD altitude discrepancies, or the loss of both remaining ADRs.
WITHIN RVSM AIRSPACE
‐ Autopilot should be engaged within RVSM airspace for cruise and flight level changes
‐ During cleared transitions between flight levels, the aircraft should not overshoot or
undershoot the cleared flight levels by more than 150 ft
‐ At intervals of approximately one hour, check that PFD altimeter indications agree in
accordance with the instrument tolerance (Refer to PRO-SUP-34 Flight Instrument
Tolerances - General). The usual scan of flight deck instruments should be sufficient
‐ Use the transponder and the autopilot, associated with one of the ADRs which is within
tolerance.

FCOM ←D→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
POST FLIGHT
The crew must report any malfunction of the height-keeping systems, including the:
‐ Malfunction or loss of any required equipment
‐ Altimeter readings outside the tolerances of Refer to PRO-SUP-34 Flight Instrument Tolerances
- General, and provide sufficient details to enable maintenance to troubleshoot and repair the
system.

When in RVSM airspace, the following contingencies which affect the ability to maintain the
cleared flight level will be notified to ATC.
‐ failure of both autopilots,
‐ loss of altimeter system redundancy (only one PFD indication remaining), or excessive altimeter
discrepancy (200 ft).
‐ failure of any other equipment affecting the ability to maintain the cleared flight level, or
‐ encountering greater than moderate turbulence.
‐ Loss of RVSM capability.
Note: The flight crew can obtain the contingency procedures for flying in Minimum Navigation
Performance Specification (MNPS) airspace by referring to specific manuals, such as, for
example, the North Atlantic (NAT) MNPS Manual.
If unable to notify ATC and obtain ATC clearance prior to deviating from the assigned cleared flight
level, the crew should follow the established contingency procedure and obtain ATC clearance as
soon as possible.

FCOM ←D 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
GENERAL
Applicable to: ALL
Ident.: PRO-SPO-51-A-00015857.0001001 / 09 SEP 14
GENERAL
The Performance Based Navigation (PBN) concept implies that the aircraft follows the defined
track with a requested navigation performance. The PBN includes RNAV and RNP operations.
Contrary to RNAV operations, RNP operations require that the aircraft system monitors the
navigation performance and alerts the flight crew if the requested navigation performance is no
longer achieved.
For RNAV and RNP operations, an operational approval from the airline's national authorities may
be required.
The AFM provides regulatory compliances associated with PBN operations.
PBN NAMING VS. CHARTS NAMING

FCOM A→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
RNAV/RNP CAPABILITY
Before the aircraft enters an RNAV/RNP airspace, RNAV/RNP capability is based on:
‐ The required RNAV/RNP equipment that is described in each RNAV/RNP section of the FCOM
‐ Navigation Accuracy HIGH displayed on the MCDU PROG page
‐ Any specific local requirements published in the Aeronautical Information Publication (AIP).
When the aircraft flies in RNAV/RNP airspace, RNAV/RNP capability is based on:
‐ Navigation Accuracy HIGH displayed on the MCDU PROG page
‐ Any specific local requirements published in the Aeronautical Information Publication (AIP).
RNAV 10 / RNP 10
Applicable to: ALL
Ident.: PRO-SPO-51-B-00015854.0001001 / 09 SEP 14
GENERAL
RNAV 10 operations correspond to RNP 10 operations.
In RNAV 10 airspace, the aircraft is expected to fly for a long period of time outside radio navaid
coverage.
REQUIRED RNAV 10 EQUIPMENT

The minimum navigation equipment required to enter RNAV 10 airspace is:
‐ Two FMGCs (or one FMGC and one BACK UP NAV  )
‐ Two MCDUs
‐ Two IRS
‐ Two NDs (the temporary display of ND information via the PFD/ND switch is permitted on one
side)
‐ One GPS if the flight time outside radio navaid coverage is longer than:
‐ 6.2 hr from the time of IRS ground alignment, or
‐ 5.7 hr from the time of the last FM position update.
PROCEDURE
BEFORE ENTERING RNAV 10 AIRSPACE
The FMS default en route value is 2 nm . Therefore, manual selection of a required accuracy on
the MCDU is at the flight crew’s discretion.
If manual entry of a required accuracy is necessary, the flight crew should enter 10 nm.

