Pro Abnormal

PROCEDURES
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PROCEDURES
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FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
PRO-ABN Abnormal and Emergency Procedures
PRO-NOR Normal Procedures
PRO-SPO Special Operations
PRO-SUP Supplementary Procedures
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
(1)
M Localization DU Title DU identification DU date
PRO-ABN-31 Display Unit Failure 00014847.0002001 07 MAY 13
Criteria: P11614, SA
Applicable to: VN-A334, VN-A335, VN-A336, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608,
VN-A609, VN-A610, VN-A611, VN-A612
Impacted DU: 00010061 DISPLAY UNIT FAILURE
Reason for issue:
The "Display Unit Failure" procedure is amended to introduce a temporary procedure and its associated corrective
action in the case of Display Unit (DU) brightness reduction to the minimum. Due to an issue with the backlight
monitoring function of the Enhanced Display Unit (EDU) a DU might have its brightness spuriously set to the
minimum. To recover the display, the flight crew has to set the affected DU brightness knob to OFF then ON.
PRO-ABN-31 MULTIPLE UNDUE ECAM ALERTS 00012928.0001001 07 APR 11
Criteria: 31-1276, P8671, P9824
VN-A334, VN-A335, VN-A336, VN-A338, VN-A339, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356,
VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
Impacted DU: NONE
Reason for issue:
This Temporary Revision was re-issued to update the list of possible undue ECAM alerts.
PRO-ABN-34 NAV TCAS FAULT NG01075

PRO-ABN-34 NAV TCAS FAULT 00015480.0017001 14 FEB 14
Criteria: 31-1373, 31-1414, P2590, P5669
VN-A358, VN-A359, VN-A360, VN-A361, VN-A362, VN-A363, VN-A365, VN-A366, VN-A367
Impacted DU: 00012434 NAV TCAS FAULT (If Installed)
Reason for issue:
Following the introduction of a TCAS monitoring function in the Flight Warning Computer (FWC) F6 and F7, an
issue has been detected on aircraft equipped with HONEYWELL TCAS computers.
To operate, the TCAS needs to receive the ADR barometric altitude through the active transponder and the aircraft
heading through IR1.
As a consequence, on ground, an undue NAV TCAS FAULT alert is triggered when:
‐ The ADIRUs are set to OFF or,
‐ IR1 is not aligned: at aircraft power up before IR1 alignment or during transit when performing a fast or a
complete alignment of IR1.
As soon as the ADIRUs are powered and the IR1 is aligned, the NAV TCAS FAULT automatically disappears.
Therefore, on ground, if the alert is triggered while the ADIRUs are OFF, or while IR1 is not yet aligned, the flight
crew can disregard the alert.
The FWC F8 corrects the issue.
Continued on the following page
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(1)
PRO-ABN-34 NAV TCAS FAULT NG01075
PRO-ABN-34 NAV TCAS  FAULT - FWSPAGE 00013538.0001001 16 NOV 11
Criteria: P5613, SA
VN-A601, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
Impacted DU: 00012435 NAV TCAS FAULT (If Installed) - FWSPAGE
PRO-ABN-70 ENG RELIGHT (In Flight) 00013479.0001001 05 AUG 14

Criteria: G-V2533-A5
Applicable to: VN-A344
Impacted DU: 00012594 ENG RELIGHT (In Flight)
PRO-ABN-70 ENG RELIGHT (In Flight) 00013479.0002001 05 AUG 14
Criteria: 31-1331, G-V2533-A5, P8564
PRO-NOR-SOP-10 Taxi NG00715

PRO-NOR-SOP-10 Radar 00015299.0002001 26 FEB 14
Criteria: 34-1443, P7929, P9902
VN-A612
Impacted DU: 00015298 Taxi - Radar

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(1)
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-10 Radar 00015299.0001001 26 FEB 14
Criteria: 34-1334, P7929
VN-A358, VN-A359, VN-A360, VN-A361, VN-A362, VN-A363, VN-A366, VN-A367
Impacted DU: 00015298 Taxi - Radar
Reason for issue:
When the MULTISCAN sw is in the AUTO position (tilt in automatic mode) and the GAIN is set to CAL
(automatically calibrated), the radar display may not entirely correspond to the current weather. Therefore, this
Temporary DU is issued to indicate that, when the MULTISCAN sw is in the AUTO position, the GAIN should be
manually set to +8 to ensure that the radar display provides an optimum reflection of the current weather condition.
‐ The weather is good, or not significant, in order to check that the radar is operating correctly
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation.
When the MULTISCAN sw is in the AUTO position and the GAIN is manually set, the Path Attenuation
Compensation (PAC) alert is not available. However, the radar display corresponds to the current weather
conditions, when the aircraft is above FL 150.
Therefore, the flight crew can set the GAIN back to CAL, when the aircraft is above FL 150.
PRO-NOR-SOP-14 Climb NG00723

PRO-NOR-SOP-14 Climb - Initial Climb 00013057.0006001 23 DEC 14
Criteria: P3379, P9207, SA

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(1)
Applicable to: VN-A365, VN-A366, VN-A367
Impacted DU: 00010245 Climb - Initial Climb
Reason for issue:
The temporary revision is issued to advise operators that above the transition level, when the flight crew selects
"STD" on the FCU, the last QNH or QFE barometric pressure setting is transmitted to the ground, instead of the
standard pressure value (1 013 hPa ).
Only the FCU selected altitude, if used by the ATC on ground, may be misinterpreted. The real aircraft altitude
transmitted to the ground is not affected, because the standard barometric altitude is transmitted, regardless of the
barometric setting selected on the FCU.
In addition, the "STD" value is correctly transmitted to other aircraft systems.
PRO-NOR-SOP-14 Climb - Radar 00013047.0003001 03 MAR 14
Criteria: 34-1443, P7929, P9902, SA
VN-A612
Impacted DU: 00010259 Climb - Radar
Reason for issue:
PRO-NOR-SOP-14 Climb - Radar 00013047.0001001 16 NOV 11
Criteria: 34-1334, P7929, SA
Impacted DU: 00010259 Climb - Radar

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(1)
Reason for issue:
PRO-NOR-SOP-15 Cruise NG00734

PRO-NOR-SOP-15 Cruise - Radar Tilt 00013068.0001001 16 NOV 11
Criteria: 34-1334, P7929, SA
Impacted DU: 00010291 Cruise - Radar Tilt
Reason for issue:
PRO-NOR-SOP-15 Cruise - Radar Tilt 00013068.0006001 03 MAR 14
Criteria: 34-1443, P7929, P9902, SA
VN-A612
Impacted DU: 00010291 Cruise - Radar Tilt

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(1)
Reason for issue:
‐ The weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
PRO-NOR-SOP-16 Descent Preparation NG00916

PRO-NOR-SOP-16 Descent PREPARATION - Radar 00013353.0003001 03 MAR 14
Criteria: 34-1443, P7929, P9902, SA
VN-A612
Impacted DU: 00011545 Descent Preparation - Radar

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(1)
Reason for issue:
PRO-NOR-SOP-16 Descent PREPARATION - Radar 00013353.0001001 03 MAR 14
Criteria: 34-1334, P7929, SA
Impacted DU: 00011545 Descent Preparation - Radar
Reason for issue:
PRO-NOR-SOP-18-B Initial Approach NG01260

PRO-NOR-SOP-18-B Initial Approach - Radar 00014648.0002001 29 MAY 13
Criteria: 34-1334, P7929, SA

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Impacted DU: 00014647 Initial Approach - Radar
Reason for issue:
PRO-NOR-SOP-18-B Initial Approach - Radar 00014648.0003001 03 MAR 14
Criteria: 34-1443, P7929, P9902, SA
VN-A612
Impacted DU: 00014647 Initial Approach - Radar

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(1)
Reason for issue:
PRO-SUP-24 Computer Reset Table NG01118

PRO-SUP-24 Computer Reset Table - 32 - Landing Gear 00014956.0001001 23 AUG 13
Criteria: SA
Impacted DU: 00012656 Computer Reset Table - 32 - Landing Gear
Reason for issue:
The BSCU reset procedure for WHEEL N/W STRG FAULT is amended with a temporary procedure, in order to
better address the spurious alerts that are currently encountered in-service.
‐ Under the very specific conditions defined in the procedure, the flight crews can continue the flight without
troubleshooting after a successful BSCU reset.
‐ For aircraft with BSCU standard 10: The root cause of the spurious alerts that were triggered during taxiing with
BSCU standard 10 has been cancelled. Therefore, the associated reset procedure has been removed.
‐ The BSCU reset procedure for BRAKES SYS FAULT or BRAKES BSCU CH FAULT is amended in order to
improve the wording to comply with Aircraft behavior.

PRO-SUP-24 Computer Reset Table - 21 - Air 00014123.0004001 01 APR 14
Conditioning/Ventilation/Pressurization
Criteria: K10463, K6443, K9458

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(1)
Applicable to: VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358, VN-A363
Impacted DU: 00012647 Computer Reset Table - 21 - Air Conditioning/Ventilation/Pressurization
Reason for issue:
The TDU is issued to provide the ACSC C/B reset procedure to apply in the case of "PACK 1(2) REGUL FAULT"
triggered on ground for aircraft equipped with ACSC 1803B0000-02.
Criteria: SA
Reason for issue:

Criteria: K10463, K6443, K9458
Reason for issue:
Criteria: SA
Reason for issue:

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(1)

Criteria: K10463, K6443, K9458
Applicable to: VN-A322, VN-A360, VN-A361, VN-A362, VN-A365, VN-A366, VN-A367
Reason for issue:
Criteria: SA
Reason for issue:

Criteria: K10463, K6443, K9458
Reason for issue:
PRO-SUP-24 Computer Reset Table - 23 - 00013849.0022001 01 JUL 11
Communications
Criteria: K12824, K12825, K2113, K8400, K9009, SA
Impacted DU: 00012649 Computer Reset Table - 23 - Communications

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(1)
Reason for issue:
CIDS Director Hardware 333B and On Board Replacement Module (OBRM) 33A are sensitive to short power
supply interruptions. These power supply interruptions occur when the aircraft is supplied by external power. As a
consequence, ECAM caution “COM CIDS 1+2 FAULT” or CIDS Maintenance status 'CIDS 1' or 'CIDS 2' could be
spuriously triggered.
In such event, the flight crew should verify that the CIDS is functioning normally by checking the PA, Cabin
Interphone and Cabin lighting function. If the ECAM caution is spurious, it can be removed by resetting the CIDS
when the aircraft is powered by the APU.
PRO-SUP-24 Computer Reset Table - 27 - Flight Controls 00014180.0001001 07 OCT 13
Criteria: P11744
Impacted DU: NONE
Reason for issue:
This Temporary Documentary Unit is created to allow flight crew to reset all SECs following a F/CTL SPLR FAULT
triggered after the flight control check. This SEC reset covers the AIRBUS recommendations provided in OIT/FOT n
°999.0038/11 that applies on aircraft equipped with SEC B 120 or SEC B’ 120.
Criteria: SA
Reason for issue:

Criteria: K10463, K6443, K9458
Reason for issue:

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PRO-SUP-24 Computer Reset Table - 23 - 00013849.0022001 01 JUL 11
Communications
Criteria: K12824, K12825, K2113, K8400, K9009, SA
Impacted DU: 00012649 Computer Reset Table - 23 - Communications
Reason for issue:
CIDS Director Hardware 333B and On Board Replacement Module (OBRM) 33A are sensitive to short power
supply interruptions. These power supply interruptions occur when the aircraft is supplied by external power. As a
consequence, ECAM caution “COM CIDS 1+2 FAULT” or CIDS Maintenance status 'CIDS 1' or 'CIDS 2' could be
spuriously triggered.
In such event, the flight crew should verify that the CIDS is functioning normally by checking the PA, Cabin
Interphone and Cabin lighting function. If the ECAM caution is spurious, it can be removed by resetting the CIDS
when the aircraft is powered by the APU.
Criteria: SA
Reason for issue:
(1) Evolution code : N=New, R=Revised, E=Effectivity

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FCOM 26 MAY 15
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ABNORMAL AND EMERGENCY

PROCEDURES
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
FCOM A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-ABN-01 Introduction
FCOM Procedure Layout.........................................................................................................................................A
Operational Recommendations............................................................................................................................... B
Use of Summaries...................................................................................................................................................C
PRO-ABN-10 Operating Techniques

ENG Failure After V1 - Continued Takeoff............................................................................................................. A
Immediate VMC LDG Following ENG Failure on TO............................................................................................. B
Circling Approach with One Engine Inoperative..................................................................................................... C
Landing with Slats or Flaps Jammed......................................................................................................................D
Overspeed Prevention............................................................................................................................................. E
Overspeed Recovery............................................................................................................................................... F
Rejected Takeoff..................................................................................................................................................... G
LOW ENERGY AURAL ALERT.............................................................................................................................. H
Stall Recovery ......................................................................................................................................... I
Stall Warning At Lift-Off ......................................................................................................................... J
Straight-In Approach with One Engine Inoperative.................................................................................................K
PRO-ABN-21 Air Conditioning / Pressurization / Ventilation

AIR AFT CRG VENT FAULT.................................................................................................................................. A
AIR COND CTL 1(2) - A(B) FAULT........................................................................................................................B
AIR PACK 1(2) FAULT........................................................................................................................................... C
AIR PACK 1 + 2 FAULT......................................................................................................................................... D
AIR PACK 1(2) OFF................................................................................................................................................E
AIR PACK 1(2) OVHT............................................................................................................................................. F
AIR PACK 1(2) REGUL FAULT..............................................................................................................................G
CABIN OVERPRESSURE.......................................................................................................................................H
CAB PR EXCESS CAB ALT .................................................................................................................. I
CAB PR EXCESS RESIDUAL PR .........................................................................................................J
CAB PR LDG ELEV FAULT....................................................................................................................................K
CAB PR LO DIFF PR.............................................................................................................................................. L
CAB PR OFV NOT OPEN (on ground)..................................................................................................................M
CAB PR SAFETY VALVE OPEN............................................................................................................................N
CAB PR SYS 1(2) FAULT...................................................................................................................................... O
CAB PR SYS 1+2 FAULT.......................................................................................................................................P
COND AFT CARGO DUCT OVHT......................................................................................................................... Q
COND AFT CRG HEAT FAULT............................................................................................................................. R
COND AFT CRG ISOL VALVE...............................................................................................................................S
COND FWD CAB/AFT CAB/CKPT DUCT OVHT................................................................................................... T
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COND HOT AIR FAULT......................................................................................................................................... U
COND L + R CAB FAN FAULT.............................................................................................................................. V
COND LAV + GALLEY FAN FAULT......................................................................................................................W
COND TRIM AIR SYS FAULT................................................................................................................................ X
COND ZONE REGUL FAULT (PRIMARY CHANNEL FAILED)............................................................................. Y
COND ZONE REGUL FAULT (PRIMARY AND SECONDARY CHANNELS FAILED)........................................... Z
VENT AVNCS SYS FAULT.................................................................................................................................. AA
VENT BLOWER FAULT........................................................................................................................................AB
VENT EXTRACT FAULT...................................................................................................................................... AC
VENT SKIN VALVE FAULT..................................................................................................................................AD
PRO-ABN-22 Auto Flight

AUTO FLT A/THR LIMITED....................................................................................................................................A
AUTO FLT A/THR OFF...........................................................................................................................................B
AUTO FLT AP OFF ...............................................................................................................................C
AUTO FLT FAC 1(2) FAULT.................................................................................................................................. D
AUTO FLT FAC 1 + 2 FAULT................................................................................................................................ E
AUTO FLT FCU 1(2) FAULT...................................................................................................................................F
AUTO FLT FCU 1 + 2 FAULT................................................................................................................................G
AUTO FLT REAC W/S DET FAULT.......................................................................................................................H
AUTO FLT RUD TRIM 1(2) FAULT......................................................................................................................... I
AUTO FLT RUD TRIM SYS.................................................................................................................................... J
AUTO FLT RUD TRV LIM 1(2)...............................................................................................................................K
AUTO FLT RUD TRV LIM SYS.............................................................................................................................. L
AUTO FLT YAW DAMPER 1(2)............................................................................................................................. M
AUTO FLT YAW DAMPER SYS.............................................................................................................................N
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET).................................................................. O
PRO-ABN-23 Communications
COM ACARS  FAULT..................................................................................................................................... A
COM CIDS 1 + 2 FAULT........................................................................................................................................ B
COM HF 1(2) DATA  FAULT..........................................................................................................................C
COM SATCOM DATA  FAULT....................................................................................................................... D
COM SATCOM  FAULT.................................................................................................................................. E
COM SINGLE PTT STUCK..................................................................................................................................... F
COM VHF 1(2)(3)/HF 1(2)  EMITTING...........................................................................................................G
COM VHF 3 DATA  FAULT............................................................................................................................H

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PRO-ABN-24 Electrical
C/B TRIPPED.......................................................................................................................................................... A
ELEC AC BUS 1 FAULT.........................................................................................................................................B
ELEC AC BUS 2 FAULT.........................................................................................................................................E
ELEC AC ESS BUS ALTN (on ground).................................................................................................................. F
ELEC AC ESS BUS FAULT................................................................................................................................... G
ELEC AC ESS BUS SHED.....................................................................................................................................H
ELEC APU GEN FAULT...........................................................................................................................................I
ELEC BAT 1(2) FAULT............................................................................................................................................J
ELEC BAT 1(2) OFF............................................................................................................................................... K
ELEC BCL 1(2) FAULT........................................................................................................................................... L
ELEC DC BAT BUS FAULT................................................................................................................................... M
ELEC DC BUS 1 FAULT........................................................................................................................................ N
ELEC DC BUS 2 FAULT........................................................................................................................................ O
ELEC DC BUS 1+2 FAULT.................................................................................................................................... P
ELEC DC EMER CONFIG...................................................................................................................................... Q
ELEC DC ESS BUS FAULT................................................................................................................................... R
ELEC DC ESS BUS SHED.....................................................................................................................................S
ELEC EMER CONFIG ...........................................................................................................................T
ELEC EMER CONFIG SYS REMAINING...............................................................................................................U
ELEC EMER GEN 1 LINE OFF..............................................................................................................................V
ELEC ESS BUSES ON BAT ................................................................................................................W
ELEC GEN 1(2) or APU GEN OVERLOAD............................................................................................................X
ELEC GEN 1(2) FAULT.......................................................................................................................................... Y
ELEC GEN 1(2) OFF...............................................................................................................................................Z
ELEC IDG 1(2) DISCONNECTED (ON GROUND).............................................................................................AA
ELEC IDG 1(2) OIL LO PR/OVHT........................................................................................................................AB
ELEC STAT INV FAULT.......................................................................................................................................AC
ELEC TR 1(2) FAULT...........................................................................................................................................AD
PRO-ABN-25 Equipment
COCKPIT DOOR FAULT........................................................................................................................................ A

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PRO-ABN-26 Fire Protection
APU FIRE .............................................................................................................................................A
CARGO SMOKE FWD (AFT) BTL SQUIB FAULT ................................................................................................B
ENG 1(2) FIRE (IN FLIGHT) ............................................................................................................... C
ENG 1(2) FIRE (ON GROUND) ............................................................................................................D
ENG 1(2)/APU FIRE DET FAULT...........................................................................................................................E
ENG 1(2)/APU FIRE LOOP A(B) FAULT................................................................................................................F
SMOKE FWD(AFT) CARGO SMOKE ...................................................................................................G
SMOKE FWD(AFT) CRG BTL (1)(2  ) FAULT.................................................................................................H
SMOKE FWD(AFT) CRG DET FAULT.....................................................................................................................I
AVIONICS SMOKE.................................................................................................................................................. J
SMOKE/FUMES/AVNCS SMOKE ......................................................................................................... K
REMOVAL OF SMOKE/FUMES ............................................................................................................L
SMOKE/FIRE FROM LITHIUM BATTERY............................................................................................................. M
SMOKE DET FAULT...............................................................................................................................................N
SMOKE LAVATORY DET FAULT .........................................................................................................................O
SMOKE LAVATORY SMOKE .............................................................................................................. P
PRO-ABN-27 Flight Controls

CONFIG L (R) SIDESTICK FAULT BY TAKE OVER ........................................................................... A
CONFIG PITCH TRIM NOT IN T.O RANGE ........................................................................................ B
CONFIG RUD TRIM NOT IN T.O RANGE ........................................................................................... C
CONFIG SLATS (FLAPS) NOT IN T.O CONFIG ..................................................................................D
Config SPD BRK Not Retracted ............................................................................................................E
F/CTL AIL SERVO FAULT...................................................................................................................................... F
F/CTL ALTN LAW................................................................................................................................................... G
F/CTL DIRECT LAW............................................................................................................................................... H
F/CTL ELAC 1(2) FAULT (ONE COMPUTER FAILED)...........................................................................................I
F/CTL ELAC 1 (2) FAULT (BOTH COMPUTERS FAILED).................................................................................... J
F/CTL ELAC 1 (2) PITCH FAULT...........................................................................................................................K
F/CTL ELEV SERVO FAULT...................................................................................................................................L
F/CTL FCDC 1 (2) FAULT......................................................................................................................................M
F/CTL FCDC 1+2 FAULT........................................................................................................................................N
F/CTL FLAP ATTACH SENSOR............................................................................................................................ O
F/CTL FLAP LVR NOT ZERO .............................................................................................................. P
F/CTL FLAP SYS 1(2) FAULT................................................................................................................................Q
F/CTL FLAPS FAULT/LOCKED..............................................................................................................................R
F/CTL FLAPS/SLATS FAULT/LOCKED..................................................................................................................S

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F/CTL GND SPLR 5 FAULT................................................................................................................................... T
F/CTL GND SPLR / 1+2 / 3+4 / FAULT.................................................................................................................U
F/CTL GND SPLR NOT ARMED............................................................................................................................ V
F/CTL L (R) AIL FAULT......................................................................................................................................... W
F/CTL L (R) ELEV FAULT...................................................................................................................................... X
F/CTL L+R ELEV FAULT ......................................................................................................................Y
F/CTL L(R) SIDESTICK FAULT.............................................................................................................................. Z
F/CTL PITCH TRIM/MCDU/CG DISAGREE.........................................................................................................AA
F/CTL SEC 1 (2) (3) FAULT.................................................................................................................................AB
F/CTL SIDESTICK PRIORITY.............................................................................................................................. AC
F/CTL SLAT (FLAP) TIP BRK FAULT................................................................................................................. AD
F/CTL SLAT SYS 1(2) FAULT..............................................................................................................................AE
F/CTL SLATS AND FLAPS FAULT IN CONF 0...................................................................................................AF
F/CTL SLATS FAULT/LOCKED........................................................................................................................... AG
F/CTL SPD BRK 2(3+4) FAULT...........................................................................................................................AH
F/CTL SPD BRK DISAGREE (SURFACES 3+4 AFFECTED)...............................................................................AI
F/CTL SPD BRK DISAGREE (SURFACES 2+3+4 AFFECTED)..........................................................................AJ
F/CTL SPD BRK FAULT.......................................................................................................................................AK
F/CTL SPD BRK STILL OUT................................................................................................................................ AL
F/CTL SPLR FAULT.............................................................................................................................................AM
F/CTL STABILIZER JAM...................................................................................................................................... AN
STABILIZER JAM................................................................................................................................................. AO
ACTIVE CONTROL LAW......................................................................................................................................AP
ELEVATORS AND STABILIZER CONTROL AFTER FAILURE.......................................................................... AQ
F/CTL RUDDER JAM........................................................................................................................................... AR
Stop Rudder Input................................................................................................................................................. AS
SIDESTICK/RUDDER PEDALS STIFF................................................................................................................. AT
PRO-ABN-28 Fuel
ACT UNUSABLE PROC..........................................................................................................................................A
FUEL ACT UNUSABLE...........................................................................................................................................B
FUEL ACT  XFR FAULT.................................................................................................................................C
FUEL ACT  PUMP LO PR ............................................................................................................................ D
FUEL APU LP VALVE FAULT................................................................................................................................ E
FUEL AUTO TRANSFER FAULT............................................................................................................................F
FUEL CTR L (R) XFR FAULT (VALVE NOT FULLY CLOSED)........................................................................... G
FUEL CTR L (R) XFR FAULT (VALVE NOT FULLY OPEN)................................................................................H
FUEL CTR L + R XFR FAULT (VALVES NOT FULLY CLOSED)..........................................................................I