FCOM ← A to B → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
LEAVING RNAV 10 AIRSPACE

When the aircraft leaves RNAV 10 airspace, the flight crew should revert to the default required
navigation accuracy, or enter the appropriate value on the MCDU.
MANAGEMENT OF DEGRADED NAVIGATION
 If one of the following messages is displayed, the flight crew should resume
navigation with the FMGC that provides the correct position:
‐ GPS PRIMARY LOST  on one ND/MCDU
‐ NAV ACCUR DOWNGRAD on one ND/MCDU.
 If the GPS PRIMARY LOST  message is displayed on both NDs/MCDUs, RNAV 10
operations can be continued:
‐ With no time restriction if radio navaids update is available
‐ For 5.7 hr from the time of the last position update if radio navaids update is not available.
After 5.7 hr, the navigation accuracy must be considered LOW regardless of the
navigation accuracy that is displayed on the MCDU PROG page.
 If one of the following MCDU or ECAM messages is displayed, the flight crew should
crosscheck the position data using the POSITION MONITOR page, the IRS 1(2)(3)
pages, and the GPS MONITOR page  in order to identify which FMGC position is
correct:
‐ FMS1/FMS2 POS DIFF
‐ CHECK IRS 1(2)(3)/FM POSITION 
‐ CHECK A/C POSITION 
‐ NAV FM/GPS POS DISAGREE 
The flight crew should resume navigation with the FMGC that provides the correct position.
 If NAV ACCUR DOWNGRAD is displayed on both sides:
The flight crew should inform the ATC that the RNAV 10 capability is lost.
RNAV 5 / BRNAV
Applicable to: ALL
Ident.: PRO-SPO-51-C-00015851.0001001 / 09 SEP 14
GENERAL
RNAV 5 operations correspond to European BRNAV operations.
In RNAV 5 airspace, radio navaid coverage supports the RNP value of 5 nm.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
REQUIRED RNAV 5 EQUIPMENT

The minimum navigation equipment required to enter RNAV 5 airspace is:
‐ One FMGC
‐ One MCDU
‐ One GPS or one VOR/DME or two DMEs to update FM position
side).
‐ One IRS
PROCEDURE
BEFORE ENTERING RNAV 5 AIRSPACE
The FMS default en route value is 2 nm. Therefore, manual selection of a required accuracy on
the MCDU is at the flight crew’s discretion.
LEAVING RNAV 5 AIRSPACE
When the aircraft leaves RNAV 5 airspace, the flight crew should revert to the default required
accuracy, or enter the appropriate value on the MCDU.
check the navigation accuracy with navaid raw data via the MCDU PROG page in
order to identify which FMGC position is correct:
‐ GPS PRIMARY LOST  on both NDs/MCDUs

FCOM ←C→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

The flight crew should inform the ATC that the RNAV 5 capability is lost.
RNAV 1 RNAV 2 / P-RNAV - TERMINAL RNAV

Applicable to: ALL
Ident.: PRO-SPO-51-D-00015848.0001001 / 09 SEP 14
GENERAL
RNAV 1(2) operations correspond to P-RNAV-TERMINAL RNAV operations.
In RNAV 1(2) airspace, radio navaid coverage supports the RNP value of 1(2) nm. However, the
AIP may specify that GPS equipment is required.
REQUIRED RNAV 1(2) EQUIPMENT

The minimum navigation equipment required to enter RNAV1/RNAV2 airspace is:
‐ One FMGC
‐ One MCDU
‐ One GPS or one VOR/DME or two DMEs to update the FM position
‐ Two IRS
‐ One FD in NAV mode
side).
PROCEDURE
BEFORE ENTERING RNAV 1(2) AIRSPACE
The FMS navigation database provides the terminal procedure (RNAV SID, RNAV STAR,
RNAV TRANSITION, etc.) of the flight plan. The flight crew must crosscheck the terminal
procedure from the published charts with the FMS navigation database on the F-PLN page
(waypoint sequences, tracks, distances, and altitude or speed constraints). The flight crew must
not modify the procedure that is provided by the navigation database, unless required by the
ATC (DIR TO, radar vectoring, insertion of waypoints from the navigation database).
The FMS default value in TERMINAL AREA is 1 nm. Therefore, manual selection of a required
navigation accuracy on the MCDU is at the flight crew’s discretion.
If manual entry of a required accuracy is necessary, the flight crew should enter 1 or 2 nm as
applicable.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
LEAVING RNAV 1(2) AIRSPACE

When the aircraft leaves RNAV 1(2) airspace, the flight crew should revert to the default
required accuracy, or enter the appropriate value on the MCDU.
 If one of the following messages is displayed, the flight crew should check the
navigation accuracy with navaid raw data via the MCDU PROG page in order to
identify which FMGC position is correct:
The flight crew should inform the ATC that the RNAV 1(2) capability is lost.
RNP 4
Applicable to: ALL
Ident.: PRO-SPO-51-E-00015845.0001001 / 09 SEP 14
GENERAL
In this airspace, the aircraft is expected to fly for a long period of time outside radio navaid
coverage.
REQUIRED RNP 4 EQUIPMENT