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FUEL CTR L + R XFR FAULT (VALVES NOT FULLY OPEN)............................................................................. J
FUEL CTR TK XFR OFF........................................................................................................................................ K
FUEL ENG 1(2) LP VALVE OPEN..........................................................................................................................L
FUEL F. USED/FOB DISAGREE........................................................................................................................... M
FUEL FQI CH 1(2) FAULT......................................................................................................................................N
FUEL IMBALANCE..................................................................................................................................................O
FUEL INERTING SYS FAULT................................................................................................................................ P
FUEL LEAK............................................................................................................................................................. Q
FUEL L (R) TK PUMP 1(2) LO PR.........................................................................................................................R
FUEL L (R) TK PUMP 1 + 2 LO PR...................................................................................................................... S
FUEL L (R) WING TK HI TEMP............................................................................................................................. T
FUEL L (R) WING TK LO LVL............................................................................................................................... U
FUEL L + R WING TK LO LVL.............................................................................................................................. V
FUEL L (R) WING TK LO TEMP........................................................................................................................... W
FUEL L (R) WING TK OVERFLOW........................................................................................................................X
FUEL L (R) XFR VALVE FAULT (VALVE NOT FULLY CLOSED)........................................................................Y
FUEL L (R) XFR VALVE FAULT (VALVE NOT FULLY OPEN)............................................................................ Z
FUEL X FEED VALVE FAULT............................................................................................................................. AA
FUEL XFR VALVES FAULT (XFR VALVES NOT FULLY CLOSED)...................................................................AB
FUEL XFR VALVES FAULT (XFR VALVES NOT FULLY OPEN)....................................................................... AC
GRVTY FUEL FEEDING...................................................................................................................................... AD
PRO-ABN-29 Hydraulic
HYD B RSVR LO AIR PR.......................................................................................................................................A
HYD B ELEC PUMP LO PR or OVHT................................................................................................................... C
HYD B RSVR LO LVL............................................................................................................................................ D
HYD B RSVR OVHT............................................................................................................................................... E
HYD G ENG 1 PUMP LO PR (PTU OPERATIVE).................................................................................................F
HYD G ENG 1 PUMP LO PR (PTU INOPERATIVE).............................................................................................G
HYD G RSVR LO AIR PR...................................................................................................................................... H
HYD G RSVR LO LVL..............................................................................................................................................I
HYD G RSVR OVHT............................................................................................................................................... J
HYD Y ELEC PUMP LO PR or OVHT................................................................................................................... K
HYD Y ENG 2 PUMP LO PR (PTU OPERATIVE)..................................................................................................L
HYD Y ENG 2 PUMP LO PR (PTU INOPERATIVE)............................................................................................. M
HYD Y RSVR LO AIR PR.......................................................................................................................................N
HYD Y RSVR LO LVL............................................................................................................................................ O

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

HYD Y RSVR OVHT............................................................................................................................................... P
HYD B+Y SYS LO PR .......................................................................................................................... Q
HYD G+B SYS LO PR ..........................................................................................................................R
HYD G+Y SYS LO PR .......................................................................................................................... S
HYD PTU FAULT.....................................................................................................................................................T
HYD RAT FAULT.................................................................................................................................................... U
PRO-ABN-30 Ice and Rain Protection

ANTI ICE ALL PITOT.............................................................................................................................................. A
ANTI ICE CAPT (F/O) TAT..................................................................................................................................... B
ANTI ICE CAPT + F/O PITOT................................................................................................................................ C
ANTI ICE CAPT + STBY PITOT.............................................................................................................................D
ANTI ICE CAPT PITOT or L(R) STAT or AOA.......................................................................................................E
ANTI ICE CAPT PROBES.......................................................................................................................................F
ANTI ICE DETECT FAULT..................................................................................................................................... G
ANTI ICE ENG 1(2) VALVE CLSD......................................................................................................................... H
ANTI ICE ENG 1(2) VALVE OPEN.......................................................................................................................... I
ANTI ICE F/O + STBY PITOT................................................................................................................................. J
ANTI ICE F/O PITOT or L(R) STAT or AOA.......................................................................................................... K
ANTI ICE F/O PROBES.......................................................................................................................................... L
ANTI ICE ICE DETECTED..................................................................................................................................... M
ANTI ICE L + R WINDSHIELD............................................................................................................................... N
ANTI ICE L(R) WINDOW........................................................................................................................................O
ANTI ICE L(R) WINDSHIELD..................................................................................................................................P
ANTI ICE STBY PITOT or L(R) STAT or AOA...................................................................................................... Q
ANTI ICE STBY PROBES...................................................................................................................................... R
DOUBLE AOA HEAT FAILURE.............................................................................................................................. S
WING ANTI ICE L(R) HI PR................................................................................................................................... T
WING ANTI ICE L(R) VALVE OPEN (FAILURE DETECTED IN FLIGHT)............................................................U
WING ANTI ICE L(R) VALVE OPEN (FAILURE DETECTED ON GROUND)........................................................ V
WING ANTI ICE OPEN ON GND.......................................................................................................................... W
WING ANTI ICE SYS FAULT (ONE WING VALVE REMAINS CLOSED WHEN THE WING ANTI-ICE IS TURNED
ON)...........................................................................................................................................................................X
WING ANTI ICE SYS FAULT (THE WING ANTI-ICE IS TURNED ON AFTER ONE ENGINE SHUTDOWN OR
AFTER THE LOSS OF ONE BLEED).................................................................................................................... Y
SEVERE ICE DETECTED.......................................................................................................................................Z

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

PRO-ABN-31 Indicating / Recording Systems
Display Unit Failure................................................................................................................................................. A
DISPLAY UNIT FAILURE........................................................................................................................................B
EIS DMC 1(2)(3) FAULT.........................................................................................................................................C
EIS DMC/FWC COM FAULT.................................................................................................................................. D
ECAM SINGLE DISPLAY........................................................................................................................................E
FWS FWC 1 + 2 FAULT......................................................................................................................................... F
FWS FWC 1(2) FAULT...........................................................................................................................................G
FWS OEB/FWC DISCREPANCY............................................................................................................................H
FWS SDAC 1 + 2 FAULT........................................................................................................................................ I
FWS SDAC 1(2) FAULT.......................................................................................................................................... J
MULTIPLE UNDUE ECAM ALERTS.......................................................................................................................K
RECORDER DFDR FAULT..................................................................................................................................... L
RECORDER SYS FAULT.......................................................................................................................................M
PRO-ABN-32 Landing Gear

BRAKES - N/WS MINOR FAULT........................................................................................................................... A
BRAKES A/SKID NWS FAULT or ANTI SKID/NWS OFF...................................................................................... B
BRAKES ALTN BRK FAULT...................................................................................................................................C
BRAKES ALTN L(R) RELEASED........................................................................................................................... D
BRAKES AUTO BRK FAULT.................................................................................................................................. E
BRAKES BRK Y ACCU LO PR.............................................................................................................................. F
BRAKES HOT......................................................................................................................................................... G
BRAKES NORM + ALTN FAULT............................................................................................................................H
BRAKES NORM BRK FAULT.................................................................................................................................. I
BRAKES PARK BRK FAULT...................................................................................................................................J
BRAKES PARK BRK LO PR.................................................................................................................................. K
BRAKES PARK BRK ON........................................................................................................................................ L
BRAKES RELEASED..............................................................................................................................................M
BRAKES SYS 1(2) FAULT......................................................................................................................................N
ASYMMETRIC BRAKING....................................................................................................................................... O
LOSS OF BRAKING ..............................................................................................................................P
RESIDUAL BRAKING PROC..................................................................................................................................Q
CONFIG PARK BRK ON ...................................................................................................................... R
L/G DOORS NOT CLOSED.................................................................................................................................... S
L/G GEAR NOT DOWN ........................................................................................................................ T
L/G GEAR NOT DOWNLOCKED ......................................................................................................... U
L/G GEAR NOT UPLOCKED..................................................................................................................................V

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L/G GEAR UPLOCK FAULT.................................................................................................................................. W
L/G LGCIU 1 FAULT............................................................................................................................................... X
L/G LGCIU 1(2) FAULT (TWO LGCIUS FAULTY)................................................................................................ Y
L/G LGCIU 2 FAULT............................................................................................................................................... Z
L/G LGCIU 1+2 FAULT.........................................................................................................................................AA
L/G SHOCK ABSORBER FAULT (SHOCK ABSORBER EXTENDED ON THE GROUND)................................ AB
L/G SHOCK ABSORBER FAULT (SHOCK ABSORBER NOT EXTENDED AFTER LIFTOFF)...........................AC
L/G SYS DISAGREE............................................................................................................................................ AD
L/G GRAVITY EXTENSION.................................................................................................................................. AE
LDG WITH ABNORMAL L/G.................................................................................................................................AF
WHEEL HYD SEL FAULT.................................................................................................................................... AG
WHEEL N/W STRG FAULT..................................................................................................................................AH
WHEEL TYRE LO PR............................................................................................................................................ AI
PRO-ABN-34 Navigation
ADR 1+2+3 FAULT................................................................................................................................................. A
ALL ADR OFF ....................................................................................................................................... D
EGPWS ALERTS .................................................................................................................................. E
NAV ADR DISAGREE............................................................................................................................................. F
IR ALIGNMENT IN ATT MODE..............................................................................................................................G
NAV ADR 1(2)(3) FAULT........................................................................................................................................H
NAV ADR 1+2 (1+3) (2+3) FAULT...........................................................................................................................I
NAV ADR 1+2+3 FAULT ....................................................................................................................... J
NAV ALTI DISCREPANCY......................................................................................................................................K
NAV ATC/XPDR 1(2) FAULT.................................................................................................................................. L
NAV ATC/XPDR 1+2 FAULT..................................................................................................................................M
NAV ATC/XPDR STBY........................................................................................................................................... N
NAV ATT DISCREPANCY...................................................................................................................................... O
NAV BARO REF DISCREPANCY......................................................................................................................... P
NAV CAPT (F/O) (STBY) AOA FAULT.................................................................................................................. Q
NAV FM/GPS POS DISAGREE..............................................................................................................................R
NAV GPS 1(2) FAULT............................................................................................................................................ S
NAV GPWS FAULT................................................................................................................................................. T
NAV GPWS TERR DET FAULT............................................................................................................................. U
NAV HDG DISCREPANCY..................................................................................................................................... V
NAV IAS DISCREPANCY...................................................................................................................................... W
NAV ILS (1+2) FAULT.............................................................................................................................................X
NAV ILS 1(2) FAULT...............................................................................................................................................Y

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

NAV IR 1(2)(3) FAULT............................................................................................................................................ Z
NAV IR 1+2(1+3)(2+3) FAULT..............................................................................................................................AA
NAV IR DISAGREE...............................................................................................................................................AB
NAV IR NOT ALIGNED ....................................................................................................................................... AC
NAV LS TUNING DISAGREE...............................................................................................................................AD
NAV PRED W/S DET FAULT...............................................................................................................................AE
NAV RA 1 AND 2 FAULT (DUAL RA FAILURE)..................................................................................................AF
NAV RA 1(2) FAULT............................................................................................................................................ AG
NAV RA DEGRADED........................................................................................................................................... AH
NAV TCAS FAULT................................................................................................................................................. AI
NAV TCAS  FAULT.......................................................................................................................................AJ
NAV TCAS STBY..................................................................................................................................................AK
NAV L(R) CAPT(F/O) STATIC FAULT..................................................................................................................AL
OVERSPEED ......................................................................................................................................AM
Stall Warning .......................................................................................................................................AN
TCAS WARNINGS ..............................................................................................................................AO
UNRELIABLE SPEED INDIC/ADR CHECK PROC.............................................................................................. AP
ADR CHECK PROC............................................................................................................................................. AQ
Unreliable Speed Indication.................................................................................................................................. AR
PRO-ABN-36 Pneumatic
AIR APU BLEED FAULT.........................................................................................................................................A
AIR APU BLEED LEAK...........................................................................................................................................C
AIR BLEED 1(2) OFF..............................................................................................................................................D
AIR ENG 1(2) BLEED ABNORM PR...................................................................................................................... E
AIR ENG 1(2) BLEED FAULT.................................................................................................................................F
AIR ENG 1+2 BLEED FAULT.................................................................................................................................G
AIR ENG 1(2) BLEED LO TEMP (OPPOSITE BLEED AVAILABLE)..................................................................... H
AIR ENG 1(2) BLEED LO TEMP (OPPOSITE BLEED NOT AVAILABLE).............................................................. I
AIR ENG 1 + 2 BLEED LO TEMP.......................................................................................................................... J
AIR ENG 1(2) BLEED HI TEMP............................................................................................................................. K
AIR ENG 1(2) BLEED NOT CLSD.......................................................................................................................... L
AIR ENG 1(2) HP VALVE FAULT.......................................................................................................................... M

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

AIR ENG 1(2) LEAK DET FAULT...........................................................................................................................N
AIR L(R) WING or ENG 1(2) BLEED LEAK...........................................................................................................O
AIR L(R) WNG LEAK DET FAULT......................................................................................................................... P
AIR X BLEED FAULT............................................................................................................................................. Q
BLEED MONITORING FAULT................................................................................................................................R
BLEED MONIT SYS 1(2) FAULT............................................................................................................................S
PRO-ABN-46 Information Systems

DATALINK ATSU FAULT........................................................................................................................................ A
DATALINK COMPANY FAULT................................................................................................................................B
PRO-ABN-49 APU
APU AUTO (EMER) SHUT DOWN.........................................................................................................................A
PRO-ABN-52 Doors
DOORS (L/R/FWD/AFT) AVIONICS....................................................................................................................... A
DOORS CABIN/EMER EXIT/CARGO..................................................................................................................... B
PRO-ABN-70 Power Plant

ENG 1(2) AIRCRAFT FADEC SUPPLY..................................................................................................................A
ENG 1(2) AIR EXCHGR FAULT............................................................................................................................. B
ENG 1(2) BEARING 4 OIL SYS............................................................................................................................. C
ENG 1(2) COMPRESSOR VANE........................................................................................................................... D
ENG 1(2) EGT EXCEEDED DURING AIR START................................................................................................ E
ENG 1(2) EIU FAULT ............................................................................................................................................ F
ENG 1(2) EPR MODE FAULT................................................................................................................................G
ENG 1(2) FADEC A(B) FAULT...............................................................................................................................H
ENG 1(2) FADEC ALTERNATOR............................................................................................................................ I
ENG 1(2) FADEC FAULT........................................................................................................................................ J
ENG 1(2) FADEC OVHT.........................................................................................................................................K
ENG 1(2) FADEC PLUG FAULT.............................................................................................................................L
ENG 1(2) FAIL........................................................................................................................................................ M
ENG 1(2) FUEL CTL FAULT.................................................................................................................................. N
ENG 1(2) FUEL FILTER CLOG..............................................................................................................................O
ENG 1(2) FUEL HEAT SYS....................................................................................................................................P
ENG 1(2) FUEL VALVE FAULT............................................................................................................................. Q
ENG 1(2) HOT FUEL.............................................................................................................................................. R
ENG 1(2) IGN FAULT (IGN A or B Fault).............................................................................................................. S

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

ENG 1(2) IGN FAULT (IGN A+B Fault).................................................................................................................. T
ENG 1(2) EPR OR N1 or N2 or EGT or FF DISCREPANCY................................................................................ U
ENG 1(2) N1/N2/EGT OVER LIMIT........................................................................................................................ V
ENG 1(2) OIL FILTER CLOG ............................................................................................................................... W
ENG 1(2) OIL HI TEMP ......................................................................................................................................... X
ENG 1(2) OIL LO PR ............................................................................................................................ Y
ENG 1(2) OIL LO TEMP ........................................................................................................................................ Z
ENG 1(2) ONE TLA FAULT..................................................................................................................................AA
ENG 1(2) OVSPD PROT FAULT..........................................................................................................................AB
ENG 1(2) REV INHIBITED................................................................................................................................... AC
ENG 1(2) REV ISOL FAULT................................................................................................................................ AD
ENG 1(2) REV PRESSURIZED .......................................................................................................................... AE
ENG 1(2) REV SWITCH FAULT...........................................................................................................................AF
ENG 1(2) REVERSE UNLOCKED....................................................................................................................... AG
ENG 1(2) REVERSER FAULT............................................................................................................................. AH
ENG 1(2) SENSOR FAULT....................................................................................................................................AI
ENG 1(2) SHUT DOWN........................................................................................................................................ AJ
ENG 1(2) STALL................................................................................................................................................... AK
ENG 1(2) START FAULT...................................................................................................................................... AL
ENG 1(2) START VALVE FAULT........................................................................................................................ AM
ENG 1(2) SYSTEM FAULT.................................................................................................................................. AN
ENG 1(2) THR LEVER ABV IDLE ......................................................................................................AO
ENG 1(2) THR LEVER DISAGREE......................................................................................................................AP
ENG 1(2) THR LEVER FAULT............................................................................................................................ AQ
ENG COMPRESSOR VANE.................................................................................................................................AR
ENG DUAL FAILURE ..........................................................................................................................AS
ENG DUAL FAILURE - FUEL REMAINING ...................................................................................... AT
ENG DUAL FAILURE - NO FUEL REMAINING ................................................................................AU
ENG RELIGHT (IN FLIGHT).................................................................................................................................AV
ENG RELIGHT (IN FLIGHT).............................................................................................................................. AW
ENG REV SET......................................................................................................................................................AX
ENG TAILPIPE FIRE............................................................................................................................................ AY
ENG THR LEVERS NOT SET..............................................................................................................................AZ
ENG THRUST LOCKED....................................................................................................................................... BA
ENG TYPE DISAGREE........................................................................................................................................ BB
ENG VIB SYS FAULT ......................................................................................................................................... BC
HIGH ENGINE VIBRATION.................................................................................................................................. BD

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

PRO-ABN-80 Miscellaneous
BOMB ON BOARD..................................................................................................................................................A
COCKPIT WINDSHIELD/WINDOW ARCING......................................................................................................... B
COCKPIT WINDSHIELD/WINDOW CRACKED......................................................................................................C
DITCHING ............................................................................................................................................. D
ECAM Advisory Conditions..................................................................................................................................... E
EMER DESCENT ..................................................................................................................................G
EMERGENCY EVACUATION ............................................................................................................... H
FORCED LANDING ................................................................................................................................ I
OVERWEIGHT LANDING........................................................................................................................................ J
TAILSTRIKE.............................................................................................................................................................K
VOLCANIC ASH ENCOUNTER ............................................................................................................................. L
WINDSHEAR .........................................................................................................................................M
WINDSHEAR AHEAD ........................................................................................................................... N
PRO-ABN-90 Detailed Cabin / Cockpit Evacuation Procedure

General.....................................................................................................................................................................A
Cockpit-Assigned Duties for Evacuation................................................................................................................. B
Cabin Crew-Assigned Areas for Evacuation...........................................................................................................C
Communications...................................................................................................................................................... D
On Ground Evacuation............................................................................................................................................ E
Cockpit Evacuation through Window.......................................................................................................................F
Evacuation on Water...............................................................................................................................................G

FCOM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
FCOM PROCEDURE LAYOUT

Ident.: PRO-ABN-01-00012640.0001001 / 01 APR 11
Applicable to: ALL
INTRODUCTION
The presentation of procedures is, as far as practicable, identical to the presentation on ECAM.
The abbreviations are identical to those used on the cockpit panels.
All actions and information displayed on ECAM are provided in large letters. Other information, not
on ECAM, is provided in small letters.
Expanded information is as far as practicable provided in layer 2. This information:
‐ Identifies the particular failures
‐ Explains actions for which the reason is not self-evident
‐ Furnishes additional background.
PROCEDURE TITLE
The title of an abnormal or emergency procedure, that appears on the ECAM, is on a white
background.
Abnormal procedure displayed on ECAM (amber caution) :
Emergency procedure displayed on ECAM (red warning) :
The title of an abnormal or emergency procedure, that does not appear on the ECAM is on a grey
background.
Abnormal procedure not displayed on ECAM :
Emergency procedure not displayed on ECAM :
HVN FCOM A321 FLEET PRO-ABN-01 P 1/8

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SEVERAL ALERTS UNDER THE SAME TITLE

When applicable, several alerts may be grouped under the same procedure title. However,
depending on the failure, the actions that the flight crew should perform may differ.
Note: Alerts that have the same procedure title may be differentiated by a subtitle (e.g. ENG
FIRE (On Ground) versus ENG FIRE (In Flight)).
CONDITIONS
BLACK SQUARE
When several procedures appear under the same title, a black square marks the starting point
of each procedure.
For example:
Black squares also indicate parts of a procedure among which only one is applicable.
For example:
The ECAM does not display black squares.

BLACK DOT
If an action depends on a precondition, a black dot identifies the precondition. If the precondition
appears on ECAM, it appears in LARGE LETTERS. If not, it appears in small letters.
For example:

FCOM ←A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
INDENTATION
Indentation is used in order to identify when an action depends on a precondition/flight
phase/procedure.
For example:
‐ The APPR SPEED is equal to VREF +30 kt only if the flaps are locked, because "APPR
SPEED......VREF +30" is indented below "• If flaps locked".
‐ The MAX SPEED of 250 kt does not depend on the flaps locked condition because it is
aligned with "• If Flaps locked". Therefore, MAX SPEED has to be respected whether the
flaps are locked or not.
OPERATIONAL RECOMMENDATIONS
Ident.: PRO-ABN-01-00012639.0001001 / 12 MAY 15
Applicable to: ALL
OVERVIEW
Abnormal and Emergency procedures involve actions that the flight crew must perform in order to
ensure adequate safety, and help to make the remainder of the flight easier.