The minimum navigation equipment required to enter RNP 4 airspace is:
‐ Two FMGCs (or one FMGC and one BACK UP NAV  )
‐ Two MCDUs
‐ Two IRS

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ One GPS
side).
PROCEDURE
BEFORE ENTERING RNP 4 AIRSPACE
The FMS default en route value is 2 nm. Therefore, manual selection of a required navigation
accuracy on the MCDU is at the flight crew’s discretion.
LEAVING RNP 4 AIRSPACE
When the aircraft leaves RNP 4 airspace, the flight crew should revert to the default required
‐ GPS PRIMARY LOST on one ND/MCDU
crosscheck the position data using the POSITION MONITOR page, the IRS 1(2)(3)
pages, and the GPS MONITOR page in order to identify which FMGC position is
correct:
‐ GPS PRIMARY LOST on both NDs/MCDUs
‐ NAV FM/GPS POS DISAGREE
The flight crew should inform the ATC that the RNP 4 capability is lost.

FCOM ←E 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
RNP 1 / TERMINAL RNP 1- BASIC RNP 1

Applicable to: ALL
Ident.: PRO-SPO-51-F-00015842.0001001 / 09 SEP 14
GENERAL
RNP 1 operations correspond to RNP 1 Terminal operations.
In RNP 1 airspace, GPS or DME/DME position update enable to ensure the RNP value of 1 nm.
REQUIRED RNP 1 EQUIPMENT

The minimum navigation equipment required to enter RNP1 airspace is:
‐ One FMGC
‐ One MCDU
‐ One GPS or 2 DMEs to update the FM position
‐ Two IRS
‐ One FD in NAV mode
side).
PROCEDURE
FLIGHT PREPARATION
If GPS is required by the AIP, RAIM/AIME availability should be confirmed for RNP 1
operations.
Refer to PRO-NOR-SOP-02 GPS PRIMARY Availability
BEFORE ENTERING RNP 1 AIRSPACE
The FMS navigation database provides the terminal procedure (RNAV SID, RNAV STAR,
RNAV TRANSITION, etc.) of the flight plan. The flight crew must check the terminal procedure
from the published charts with the FMS navigation database on the F-PLN page (waypoint
sequences, tracks, distances, and altitude or speed constraints). The flight crew must not
modify the procedure that is provided by the navigation database, unless required by the ATC
(DIR TO, radar vectoring, insertion of waypoints from the navigation database).
The FMS default value in TERMINAL AREA is 1 nm. Therefore, manual selection of a required
navigation accuracy on the MCDU is at the flight crew’s discretion.
If manual entry of a required navigation accuracy is necessary, the flight crew should enter 1
nm.

FCOM F→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
LEAVING RNP 1 AIRSPACE

When the aircraft leaves RNP 1 airspace, the flight crew should revert to the default required
check the navigation accuracy with navaid raw data via the MCDU PROG page in
order to identify which FMGC position is correct:
The flight crew should inform the ATC that the RNP 1 capability is lost.
RNP APCH / RNAV(GNSS)

Applicable to: ALL
Ident.: PRO-SPO-51-G-00015839.0001001 / 09 SEP 14
GENERAL
RNP APCH operations correspond to RNAV(GNSS) or RNAV(GPS) operations.
For these operations, the GPS is required to support the RNP value of 0.3 nm.
Ident.: PRO-SPO-51-G-00015840.0001001 / 01 DEC 14
REQUIRED RNP APCH EQUIPMENT

The minimum equipment required to perform RNP APCH operations is:
‐ One FMS
‐ One GPS
‐ One MCDU
‐ One FD

FCOM ← F to G → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
‐ One PFD on the PF side

‐ One ND on the PF side
‐ Two FCU channels
Ident.: PRO-SPO-51-G-00015868.0001001 / 09 SEP 14
PROCEDURE
Refer to PRO-NOR-SOP-18-C Approach using FINAL APP Guidance - General
Refer to PRO-NOR-SOP-18-C Approach using FPA Guidance - General

FCOM ←G 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW OPERATIONS ON NARROW RUNWAYS
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-60-00002094.0002001 / 03 JAN 11
Applicable to: ALL
This chapter gives the limitations, procedures and performance for operations from/to runways with a
width below 45 m .
This chapter does not constitute an operational approval to operate on narrow runways.
Such authorization must be obtained by the operator from the appropriate authorities.
LIMITATIONS
Ident.: PRO-SPO-60-00006122.0002001 / 03 JAN 11
Applicable to: ALL
Minimum runway width...................................................................................................................30 m

The dispatch from/to narrow runways is not allowed in case of :
‐ Nose wheel steering inoperative
‐ One brake or more inoperative
Autoland is not allowed.
PROCEDURES
Ident.: PRO-SPO-60-00006123.0002001 / 23 JUL 12
Applicable to: VN-A344
Diversion to a 45 m wide runway is recommended in case of :

‐ Rudder jam
‐ Rudder pedal jam
‐ Yaw damper system fault
‐ Rudder Travel Limit system fault
‐ All failures leading to the loss of the nose wheel steering (HYD Green system loss, double
hydraulic failure, double BSCU fault, double LGCIU fault)
Maximum demonstrated crosswind for takeoff and landing:
Dry runway........................................................................38 kt (gust included) for takeoff and landing
Wet runway.......................................................................33 kt (gust included) for takeoff and landing
Contaminated runway....................................................... 10 kt (gust included) for takeoff and landing
Note: These maximum demonstrated crosswind values are based on the assumption that the
crew have been trained accordingly.
Operations on icy runways have not been demonstrated.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
PROCEDURES
Ident.: PRO-SPO-60-00006123.0003001 / 23 JUL 12
VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
Diversion to a 45 m wide runway is recommended in case of :

‐ Rudder jam
‐ Rudder pedal jam
‐ Yaw damper system fault
‐ Rudder Travel Limit system fault
‐ All failures leading to the loss of the nose wheel steering (HYD Yellow system loss, double
hydraulic failure, double BSCU fault, double LGCIU fault)
Maximum demonstrated crosswind for takeoff and landing:
Dry runway........................................................................38 kt (gust included) for takeoff and landing
Wet runway.......................................................................33 kt (gust included) for takeoff and landing
Contaminated runway....................................................... 10 kt (gust included) for takeoff and landing
Note: These maximum demonstrated crosswind values are based on the assumption that the
crew have been trained accordingly.
Operations on icy runways have not been demonstrated.

FCOM ←C 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
PERFORMANCE
Ident.: PRO-SPO-60-00006124.0001001 / 01 DEC 14
Applicable to: ALL
For runways with a width above or equal to 40 m ., the basic takeoff performance remains
unchanged.
For runways with a width below 40 m , the VMCG must be increased by the values indicated in the
following table :
Runway Width 30 m 35 m 40 m
▵ VMCG (kt) + 2.5 + 1.5 +0
No correction is required, when takeoff performance is determined by using the applicable approved
data.
The minimum V1 values, published in the Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY
VMC, must be increased by 3 kt .
When using the takeoff performance for contaminated runways Refer to PER-TOF-CTA-10
GENERAL, the resulting V1 must be crosschecked with the corrected minimum V1.
Further decrease the takeoff weight by 3 t per knot increase in V1.

FCOM D 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW OPERATIONS AT QNH ABOVE 1050 HPA
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-65-00002100.0026001 / 04 OCT 13
VN-A397, VN-A399, VN-A601, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
Operators may occasionally experience high barometric settings above 1 050 hPa (31.0 inHg), due
to polar anticyclonic air mass conditions. These conditions mainly occur during winter in the upper
northern region.
The FCU, ISIS, PFD, and CPCS are capable of operating at QNH/QFE up to 1 100 hPa (32.48 hPa).
The FMGS is currently limited to 1 050 hPa for DEST QNH entry on the MCDU PERF APPR page.
Due to engine limitations on the nacelle and thrust reverser, the flight envelope is limited to -1 000 ft
STD. Therefore, for departure and arrival, the flight crew must ensure that the aircraft remains within
its flight envelope.
CAUTION When the QNH exceeds 1 050 hPa, the aircraft standard altitude might be outside of
its flight envelope (below -1 000 ft STD), depending on the airfield elevation.
Operations at QNH above 1 050 hPa are only authorized within the flight envelope
of the aircraft.
EXAMPLE
‐ Airfield Elevation : 400 ft
‐ QNH : 1 058 hPa
‐ We approximately consider that 1 hPa = 27 ft
Determination of the flight level of this aircraft :
- (QNH - 1013.25) × 27 + Airfield Elevation = - (1058-1013.25) × 27+ 400 = -808 ft
In this example, during takeoff or landing the aircraft is within the flight envelope at an altitude of:
-808 ft STD > -1 000 ft STD.
Therefore with these conditions, operations at QNH = 1 058 hPa are authorized.
GENERAL
Ident.: PRO-SPO-65-00002100.0023001 / 04 OCT 13
Applicable to: VN-A344, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358, VN-A359, VN-A363
Operators may occasionally experience high barometric settings above 1 050 hPa (31.0 inHg), due
to polar anticyclonic air mass conditions. These conditions mainly occur during winter in the upper
northern region.
The FCU, PFD, and CPCS are capable of operating at QNH/QFE up to 1 100 hPa (32.48 inHg).
The standby altimeter barometric setting is limited to 1 050 hPa.
The FMGS is currently limited to 1 050 hPa for DEST QNH entry on the MCDU PERF APPR page.