FCOM ← A to B → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
Abnormal and Emergency procedures are actions that the flight crew performs:
‐ After failures, that the ECAM detects, or
‐ After failures or situation, that the flight crew detects or encounters (e.g. CKPT WINDOW
CRACKED, OVERWEIGHT LANDING), or
‐ After an aural alert (e.g. OBSTACLE AHEAD, PULL UP).
When the flight crew performs procedures, the flight crew uses the “READ” and “DO” principle
(oral reading).
TASKSHARING
The general tasksharing shown below applies to all procedures.
The pilot's flying remains the pilot flying throughout the procedure.
The Pilot Flying (PF), is responsible for the:
‐ Thrust levers
‐ Control of flight path and airspeed
‐ Aircraft configuration (request configuration change)
‐ Navigation
‐ Communications.
The Pilot Monitoring (PM), is responsible for:
‐ Monitoring and reading aloud the ECAM and checklists
‐ Performing required actions, or actions requested by the PF, if applicable
‐ Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's
confirmation (except on ground).
MEMORY ITEMS
The following procedures are to be applied without referring to paper:
‐ CREW INCAPACITATION
‐ EGPWS  ,
‐ Immediate actions of EMER DESCENT
‐ Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC
‐ LOSS OF BRAKING
‐ STALL RECOVERY
‐ STALL WARNING AT LIFT-OFF
‐ TCAS 
‐ WINDSHEAR 
‐ WINDSHEAR AHEAD 

FCOM ←B→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
USE OF AUTOPILOT (AP)

The AP has not been certified in all configurations, and its performance cannot be guaranteed.
If the pilot chooses to use the AP in such circumstances, extra vigilance is required, and the AP
must be disconnected, if the aircraft deviates from desired or safe flight path.
For additional information, Refer to FCOM Limitations section (Auto Flight).
INITIATION OF PROCEDURES
Procedures are initiated on the Pilot Flying's command.
No action is taken (apart from cancelling audio warnings, through the MASTER WARN light) until:
‐ The appropriate flight path is established, and
‐ The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach, or
go-around.
A height of 400 ft is recommended, because it is a good compromise between the necessary time
for stabilization and excessive delay in procedure initiation.
In some emergency cases, provided that the appropriate flight path is established, the Pilot Flying
may initiate actions before this height.
The flight crew can stop the procedure if the conditions for the application of the QRH procedure
disappear.
LAND ASAP DEFINITION
If red LAND ASAP is part of the procedure, land as soon as possible at the nearest airport at
which a safe landing can be made.
Note: red LAND ASAP information is applicable to a time-critical situation.
If amber LAND ASAP is part of the procedure, consider landing at the nearest suitable airport.
Note: The suitability criteria should be defined in accordance with the Operator's policy.
LANDING DISTANCE
Any increased landing distance, resulting from an emergency or abnormality, must be determined
using QRH PER-C, or the LDG PERF application of FlySmart with Airbus.
ECAM
ECAM ALERT INHIBITION DURING TAKEOFF
Some ECAM alerts (non-inhibited) appear when the situation that prompts them occurs. Other
ECAM alerts (inhibited) do not appear immediately, when the situation that prompts them occurs
during takeoff.

PROCEDURES
FCOM A321
OPERATING MANUAL
IF AN ECAM ALERT DISAPPEARS WHILE APPLYING THE PROCEDURE

If an ECAM alert disappears, while a procedure is being applied, the flight crew can stop the
procedure if there are no other indications that the failure is still present.
CREW COORDINATION
When carrying out a procedure displayed on ECAM, both pilots must be aware of the present
display. Before any "CLEAR" action, the pilots should crosscheck to confirm that there remains no
blue message (except in case of no action feedback) that they can eliminate by a direct action.
NO CLEAR ACTION BEFORE CROSS-CONFIRMATION
Example of crew coordination and cross confirmation:

PROCEDURES
FCOM A321
OPERATING MANUAL
For standard calls, Refer to FCOM Normal Procedures - Standard Callouts

(1) Although it is the responsibility of the pilot flying to request ECAM actions, this does not
preclude the captain from either taking control of the aircraft or ordering ECAM actions he (she)
considers to be necessary
Note: ECAM procedures and STATUS, supplemented by a PFD/ND check suffice for
handling the fault. However, before applying the ECAM procedures, the fault should be
confirmed on the system display.
When ECAM actions have been performed, and ECAM STATUS has been reviewed,
the flight crew may refer to FCOM procedure (FCOM/PRO/ABN) for supplementary
information, if time permits.
USE OF SUMMARIES
Ident.: PRO-ABN-01-00013806.0001001 / 23 DEC 14
Applicable to: ALL
GENERAL
The summaries consist of QRH procedures.
They have been created to help the flight crew to handle the actions in the event of an ELEC
EMER CONFIG or a dual HYD failure.
In any case, the ECAM should be applied first. This includes both the procedure and the
STATUS page review.
SITUATION ASSESSMENT
The CRUISE section highlights the remaining systems, the main limitations and the flight capability
of the aircraft.
This section may help the flight crew to assess the situation and to choose an appropriate landing
runway.
The flight crew refers, in the meantime, to the corresponding chapters of the QRH for:
‐ The evaluation of an increased fuel consumption (PER-B),
‐ The VAPP computation at the selected airport (PER-C),
‐ The In-Flight Landing Distance computation (PER-C).
APPROACH PREPARATION
As always, the approach preparation begins by the review of the STATUS page.
Then, the APPROACH, LANDING and GO AROUND sections of the summary should be used to
prepare and conduct the approach briefing, cross-checking, as usual, the associated FMS pages.
When appropriate, these sections include, among others, the LANDING WITH SLATS or FLAPS
JAMMED procedure and the L/G GRAVITY EXTENSION procedure.

FCOM ← B to C → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
APPROACH
The APPR PROC actions given by the STATUS page should be performed by reading the
APPROACH section of the summary (PM), avoiding then to refer to other paper procedures.
Once the aircraft is in final configuration, the LANDING and the GO AROUND sections may
be shortly commented, as a reminder (braking, NWS, reversers and L/G retraction in case of
go-around).
Before the final approach, the PM should review the STATUS page and check that all the APPR
PROC actions have been completed.

FCOM ←C 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
ENG FAILURE AFTER V1 - CONTINUED TAKEOFF

Ident.: PRO-ABN-10-00010679.0006001 / 14 OCT 14
Applicable to: ALL
If an engine fails after the aircraft passes V1, the takeoff must be continued.
Use rudder conventionally to stay on the runway centerline.
At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch attitude of 12.5 °. After
lift-off, follow the Speed Reference System (SRS).
When airborne with a positive rate of climb, select the landing gear up.
Use rudder to prevent yaw. Shortly after lift-off, β target will appear. Adjust rudder position to zero
the β target. Control heading conventionally with bank, keeping the β target at zero with rudder.
Consider the use of TOGA thrust.
Consider the use of autopilot.
At 400 ft minimum, apply the ECAM procedure.
At acceleration height, level off and allow the speed to increase.
• At F speed select CONF 1.
• At S speed select CONF 0.
 When the FLAPS lever is at zero, β target reverts to sideslip indication: Center the
sideslip indication conventionally.
 At green dot speed (engine-out operating speed in clean configuration):
Resume the climb using maximum continuous thrust and maintain green dot speed.
(If already in the FLX/MCT gate, move to CL and back to MCT).
MAXIMUM TAKEOFF THRUST IS ONLY ALLOWED FOR 10 min.
ENGINE FAILURE DURING INITIAL CLIMB-OUT
Proceed as above. However, if the failure occurs above V2 maintain the SRS commanded
attitude (or the speed reached after recovery). In any case, the minimum speed must be equal to
V2.
ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 min

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG FAILURE AFTER V1 - CONTINUED TAKEOFF (Cont'd)

FCOM ←A 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO

Ident.: PRO-ABN-10-00010680.0002001 / 18 MAR 11

FCOM B→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO (Cont'd)

Applicable to: ALL

PROCEDURES
FCOM A321
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO (Cont'd)
CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE

Ident.: PRO-ABN-10-00010682.0012001 / 18 DEC 12
Applicable to: ALL
LANDING WEIGHT..................................................................................................................CHECK
 If the aircraft weight is above the maximum weight for circling in CONF 3 (given in the
table below):
The aircraft cannot maintain flight level with CONF 3 and the landing gear down.
FOR LDG.................................................................................................................. USE FLAP 3
CONF 3 is preferred, to minimize a configuration change in short final.
GPWS LDG FLAP 3.................................................................................................................ON
Delay gear extension.
Note: ‐ If the approach is flown at less than 750 ft RA, the “L/G NOT DOWN” warning will
be triggered. The pilot can cancel the aural warning by pressing the EMER CANC
pb, located on the ECAM control panel.
‐ A ”TOO LOW GEAR” warning is to be expected, if the landing gear is not
downlocked at 500 ft RA.
MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG)
OAT AIRPORT ELEVATION (FT)
(°C) 0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
0 76 74 71 68 64 61 58 54
5 76 74 71 68 64 61 56 52
10 76 74 71 68 64 59 54
15 76 74 71 67 61 57 52
20 76 74 69 64 59 54
25 76 71 66 61 56
30 73 68 64 59 54
35 69 65 61 57 52
40 66 62 59 55
45 63 60 57
50 60 57
55 57

FCOM ← B to C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED

Ident.: PRO-ABN-10-00010683.0005001 / 09 APR 15
Applicable to: VN-A323, VN-A324, VN-A325, VN-A326, VN-A327, VN-A329, VN-A331, VN-A332, VN-A338, VN-A339, VN-A344, VN-A358,
VN-A392, VN-A393, VN-A395, VN-A396, VN-A397, VN-A399, VN-A601, VN-A603, VN-A604, VN-A605, VN-A608, VN-A609, VN-A611,
VN-A612
Determine landing configuration, according to the table in QRH PER-27A Landing Distance with
Slats and Flaps System Failure, or the LDG PERF application of FlySmart with Airbus.
 Repeat the following until landing configuration is reached:
SPEED SEL....................................................................................................... VFE NEXT - 5 kt
Decelerate towards VFE NEXT - 5 kt but not below VLS. In case of turbulence, to avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: ‐ The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored
‐ Approach with selected speed is recommended
‐ A/THR is recommended, except in the case of a G+B SYS LO PR warning
‐ OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the actual flaps/slats position
‐ VFE and VFE NEXT are displayed on the PFD according to the FLAPS lever
position. If not displayed, use the placard speeds
‐ If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever
can be set in the required next position, while the speed is reduced to follow VLS
reduction as surfaces extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
As speed reduces through VFE NEXT:
FLAPS LEVER................................................................................................ONE STEP DOWN
 When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
FOR GO AROUND
The table (See below) provides the MAX SPEEDS for the abnormal configurations.
 IF SLATS FAULT:
 FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED - 10 kt

FCOM D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED (Cont'd)

 FOR DIVERSION:
SELECT CLEAN CONFIGURATION
Recommended flaps retraction speed is between MAX SPEED - 10 kt and MAX SPEED.
Recommended diversion speed: MAX SPEED - 10 kt.
 IF FLAPS FAULT:
 FOR CIRCUIT:
 FOR DIVERSION:
 If FLAPS jammed at 0:
Note: ‐ Recommended speed for slats retraction is between MAX SPEED - 10 kt
and MAX SPEED of actual slat/flap position.
Normal operating speeds
 If FLAPS jammed > 0:
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED - 10 kt
Note: ‐ In the majority of cases, VFE on PFD is equal to the MAX SPEED. In
this case, VFE can be used as MAX SPEED. In case the SPD LIM flag
is displayed on the PFD, use the MAX SPEED displayed on the ECAM
status page
‐ In some cases, MAX SPEED - 10 kt may be a few knots higher than the
VFE. In this situation, pilot may follow the VFE
‐ In case of a go-around with CONF FULL selected, the L/G NOT DOWN
warning is triggered at landing gear retraction.
MAX SPEED
Flaps
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats
S=0 NO LIMITATION 190 kt
0<S<1 215 kt 215 kt 195 kt (Not allowed)
230 kt
S=1
190 kt
1<S≤3 215 kt 215 kt 195 kt
S>3 190 kt 190 kt 190 kt 190 kt

FCOM ←D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased. Refer
to the fuel flow indication. As a guideline, determine the fuel consumption in
clean configuration at the same altitude without airspeed limitation (e.g. From
ALTERNATE FLIGHT PLANNING tables, Refer to PER-FPL-FLP-ALN-20
ALTERNATE PLANNING ISA) and multiply this result by the applicable Fuel
Penalty Factor provided in the QRH Refer to QRH/PER-B Fuel Penalty Factors
Tables, to obtain the fuel penalty required to reach the destination in the current
configuration.