FCOM A→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
Due to engine limitations on the nacelle and thrust reverser, the flight envelope is limited to -1 000 ft
STD. Therefore, for departure and arrival, the flight crew must ensure that the aircraft remains within
its flight envelope.
CAUTION When the QNH exceeds 1 050 hPa, the aircraft standard altitude might be outside of
its flight envelope (below -1 000 ft STD), depending on the airfield elevation.
Operations at QNH above 1 050 hPa are only authorized within the flight envelope
of the aircraft.
EXAMPLE
‐ Airfield Elevation : 400 ft
‐ QNH : 1 058 hPa
‐ We approximately consider that 1 hPa = 27 ft
Determination of the flight level of this aircraft :
- (QNH - 1013.25) × 27 + Airfield Elevation = - (1058-1013.25) × 27+ 400 = -808 ft
In this example, during takeoff or landing the aircraft is within the flight envelope at an altitude of:
-808 ft STD > -1 000 ft STD.
Therefore with these conditions, operations at QNH = 1 058 hPa are authorized.
CONSEQUENCES
Ident.: PRO-SPO-65-00002102.0076001 / 04 OCT 13
ON CABIN PRESSURIZATION:
The CPCS normally uses the MCDU DEST QNH value to regulate cabin pressure during descent.
However, since DEST QNH entries on the MCDU are limited to 1 050 hPa, no DEST QNH
value should be entered during descent preparation, in order to avoid incorrect cabin pressure
regulation. As a backup, the CPCS will use the actual FCU barometric setting (when switching
from STD to Baro reference). In case of QFE use at arrival, the CPCS will erroneously use the
FCU-selected QFE as a QNH setting. To ensure correct re-pressurization of the cabin when QFE
is used, the Landing Field Elevation must be manually set to 0.
Note: As no DEST QNH is entered, the FMS initially assumes that Standard barometric
reference will be kept down to destination for descent flight path calculations.
When QNH is set on the FCU, the aircraft and cabin altitude will be higher than expected
(the aircraft altitude can be up to 2 000 ft higher than expected). This will lead to a
higher descent rate, with a possible "CAB PR LO DIFF PR" ECAM caution, and possible
opening of the cabin pressure safety valve.

FCOM ← A to B → 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
ON THE FMS:
• Descent profile :
In the descent phase, when the crew switches from Standard to Barometric reference, the FMS
tries to catch up with an altitude increase induced by the baro reference change.
This altitude difference may be up to +2 000 ft, depending on the QNH value.
However, the FMS predictions and the VDEV remain unchanged. Consequently, an altitude
constraint, just below the Descent Transition Level, may still be predicted as “satisfied”, and
actually flown with a positive error. This altitude difference will gradually be zeroed, as the
aircraft catches up with the descent profile.
Note: As no DEST QNH value is entered on the MCDU PERF APPR page, the FMS is
unable to compute the Descent Transition Level. So, the “STD” baro reference on the
PFD will not flash when descending through the Transition Level.
CONSEQUENCES
Ident.: PRO-SPO-65-00002102.0071001 / 04 OCT 13
ON THE STANDBY ALTIMETER:

The barometric setting of the standby altimeter is limited to 1 050 hPa. When operating with QNH
above 1 050 hPa, the crew shall use the Standby Altitude Correction table ( Refer to PRO-SPO-65
Standby Altitude Correction) for altitude crosschecks between the PFD and the standby altimeter.
ON CABIN PRESSURIZATION:
The CPCS normally uses the MCDU DEST QNH value to regulate cabin pressure during descent.
However, since DEST QNH entries on the MCDU are limited to 1 050 hPa, no DEST QNH
value should be entered during descent preparation, in order to avoid incorrect cabin pressure
regulation. As a backup, the CPCS will use the actual FCU barometric setting (when switching
from STD to Baro reference). In case of QFE use at arrival, the CPCS will erroneously use the
FCU-selected QFE as a QNH setting. To ensure correct re-pressurization of the cabin when QFE
is used, the Landing Field Elevation must be manually set to 0.
Note: As no DEST QNH is entered, the FMS initially assumes that Standard barometric
reference will be kept down to destination for descent flight path calculations.
When QNH is set on the FCU, the aircraft and cabin altitude will be higher than expected
(the aircraft altitude can be up to 2 000 ft higher than expected). This will lead to a
higher descent rate, with a possible "CAB PR LO DIFF PR" ECAM caution, and possible
opening of the cabin pressure safety valve.

FCOM ←B→ 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
ON THE FMS:
• Descent profile :
In the descent phase, when the crew switches from Standard to Barometric reference, the FMS
tries to catch up with an altitude increase induced by the baro reference change.
This altitude difference may be up to +2 000 ft, depending on the QNH value.
However, the FMS predictions and the VDEV remain unchanged. Consequently, an altitude
constraint, just below the Descent Transition Level, may still be predicted as “satisfied”, and
actually flown with a positive error. This altitude difference will gradually be zeroed, as the
aircraft catches up with the descent profile.
Note: As no DEST QNH value is entered on the MCDU PERF APPR page, the FMS is
unable to compute the Descent Transition Level. So, the “STD” baro reference on the
PFD will not flash when descending through the Transition Level.
STANDBY ALTITUDE CORRECTION

Ident.: PRO-SPO-65-00002103.0001001 / 03 FEB 11
The Standby Altitude Correction table below provides the baro setting that should be used on the
standby altimeter, and the correction that should be applied to the altimeter indications, for each
QNH between 1 050 hPa and 1 100 hPa :
Actual Stdby baro Correction Actual Stdby baro
Correction (feet)
QNH (hPa) setting (hPa) (feet) QNH (hPa) setting (hPa)
1 050 1 050 0 1 076 1 049 700
1 051 1 047 100 1 077 1 046 800
1 052 1 048 100 1 078 1 047 800
1 053 1 049 100 1 079 1 048 800
1 054 1 046 200 1 080 1 049 800
1 055 1 047 200 1 081 1 046 900
1 056 1 048 200 1 082 1 047 900
1 057 1 049 200 1 083 1 048 900
1 058 1 046 300 1 084 1 049 900
1 059 1 047 300 1 085 1 047 1 000
1 060 1 048 300 1 086 1 048 1 000
1 061 1 049 300 1 087 1 049 1 000
1 062 1 047 400 1 088 1 050 1 000
1 063 1 048 400 1 089 1 047 1 100
1 064 1 049 400 1 090 TBD TBD
1 065 1 050 400 1 091 TBD TBD
1 066 1 047 500 1 092 TBD TBD

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL

Actual Stdby baro Correction Actual Stdby baro
Correction (feet)
QNH (hPa) setting (hPa) (feet) QNH (hPa) setting (hPa)
1 067 1 048 500 1 093 TBD TBD
1 068 1 049 500 1 094 TBD TBD
1 069 1 050 500 1 095 TBD TBD
1 070 1 047 600 1 096 TBD TBD
1 071 1 048 600 1 097 TBD TBD
1 072 1 049 600 1 098 TBD TBD
1 073 1 050 600 1 099 TBD TBD
1 074 1 047 700 1 099 TBD TBD
1 075 1 048 700 1 100 TBD TBD
HOW TO USE
Set the baro reference of the standby altimeter to the appropriate value. Then :
‐ To obtain the correct altitude, add the correction to the altimeter indication.
‐ To fly at a desired altitude, subtract the correction from the desired altitude.
EXAMPLE
If the QNH of the day is 1 072 hPa, the baro setting on the standby altimeter would be 1 049 hPa.
When reading an altitude on the standby altimeter, it is necessary to add 600 ft to obtain the actual
altitude of the aircraft.
Therefore, in this example, the indicated altitude on the standby altimeter should be 1 400 ft, in
order to fly at 2 000 ft QNH.
PROCEDURES
Ident.: PRO-SPO-65-00002104.0025001 / 04 OCT 13
FOR DEPARTURE
 Before takeoff:
SET the ATC “ALT RPTG” to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
 After takeoff:
SET the ATC “ALT RPTG” to ON above 1 000 ft QNH, when time permits.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
FOR APPROACH/LANDING
 During descent preparation :
DO NOT INSERT a DEST QNH value on the MCDU PERF APPR page.
For QFE use only, SET the LDG ELEV selector to 0.
 Before the final approach :
SET the ATC “ALT RPTG” to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
FOR NON-PRECISION APPROACHES
Perform non-precision approaches using selected lateral and vertical guidance, and raw data
reference.
PROCEDURES
Ident.: PRO-SPO-65-00002104.0022001 / 04 OCT 13
FOR DEPARTURE
 Before takeoff:
SET the appropriate standby altimeter baro reference (Refer to PRO-SPO-65 Standby Altitude
Correction).
FOR APPROACH/LANDING
 During descent preparation :
DO NOT INSERT a DEST QNH value on the MCDU PERF APPR page.
For QFE use only, SET the LDG ELEV selector to 0.
 When approaching the transition level:
SET the appropriate standby altimeter baro reference (Refer to PRO-SPO-65 Standby Altitude
Correction).
USE the correction value for altitude readings on the standby altimeter.