PROCEDURES
FCOM A321
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED

Ident.: PRO-ABN-10-00010683.0050001 / 09 APR 15
Determine landing configuration, according to the table in QRH PER-27A Landing Distance with
Slats and Flaps System Failure, or the LDG PERF application of FlySmart with Airbus.
 Repeat the following until landing configuration is reached:
SPEED SEL....................................................................................................... VFE NEXT - 5 kt
Decelerate towards VFE NEXT - 5 kt but not below VLS. In case of turbulence, to avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: ‐ The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored
‐ Approach with selected speed is recommended
‐ A/THR is recommended, except in the case of a G+B SYS LO PR warning
‐ OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the actual flaps/slats position
‐ VFE and VFE NEXT are displayed on the PFD according to the FLAPS lever
position. If not displayed, use the placard speeds
‐ If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever
can be set in the required next position, while the speed is reduced to follow VLS
reduction as surfaces extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
As speed reduces through VFE NEXT:
FLAPS LEVER................................................................................................ONE STEP DOWN
 When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
FOR GO AROUND
The table (See Below) provides the MAX SPEEDS for the abnormal configurations.
 IF SLATS FAULT:
 FOR CIRCUIT:

PROCEDURES
FCOM A321
OPERATING MANUAL

 FOR DIVERSION:
Recommended flaps retraction speed is between MAX SPEED - 10 kt and MAX SPEED.
Recommended diversion speed: MAX SPEED - 10 kt.
 IF FLAPS FAULT:
 FOR CIRCUIT:
 FOR DIVERSION:
 If FLAPS jammed at 0:
Note: ‐ Recommended speed for slats retraction is between MAX SPEED - 10 kt
and MAX SPEED of actual slat/flap position.
Normal operating speeds
 If FLAPS jammed > 0:
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED -10 kt
Note: ‐ In the majority of cases, VFE on PFD is equal to the MAX SPEED. In
this case, VFE can be used as MAX SPEED. In case the SPD LIM flag
is displayed on the PFD, use the MAX SPEED displayed on the ECAM
status page
‐ In some cases, MAX SPEED - 10 kt may be a few knots higher than the
VFE. In this situation, pilot may follow the VFE
‐ In case of a go-around with CONF FULL selected, the L/G NOT DOWN
warning is triggered at landing gear retraction.
MAX SPEED
Flaps
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats
235 kt
S=1
190 kt
1<S≤3 215 kt 215 kt 195 kt
S>3 190 kt 190 kt 190 kt 190 kt

PROCEDURES
FCOM A321
OPERATING MANUAL
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased. Refer
to the fuel flow indication. As a guideline, determine the fuel consumption in
clean configuration at the same altitude without airspeed limitation (e.g. From
ALTERNATE FLIGHT PLANNING tables, Refer to PER-FPL-FLP-ALN-20
ALTERNATE PLANNING ISA) and multiply this result by the applicable Fuel
Penalty Factor provided in the QRH Refer to QRH/PER-B Fuel Penalty Factors
Tables, to obtain the fuel penalty required to reach the destination in the current
configuration.
OVERSPEED PREVENTION
Ident.: PRO-ABN-10-00014874.0001001 / 16 APR 14
Applicable to: ALL
If the aircraft encounters significant speed variations close to VMO/MMO, apply the following
actions:
AP : KEEP ON
A/THR : KEEP ON
USE SELECTED SPEED
SPEED...................................................................................................................................REDUCE
Reduce the speed to increase the margin to VMO/MMO.
MIN SPEED : GREEN DOT
SPEED TREND................................................................................................................... MONITOR
 If the speed trend approaches or exceeds VMO/MMO:
SPEED BRAKE LEVER................................................................................................ AS RQRD
 If the speed exceeds VMO/MMO:
OVERSPEED RECOVERY procedure...............................................................................APPLY
Refer to PRO-ABN-10 Overspeed Recovery
 If the speed stays below VMO/MMO:
 In the case of severe turbulence:
Refer to PRO-SUP-91-10 Adverse Weather - Severe Turbulence

FCOM ← D to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
OVERSPEED RECOVERY
Ident.: PRO-ABN-10-00014875.0001001 / 16 APR 14
Applicable to: ALL
As soon as the speed exceeds VMO/MMO, apply the following actions:

AP : KEEP ON
SPEED BRAKE LEVER.......................................................................................................AS RQRD
Note: The use of speed brakes results in a reduction of the speed envelope.
THRUST REDUCTION........................................................................................................MONITOR
 If the A/THR is OFF:
ALL THR LEVERS.................................................................................................................IDLE
 If the AP automatically disengages:
HIGH SPEED PROTECTION : ACTIVE IN NORM LAW
The activation of the high speed protection results in an automatic pitch up in order to reduce
the speed.
 While the speed is above VMO/MMO:
SPEED BRAKE LEVER : AS RQRD
PITCH ATT......................................................................... ADJUST SMOOTHLY AS RQRD
 When the speed is below VMO/MMO with a sufficient margin to VMO/MMO:
SPEED BRAKE LEVER................................................................................................ AS RQRD
 If the A/THR is OFF:
ALL THR LEVERS........................................................................................... MAN ADJUST
 If the AP is OFF:
FLIGHT PATH.................................................................................. RECOVER SMOOTHLY
 In the case of severe turbulence:
Refer to PRO-SUP-91-10 Adverse Weather - Severe Turbulence

FCOM F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REJECTED TAKEOFF
Ident.: PRO-ABN-10-00010678.0002001 / 23 DEC 14
Applicable to: ALL
GENERAL
The decision to reject the takeoff and the stop action is made by the Captain.
It is therefore recommended that the Captain keeps his hand on the thrust levers until the aircraft
reaches V1, whether he is Pilot Flying (PF) or Pilot Monitoring (PM). As soon as he decides to
abort, he calls "stop", takes over control of the aircraft and performs the stop actions.
It is not possible to list all the factors that could lead to the decision to reject the takeoff.
However, in order to help the Captain to make a decision, the ECAM inhibits the warnings that
are not essential from 80 kt to 1 500 ft (or 2 min after lift-off, whichever occurs first).
Experience has shown that rejected takeoffs can be hazardous even if the performance is
correctly calculated, based on flight tests.
This may be due to the following factors:
‐ Delay in Performing the stopping procedure.
‐ Damaged tires.
‐ Brakes worn, brakes not working correctly, or higher than normal initial brakes temperature.
‐ The brakes not being fully applied.
‐ A runway friction coefficient lower than assumed in computations.
‐ An error in gross weight calculation.
‐ Runway line up not considered.
When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff.
Therefore, when the aircraft speed approaches V1, the Captain should be "Go-minded" if none of
the main failures quoted below ("Above 100 kt and below V1") have occurred.
DECISION MANAGEMENT
 Below 100 kt:
The decision to reject the takeoff may be taken at the Captain's discretion, depending on the
circumstances.
Although we cannot list all the causes, the Captain should seriously consider discontinuing
the takeoff, if any ECAM warning/caution is activated.
Note: The speed of 100 kt is not critical: It was chosen in order to help the Captain make
his decision, and to avoid unnecessary stops from high speed.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REJECTED TAKEOFF (Cont'd)

 Above 100 kt and below V1:
Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery
runways. It could lead to a hazardous situation, if the speed is approaching V1. At these
speeds the Captain should be "go-minded" and very few situations should lead to the
decision to reject the takeoff:
1. Fire warning or severe damage.
2. Sudden loss of engine thrust.
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly
safely.
4. Any red ECAM warning.
5. Any amber ECAM caution listed below:
‐ F/CTL SIDESTICK FAULT
‐ ENG FAIL
‐ ENG REVERSER FAULT
‐ ENG REVERSE UNLOCKED
‐ ENG 1(2) THR LEVER FAULT
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject
takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt and V1:
Unless debris from the tires has caused serious engine anomalies, it is far better to get
airborne, reduce the fuel load, and land with a full runway length available.
The V1 call has precedence over any other call.
 Above V1:
Takeoff must be continued, because it may not be possible to stop the aircraft on the
remaining runway.
PROCEDURE DURING A REJECTED TAKEOFF
CAPT F/O
"STOP"................................................................ ANNOUNCE
Simultaneously:
THRUST LEVERS........................................................... IDLE
REVERSE THRUST............................................MAX AVAIL. REVERSERS................................... CHECK/ANNOUNCE
DECELERATION..............................CHECK/ANNOUNCE
ANY AUDIO......................................................... CANCEL
Aircraft stopped
Consider positioning the aircraft to keep any possible fire away from the fuselage.
REVERSERS........................................................... STOWED ATC....................................................................... NOTIFY

FCOM ←G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REJECTED TAKEOFF (Cont'd)

CAPT F/O
PARKING BRAKE.............................................................. ON EMER EVAC Procedure (QRH)...........................LOCATE
CABIN CREW.............................................................. ALERT
ECAM ACTIONS........................................................ ORDER ECAM ACTIONS.............................................. PERFORM
The aircraft should remain stationary while the crew evaluates the situation.
EVACUATION PHASE:
•If required:
EMER EVAC Procedure.............................................. APPLY ATC....................................................................... NOTIFY
For more information on the EMER EVAC procedure, Refer Inform ATC of the intention and the required assistance.
to PRO-ABN-80 EMERGENCY EVACUATION
Except if the emergency evacuation procedure is within the
ECAM procedure of the failure, the flight crew should apply
the non-sensed emergency evacuation procedure on the
ECAM or the QRH procedure, as appropriate.
REVERSERS : Full reverse may be used until coming to a complete stop. But, if there is
enough runway available at the end of the deceleration, it is preferable
to reduce reverse thrust when passing 70 kt. The use of full reverse until
complete stop must be reported in the logbook for maintenance action.
Note: 1. If the brake response does not seem appropriate for the runway condition, FULL
manual braking should be applied and maintained. If IN DOUBT, TAKE OVER
MANUALLY. Do not attempt to clear the runway, until it is absolutely clear that an
evacuation is not necessary and that it is safe to do so.
2. If the autobrake is unserviceable, the Captain simultaneously reduces thrust and
applies maximum pressure on both pedals.
The aircraft will stop in the minimum distance, only if the brake pedals are maintained
fully pressed until the aircraft comes to a stop.
3. If normal braking is inoperative, immediately apply the Loss of Braking procedure
(Refer to PRO-ABN-32 LOSS OF BRAKING)
4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake
MAX, release brakes prior to taxi by disarming spoilers.

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LOW ENERGY AURAL ALERT

Ident.: PRO-ABN-10-00015296.0001001 / 24 OCT 13
Applicable to: ALL
The “SPEED SPEED SPEED” synthetic voice sounds every 5 s whenever the aircraft energy goes
below a threshold under which thrust must be increased.
“SPEED SPEED SPEED”
Increase the thrust until the warning stops and, depending on the circumstances, adjust the pitch
accordingly.
STALL RECOVERY
Ident.: PRO-ABN-10-00013768.0001001 / 18 MAR 11
Applicable to: ALL
As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the immediate
actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK............................................................................................................................WINGS LEVEL
 When out of stall (no longer stall indications) :
THRUST........................................................................... INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry
with rudder.
SPEEDBRAKES......................................................................................... CHECK RETRACTED
FLIGHT PATH.........................................................................................RECOVER SMOOTHLY
 If in clean configuration and below 20 000 ft :
FLAP1........................................................................................................................ SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.