FCOM ←D 26 MAY 15
PROCEDURES
SPECIAL OPERATIONS
FCOM A321
FLIGHT CREW ILS PRM APPROACH
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-85-00013052.0001001 / 14 FEB 11
Applicable to: ALL
ILS Precision Runway Monitoring (PRM) approaches can be performed when the airport is equipped
with the PRM system. This system enables the ATC to control simultaneous close parallel ILS
approaches. The air traffic controllers use the PRM system to monitor the flight path of aircraft that
fly parallel approaches. They can check that aircraft do not penetrate the Non Transgression Zone
(NTZ) located between the two localizers. If an aircraft penetrates this NTZ, the ATC orders the other
parallel aircraft to breakout.
REQUIREMENTS
Ident.: PRO-SPO-85-00013053.0001001 / 14 FEB 11
Applicable to: ALL
‐ 2 VHF must be operative

‐ The flight crew must be trained
‐ Before the approach, the flight crew has to review the ILS PRM approach chart and procedures,
and in particular the “Attention All Users” pages for the flight safety.
‐ The flight crew must know specific breakout phraseology and be ready to apply specific breakout
procedures.
BREAKOUT PROCEDURE
Applicable to: ALL
Ident.: PRO-SPO-85-A-00013054.0001001 / 14 FEB 11
‐ When the ATC orders so, the breakout is mandatory for the flight safety, considering adjacent
aircraft position and trajectory. It requires an immediate response.
‐ Breakout must be hand-flown
‐ Breakout orders always include a turn order, and a “climb” or “descent” order depending on what is
the most suitable.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
BREAKOUT TURN AND CLIMB PROCEDURE

Simultaneously
AP.................................................................................................................................................OFF
BREAKOUT LEFT (RIGHT), HDGxxx, ALTyyy..............................................................ANNOUNCE
THR LEVERS................................................................................................. TOGA and back to CL
The SRS GA and GA TRK modes engage. The THR CLB mode engages. The speed is managed.
The speed target is the aircraft speed at SRS GA engagement. The FMS GO-AROUND phase
becomes active. Thus, the FMS reinserts the approach.
TURN LEFT (RIGHT) AND CLIMB
As the situation is urgent, the flight crew should temporarily not follow the FD orders.
Then
HDGxxx....................................................................................................................... TURN & PULL
The GA TRK mode disengages, and the HDG mode engages.
ALTyyy........................................................................................................................ TURN & PULL
The SRS GA mode disengages, and the OP CLB mode engages. The speed target becomes the
FMS speed target of the CLIMB phase.
SPEED............................................................................................................... PULL AND ADJUST
For the initial breakout procedure, adjust the speed (e.g. 160 kt), in order to avoid an important
acceleration, and an increase of workload.
 When established on the breakout path:
AP............................................................................................................................................ON
Before engaging the AP, ensure that the FD bar orders approximately correspond to the
aircraft current path.
SPEED..........................................................................................................SELECT AS RQRD
FLAPS..........................................................................................................................AS RQRD
GEAR........................................................................................................................... AS RQRD
TCAS MODE SEL..............................................................................................................TA/RA

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
BREAKOUT TURN AND DESCENT PROCEDURE

Simultaneously
AP.................................................................................................................................................OFF
TURN LEFT (RIGHT) AND MAINTAIN RATE OF DESCENT
BREAKOUT LEFT (RIGHT), HDGxxx, ALTyyy..............................................................ANNOUNCE
As the situation is urgent, the flight crew should temporarily not follow the FD orders.
Then
HDGxxx....................................................................................................................... TURN & PULL
The HDG mode engages. The vertical mode reverts to V/S. The vertical speed target is the aircraft
vertical speed at V/S engagement.
ALTyyy........................................................................................................................ TURN & PULL
This action defines an altitude target. The OP DES mode and the THR IDLE mode engage. The
speed target does not change.
V/S......................................................................................................................................MONITOR
CAUTION Depending on the speed target, the vertical speed may become excessive. If the
rate of descent exceeds 1 000 ft/min, engage the V/S mode and limit the rate of
descent to 1 000 ft/min.
 When established on the breakout path:
AP............................................................................................................................................ON
Before engaging the AP, ensure that the FD bar orders approximately correspond to the
aircraft current path.

PROCEDURES
SPECIAL OPERATIONS
FCOM A321
OPERATING MANUAL
 When cleared by ATC:

ALTyyy................................................................................................................................ TURN
Select an altitude target for go-around, in accordance with the ATC clearance.
THR LEVERS...........................................................................................TOGA and back to CL
The SRS GA and GA TRK modes engage. The THR CLB mode engages. The speed
is managed. The speed target is the aircraft speed at SRS GA engagement. The FMS
GO-AROUND phase becomes active.
HDGxxx .............................................................................................................................. PULL
The GA TRK mode disengages, and the HDG mode engages. The SRS GA mode remains
engaged, until ALT* engagement.
SPEED..........................................................................................................SELECT AS RQRD
FLAPS..........................................................................................................................AS RQRD
GEAR........................................................................................................................... AS RQRD
TCAS MODE SEL..............................................................................................................TA/RA

FCOM ←C 26 MAY 15

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PROCEDURES

PRO-SPO-20 Flight Without Cabin Pressurization

PRO-SPO-25 Flight with Gear Down

PRO-SPO-35 Flight Over Mountainous Area

HVN FCOM A321 FLEET PRO-SPO-PLP-TOC P 1/4

Continued from the previous page

PRO-SPO-40-20 Operational Limitations

PRO-SPO-40-30 Dispatch Consideration

PRO-SPO-40-40 Diversion During Extended Range Operations

PRO-SPO-50 Reduced Vertical Separation Minimum (RVSM)

HVN FCOM A321 FLEET PRO-SPO-PLP-TOC P 2/4

Continued from the previous page

PRO-SPO-60 Operations on Narrow Runways

PRO-SPO-65 Operations at QNH Above 1050 hPa

PRO-SPO-85 ILS PRM Approach

HVN FCOM A321 FLEET PRO-SPO-PLP-TOC P 3/4

Intentionally left blank

HVN FCOM A321 FLEET PRO-SPO-PLP-TOC P 4/4

Flight without cabin pressurization can result of:

HVN FCOM A321 FLEET PRO-SPO-20 P 1/8

FLIGHT PLANNING AND EXECUTION

CLIMB AND DESCENT RATE

HVN FCOM A321 FLEET PRO-SPO-20 P 2/8

Ident.: PRO-SPO-20-A-00001985.0001001 / 10 JAN 11

EMERGENCY DESCENT IN CASE OF RAPID DEPRESSURIZATION

FAILURE OCCURRING IN FLIGHT

HVN FCOM A321 FLEET PRO-SPO-20 P 3/8

 If both CAB PRESS systems are inoperative, or if there is structural damage :

FAILURE OCCURRING IN FLIGHT

HVN FCOM A321 FLEET PRO-SPO-20 P 4/8

HVN FCOM A321 FLEET PRO-SPO-20 P 5/8

 If both CAB PRESS systems are inoperative, or if there is structural damage:

HVN FCOM A321 FLEET PRO-SPO-20 P 6/8

FLIGHT PLANNING FROM BRAKE RELEASE TO LANDING

HVN FCOM A321 FLEET PRO-SPO-20 P 7/8

GROUND DISTANCE/AIR DISTANCE CONVERSION

HVN FCOM A321 FLEET PRO-SPO-20 P 8/8

HVN FCOM A321 FLEET PRO-SPO-25-10 P 1/2

Intentionally left blank

HVN FCOM A321 FLEET PRO-SPO-25-10 P 2/2

‐ Do not fly into expected icing conditions.

HVN FCOM A321 FLEET PRO-SPO-25-20 P 1/2

Intentionally left blank

HVN FCOM A321 FLEET PRO-SPO-25-20 P 2/2

ABN AND EMER PROCEDURES

HVN FCOM A321 FLEET PRO-SPO-25-30 P 1/2

Intentionally left blank

HVN FCOM A321 FLEET PRO-SPO-25-30 P 2/2

SECOND SEGMENT GRADIENT CONDITION

FINAL TAKEOFF CONDITION

The final takeoff speed is VLS.

HVN FCOM A321 FLEET PRO-SPO-25-40 P 1/10

HVN FCOM A321 FLEET PRO-SPO-25-40 P 2/10

Refer to PER-GOA-GEN GENERAL for go-around requirements.

HVN FCOM A321 FLEET PRO-SPO-25-40 P 3/10

HVN FCOM A321 FLEET PRO-SPO-25-40 P 4/10

HVN FCOM A321 FLEET PRO-SPO-25-40 P 5/10

HVN FCOM A321 FLEET PRO-SPO-25-40 P 6/10

RACE TRACK HOLDING PATTERN

HVN FCOM A321 FLEET PRO-SPO-25-40 P 7/10

EN ROUTE NET FLIGHT PLAN

EN ROUTE NET FLIGHT PATH-L/G DOWN-ONE ENGINE OUT

HVN FCOM A321 FLEET PRO-SPO-25-40 P 8/10