FCOM H to I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
STALL WARNING AT LIFT-OFF

Ident.: PRO-ABN-10-00013769.0001001 / 18 MAR 11
Applicable to: ALL
Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this
case, apply immediately the following actions:
THRUST..................................................................................................................................... TOGA
At the same time:
PITCH ATTITUDE..........................................................................................................................15 °
BANK............................................................................................................................WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained, if stall warning
continues, consider it as spurious.
STRAIGHT-IN APPROACH WITH ONE ENGINE INOPERATIVE

Ident.: PRO-ABN-10-00010681.0001001 / 13 AUG 10
Applicable to: ALL
For performance reasons, do not extend flaps full until established on a final descent to landing.
If a level off is expected during the final approach, perform the approach and landing in CONF 3.

FCOM J to K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR AFT CRG VENT FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-L-00010736.0001001 / 25 FEB 14
L2 Failure of ventilation fan.

L1
Crew awareness.
Ident.: PRO-ABN-21-L-00010737.0004001 / 05 AUG 10
STATUS
INOP SYS
AFT CRG HEAT

AFT CRG VENT
AIR COND CTL 1(2) - A(B) FAULT

VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
Ident.: PRO-ABN-21-AB-00010776.0001001 / 25 FEB 14
L2 Informs pilots of which air conditioning system controller (1 or 2) lane (A or B) is faulty.

L1
Crew awareness.
Ident.: PRO-ABN-21-AB-00010777.0001001 / 05 AUG 10
STATUS
INOP SYS
COND CTL 1(2)-A(B)

FCOM A to B 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1(2) FAULT

Ident.: PRO-ABN-21-B-00010712.0001001 / 05 AUG 10
PACK (AFFECTED)...................................................................................................................... OFF

STATUS
INOP SYS
PACK 1(2)
AIR PACK 1(2) FAULT


Ident.: PRO-ABN-21-B-00010713.0002001 / 16 NOV 11
STATUS
• If ACSC 1 failed: INOP SYS
CKPT AT FIXED TEMP
• If ACSC 2 failed: PACK 1(2)
COND CTL 1(2)
CAB AT FIXED TEMP
FWD CRG HEAT  (If ACSC
1 failed)

FCOM C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1 + 2 FAULT

Ident.: PRO-ABN-21-D-00010716.0001001 / 05 AUG 10

L2 The fault light goes off, when the failure disappears.
L1 DESCENT TO FL 100/MEA.
L2 Descend to FL 100, or MEA, whichever is higher.
L1
 WHEN DIFF PR < 1 PSI AND FL BELOW 100:
RAM AIR...................................................................................................................................ON
MAX FL........................................................................................................................... 100/MEA
 If FAULT was due to an overheat:
ASSOCIATED PROCEDURES
AIR PACK 1 (2) OVHT

 WHEN PACK OVHT OUT:
PACK (AFFECTED)........................................................................................................... ON
STATUS
• If packs not recovered: INOP SYS
MAX FL............................................................... 100/MEA
PACK 1 + 2
PACK (AFFECTED)........................................ ON

FCOM D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1 + 2 FAULT


L2 The fault light goes off, when the failure disappears.
L1 DESCENT TO FL 100/MEA.
L1
RAM AIR...................................................................................................................................ON
MAX FL........................................................................................................................... 100/MEA
AIR PACK 1 (2) OVHT

PACK (AFFECTED)........................................................................................................... ON
STATUS
• If packs not recovered: INOP SYS
MAX FL...............................................................100/MEA
CKPT AT FIXED TEMP PACK 1 + 2
COND CTL 1
CAB AT FIXED TEMP COND CTL 2
 If FAULT was due to an overheat: FWD CRG HEAT 
PACK (AFFECTED)........................................ ON

FCOM D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1(2) OFF

Applicable to: ALL
Ident.: PRO-ABN-21-C-00010714.0001001 / 25 FEB 14
L2 One pack is abnormally selected off

L1
Crew awareness.
Ident.: PRO-ABN-21-C-00010715.0001001 / 05 AUG 10
STATUS
INOP SYS
PACK 1(2)
AIR PACK 1(2) OVHT

Applicable to: ALL
Ident.: PRO-ABN-21-A-00010710.0001001 / 05 AUG 10

L2 High flow is automatically selected on the remaining pack.
Fault light goes out when the overheat disappears.

L1
PACK (AFFECTED)..................................................................................................................ON
Ident.: PRO-ABN-21-A-00010711.0001001 / 10 JAN 11
STATUS
 WHEN PACK OVHT OUT: INOP SYS
PACK (AFFECTED)...............................................ON
(1)
PACK 1(2)
(1) (If pack not recovered)

FCOM E to F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1(2) REGUL FAULT

Ident.: PRO-ABN-21-E-00010718.0001001 / 25 FEB 14
L2 Pack primary channel, or pack primary and secondary channels fault.

L1
Crew awareness.
Ident.: PRO-ABN-21-E-00010719.0002001 / 10 JAN 11
L12
STATUS
 If the primary channel fails: INOP SYS
The pack air inlet flap fully opens; pack flow is fixed PACK 1(2) REGUL
at the previous setting.
 If the primary and secondary channels fail:
PACK 1(2) AT FIXED TEMP
The pack outlet temperature is controlled by the
pack anti-ice valve and is stabilized to a temperature
between 5 °C (41 °F) and 30 °C (86 °F) within a
maximum of 6 min.
AIR PACK 1(2) REGUL FAULT

L2 The temperature regulation performance is degraded.

L1
Crew awareness.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR PACK 1(2) REGUL FAULT (Cont'd)

STATUS
INOP SYS
(1)
PACK 1(2) REGUL
(2)
HOT AIR
(1) (In case of By Pass Valve or RAM Air Inlet failure)

(2) (In case of Flow Control Valve in backup mode)
CABIN OVERPRESSURE
Ident.: PRO-ABN-21-00010761.0001001 / 10 JAN 11
Applicable to: ALL
Apply the following procedure (not displayed on ECAM) in case of total loss of cabin pressure
control leading to overpressure.
PACK 1 or 2..................................................................................................................................OFF
BLOWER + EXTRACT...............................................................................................................OVRD
Cabin air is extracted overboard
ΔP............................................................................................................... FREQUENTLY MONITOR
 If ΔP > 9 PSI:
PACK 1 + 2............................................................................................................................ OFF
LAND ASAP
Before 10 min from landing:
PACK 1 + 2...................................................................................................................................OFF
BLOWER + EXTRACT............................................................................................................... AUTO
CAUTION Check that ΔP is zero before opening the doors.

FCOM ← G to H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR EXCESS CAB ALT

VN-A611, VN-A612
Ident.: PRO-ABN-21-T-00010754.0006001 / 02 SEP 14
Rely on the CAB PR EXCESS CAB ALT warning even if not confirmed on the CAB PRESS SD
page. The warning can be triggered by a cabin pressure sensor different from the one used to
control the pressure and display the cabin altitude on the SD.
CREW OXY MASK (IF ABOVE FL100)....................................................................................... USE
 If above FL 100, and under FL 160:
DESCENT........................................................................................................................INITIATE
MAX FL........................................................................................................................... 100/MEA
 If above FL 160:
SIGNS....................................................................................................................................... ON
EMER DESCENT INITIATE
THR LEVERS (IF A/THR NOT ENGAGED)..........................................................................IDLE
SPD BRK...............................................................................................................................FULL
L2 Extension of speedbrakes will significantly increase VLS.
In order to avoid autopilot disconnection and automatic retraction of speedbrakes due to
possible activation of angle of attack protection, allow the speed to increase before starting to
use speedbrakes.
L1 SPD..............................................................................................................MAX/APPROPRIATE
L2 Descend at maximum appropriate speed. However, if structural damage is suspected use
the flight controls with care and reduce speed as appropriate. Landing gear may be extended
below 25 000 ft. In this case, speed must be reduced to VLO/VLE.
L1 ENG MODE SEL..................................................................................................................... IGN
ATC................................................................................................................................... NOTIFY
L2 Notify ATC of the nature of the emergency, and state intention. If not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz, or (HF)
2.182 kHz, or 8 364 kHz.
Squawk 7700 unless otherwise specified by ATC.
To save oxygen, set the oxygen diluter selector to N position.
With the oxygen diluter left to 100 %, oxygen quantity may not be sufficient for the entire
descent profile.

FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR EXCESS CAB ALT (Cont'd)

Ensure that the flight crew can communicate wearing oxygen masks. Avoid the continuous use
of the interphone position to minimize the interference from the noise of the oxygen mask.
L1 MAX FL........................................................................................................................... 100/MEA
 IF CAB ALT > 14 000 FT:
PAX OXY MASKS...........................................................................................................MAN ON
L2 This action confirms that the passenger oxygen masks are released.
Note: ‐ When descent is established and if time permits, check that the OUTFLOW VALVE
is closed on the CAB PRESS SD page. If it is not closed and ΔP is positive, select
the other CPC. If the OUTFLOW VALVE is still not closing set the cabin pressure
MODE SEL pb to MAN and the V/S CTL sw to full down.
‐ Notify the cabin crew when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
Ident.: PRO-ABN-21-T-00010755.0001001 / 05 AUG 10
STATUS
MAX FL..................................................................... 100/MEA

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR EXCESS CAB ALT

Ident.: PRO-ABN-21-T-00010754.0005001 / 07 MAY 13
Rely on the CAB PR EXCESS CAB ALT warning even if not confirmed on the CAB PRESS SD
page. The warning can be triggered by a cabin pressure sensor different from the one used to
control the pressure and display the cabin altitude on the SD.
CREW OXY MASK (IF ABOVE FL100)......................................................................................... ON
 If above FL 100, and under FL 160:
MAX FL........................................................................................................................... 100/MEA
 If above FL 160:
SIGNS....................................................................................................................................... ON
EMER DESCENT
THR LEVERS (IF A/THR NOT ENGAGED)..........................................................................IDLE
SPD BRK...............................................................................................................................FULL
L2 Extension of speedbrakes will significantly increase VLS.
In order to avoid autopilot disconnection and automatic retraction of speedbrakes due to
possible activation of angle of attack protection, allow the speed to increase before starting to
use speedbrakes.
L1 SPD..............................................................................................................MAX/APPROPRIATE
L2 Descend at maximum appropriate speed. However, if structural damage is suspected use
the flight controls with care and reduce speed as appropriate. Landing gear may be extended
below 25 000 ft. In this case, speed must be reduced to VLO/VLE.
L1 ENG MODE SEL..................................................................................................................... IGN
ATC................................................................................................................................... NOTIFY
L2 Notify ATC of the nature of the emergency, and state intention. If not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz, or (HF)
2.182 kHz, or 8 364 kHz.
To save oxygen, set the oxygen diluter selector to N position.
With the oxygen diluter left to 100 %, oxygen quantity may not be sufficient for the entire
descent profile.
Ensure that the flight crew can communicate wearing oxygen masks. Avoid the continuous use
of the interphone position to minimize the interference from the noise of the oxygen mask.

FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR EXCESS CAB ALT (Cont'd)

L1 MAX FL........................................................................................................................... 100/MEA
 IF CAB ALT > 14 000 FT:
PAX OXY MASKS...........................................................................................................MAN ON
L2 This action confirms that the passenger oxygen masks are released.
Note: ‐ When descent is established and if time permits, check that the OUTFLOW VALVE
is closed on the CAB PRESS SD page. If it is not closed and ΔP is positive, select
the other CPC. If the OUTFLOW VALVE is still not closing set the cabin pressure
MODE SEL pb to MAN and the V/S CTL sw to full down.
‐ Notify the cabin crew when the aircraft reaches a safe flight level, and when cabin
STATUS
MAX FL..................................................................... 100/MEA
CAB PR EXCESS RESIDUAL PR

Ident.: PRO-ABN-21-00010764.0001001 / 10 JAN 11
Applicable to: ALL
PACK 1..........................................................................................................................................OFF
PACK 2..........................................................................................................................................OFF
CABIN CREW........................................................................................................................... ALERT
CAB PR LDG ELEV FAULT

Ident.: PRO-ABN-21-00010765.0002001 / 17 MAR 11
Applicable to: ALL
LDG ELEV.............................................................................................................................. ADJUST

L2 Landing field elevation from FMGC is not available. Landing elevation must be manually selected
with LDG ELEV selector. Refer to the LDG ELEV indication on the CRUISE page on the CAB
PRESS SD page to adjust the required landing elevation.
Note: If the landing is performed on QFE, set 0 ft on LDG ELEV selector.

FCOM ← I to K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR LO DIFF PR
Ident.: PRO-ABN-21-00010762.0002001 / 05 AUG 10
Applicable to: ALL
EXPECT HI CAB RATE

A/C V/S..................................................................................................................................REDUCE
L2 This line is not displayed in case of Emergency Descent due to Excessive Cabin Altitude.
CAB PR OFV NOT OPEN (ON GROUND)

Ident.: PRO-ABN-21-00010763.0002001 / 05 AUG 10
Applicable to: ALL
MODE SEL................................................................................................................................... MAN

MAN V/S CTL........................................................................................................................FULL UP
L2 It may take 10 s in manual mode before the crew notices a change of the outflow valve position.
L1
 IF UNSUCCESSFUL:
PACK 1................................................................................................................................... OFF
PACK 2................................................................................................................................... OFF
CAB PR SAFETY VALVE OPEN

Applicable to: ALL
Ident.: PRO-ABN-21-W-00010766.0002001 / 05 AUG 10
L2 The safety valve has opened due to cabin overpressure, or negative differential pressure.
L1
 IF DIFF PR ABV 8 PSI:
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................AS RQRD
L2 If overpressure is confirmed, reduce cabin ΔP.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.
L1
A/C FL...................................................................................................................... REDUCE
 IF DIFF PR BELOW 0 PSI:
EXPECT HI CAB RATE
A/C V/S........................................................................................................................... REDUCE

FCOM L to N → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR SAFETY VALVE OPEN (Cont'd)

Ident.: PRO-ABN-21-W-00010767.0003001 / 17 MAR 11
STATUS
MAN CAB PR CTL
TGT V/S: CLIMB............................................ 500 FT/MIN
TGT V/S: DESC............................................. 300 FT/MIN
A/C FL CAB ALT TGT
390 8 000
350 7 000
300 5 500
250 3 000
< 200 0
 DURING FINAL APPR:

MAN V/S CTL.............................................. FULL UP
CAUTION Check that ΔP is zero before opening
the doors.
CAB PR SYS 1(2) FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-U-00010756.0001001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-21-U-00010758.0001001 / 05 AUG 10
STATUS
INOP SYS
CAB PR 1 (2)

FCOM ← N to O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CAB PR SYS 1+2 FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-V-00010759.0001001 / 05 AUG 10
L2 Due to the slow closure of the outflow valve in manual pressurization mode and depending on the
failure, the following procedure may not avoid the depressurization.
L1 MODE SEL................................................................................................................................... MAN
MAN V/S CTL...................................................................................................................... AS RQRD
L2 ‐ It may take 10 s in manual mode before the crew notices a change of the outflow valve position.
Use the cabin V/S indication to confirm the outflow valve operation.
‐ Monitor cabin V/S and CAB ALT frequently and adjust as necessary.
Maintain aircraft altitude at or above cabin altitude.
‐ The two safety valves limit ΔP to 8.6 PSI.
Ident.: PRO-ABN-21-V-00010760.0003001 / 07 MAY 13
L12
STATUS
MAN CAB PR CTL INOP SYS
TGT V/S: CLIMB............................................ 500 FT/MIN
TGT V/S: DESC............................................. 300 FT/MIN CAB PR 1 + 2
A/C FL CAB ALT TGT

390 8 000
350 7 000
300 5 500
250 3 000
< 200 0
 DURING FINAL APPR:

MAN V/S CTL.............................................. FULL UP
When on intermediate approach (below airfield
pressure altitude +2 500 ft), adjust ΔP = 0.
CAUTION Check that ΔP is zero before opening
the doors.

FCOM P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND AFT CARGO DUCT OVHT

Applicable to: ALL
Ident.: PRO-ABN-21-H-00010724.0004001 / 05 AUG 10
 WHEN DUCT TEMP < 70 DEG C:

HOT AIR (ON CARGO HEAT PANEL).................................................................OFF THEN ON
L2 Hot air pressure regulating valve reopens.
STATUS
INOP SYS
AFT CRG HEAT
COND AFT CRG HEAT FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-K-00010734.0001001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-21-K-00010735.0001001 / 05 AUG 10
STATUS
INOP SYS
AFT CRG HEAT
COND AFT CRG ISOL VALVE

Applicable to: ALL
Ident.: PRO-ABN-21-J-00010732.0001001 / 25 FEB 14
Crew awareness.

FCOM Q to S → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND AFT CRG ISOL VALVE (Cont'd)

Ident.: PRO-ABN-21-J-00010733.0004001 / 05 AUG 10
STATUS
INOP SYS
AFT CRG HEAT

AFT CRG VENT
COND FWD CAB/AFT CAB/CKPT DUCT OVHT

Applicable to: ALL
Ident.: PRO-ABN-21-F-00010720.0001001 / 05 AUG 10
 WHEN DUCT TEMP < 70 DEG C:

HOT AIR................................................................................................................OFF THEN ON
L2 Hot air pressure regulating valve reopens.
L12
STATUS
• If system not recovered: INOP SYS
CAB TEMP BY PACK ONLY
HOT AIR
Basic temperature regulation is by packs only (remains
automatic).

FCOM ← S to T 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND HOT AIR FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-I-00010728.0001001 / 05 AUG 10
HOT AIR (IF NOT CLOSED)........................................................................................................ OFF

 IF HOT AIR STILL OPEN and DUCT OVHT persists:
PACK 1................................................................................................................................... OFF
PACK 2................................................................................................................................... OFF
DESCENT TO FL 100/MEA
L1
RAM AIR...................................................................................................................................ON
MAX FL........................................................................................................................... 100/MEA
L12
STATUS
• if HOT AIR closed only: INOP SYS
CAB TEMP BY PACK ONLY
PACK 1 + 2 (if PACKS closed)
Basic temperature regulation by packs only (remains HOT AIR
automatic).
COND L + R CAB FAN FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-R-00010748.0002001 / 05 AUG 10
L2 Both cabin fan motors overheat. Cabin fans stop.

L1 ECON FLOW............................................................................................................................. NORM
STATUS
INOP SYS
L + R CAB FAN

FCOM U to V 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND LAV + GALLEY FAN FAULT

Ident.: PRO-ABN-21-S-00010751.0002001 / 25 FEB 14
L2 Cabin zone temperature sensors are normally ventilated by the air extracted by the fan.
Therefore, cabin zone temperature regulation is lost.
L1
Crew awareness.
Ident.: PRO-ABN-21-S-00010752.0002001 / 05 AUG 10
L12
STATUS
CAB ZONE AT FIXED TEMP INOP SYS
(1)
See
GALLEY FAN
(1)
‐ Cabin zone inlet duct temperature is constant (15 °C or 59 °F).
‐ Cockpit temperature regulation is normal.
COND LAV + GALLEY FAN FAULT

L2 Cabin zone temperature sensors are normally ventilated by the air extracted by the fan.
Therefore, cabin zone temperature regulation is lost.
L1
Crew awareness.

FCOM W→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND LAV + GALLEY FAN FAULT (Cont'd)

L12
STATUS
• If ACSC 2 is operative: INOP SYS
CAB TEMP CKPT CTL ONLY
GALLEY FAN
‐ To adjust the cabin zone temperature, use the FWD PACK 2
(1)
CABIN and AFT CABIN zone temperature selectors COND CTL 2

(1)
(overhead panel). The selectors control the cabin duct
temperature directly.
• If ACSC 2 is inoperative:
CAB AT FIXED TEMP
‐ FWD CABIN and AFT CABIN zone temperature selectors
are inoperative.
‐ To adjust the cabin zone temperature, use the COCKPIT
zone temperature selector (overhead panel). Cabin duct
temperature is the same as cockpit duct temperature.
(1) (If ACSC 2 is inoperative)

FCOM ←W 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND TRIM AIR SYS FAULT

Ident.: PRO-ABN-21-00010730.0001001 / 05 AUG 10
Applicable to: ALL
 One trim valve failed:

A message corresponding to the affected valve is displayed:
AFT CAB TRIM VALVE
FWD CAB TRIM VALVE
CKPT TRIM VALVE
 High pressure detected downstream of the hot air pressure regulating valve:
TRIM AIR HI PR
L2 Note: If the warning and the TRIM AIR HI PR message are triggered when all trim air valves
are closed (during the first 30 s after the packs are selected on, or in flight, if all zone
heating demands are fulfilled), disregard them.
COND ZONE REGUL FAULT

(PRIMARY CHANNEL FAILED)
Ident.: PRO-ABN-21-P-00010744.0001001 / 25 FEB 14
L2 The hot air pressure regulating valve and trim air valves close.
L1
Crew awareness.
Ident.: PRO-ABN-21-P-00010745.0001001 / 05 AUG 10
L12
STATUS
CAB ZONE AT FIXED TEMP
(1)
See
(1)
Zones are controlled to 24 °C (75 °F) by the packs through the zone controller secondary channel:
‐ Pack 1 controls the cockpit
‐ Pack 2 controls the cabin.

FCOM X to Y 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COND ZONE REGUL FAULT

(PRIMARY AND SECONDARY CHANNELS FAILED)
Ident.: PRO-ABN-21-Q-00010746.0001001 / 25 FEB 14
L2 The hot air pressure regulating valve and trim air valves close.
L1
Crew awareness.
Ident.: PRO-ABN-21-Q-00010747.0001001 / 05 AUG 10
L12
STATUS
ENG 1 APPR IDLE ONLY INOP SYS
ENG 2 APPR IDLE ONLY
(1) ZONE REGUL
See
PACKS AT FIXED TEMP
(2)
See
(1) As the FADEC no longer receives a bleed demand correction, only approach idle can be selected.
(2) The packs are controlled to deliver a fixed temperature of 20 °C (68 °F) for pack 1, and 10 °C
(50 °F) for pack 2.
VENT AVNCS SYS FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-AA-00010774.0001001 / 25 FEB 14
L2 Triggered when the AEVC is not supplied, or when the valve position disagrees with the
commanded position, or when the power-up test is not satisfactory.
L1
Crew awareness.

FCOM Z to AA → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
VENT AVNCS SYS FAULT (Cont'd)

Ident.: PRO-ABN-21-AA-00010775.0001001 / 05 AUG 10
STATUS
INOP SYS
AVNCS VENT
(1)
VENT BLOWER
(1)
VENT EXTRACT
(1) (If AEVC not supplied)
VENT BLOWER FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-X-00010768.0005001 / 10 JAN 11
 If NO DC ESS BUS FAULT:

BLOWER..............................................................................................................................OVRD
L2 The ventilation system is in closed circuit configuration and air from air conditioning is added to
the ventilation air.
L1
 If DC ESS BUS FAULT:
LAND ASAP
Ident.: PRO-ABN-21-X-00010769.0005001 / 27 MAY 13
STATUS
INOP SYS
VENT BLOWER

FCOM ← AA to AB 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
VENT EXTRACT FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-Y-00010770.0001001 / 05 AUG 10
EXTRACT................................................................................................................................... OVRD
L2 The ventilation system is in closed circuit configuration and air from air conditioning is added to the
ventilation air.
Ident.: PRO-ABN-21-Y-00010771.0001001 / 05 AUG 10
STATUS
INOP SYS
VENT EXTRACT
VENT SKIN VALVE FAULT

Applicable to: ALL
Ident.: PRO-ABN-21-Z-00010772.0001001 / 25 FEB 14
 If INLET valve not fully closed in flight:

Crew awareness.
L2 No action is required, since there is a non return valve at the air inlet.
L1
 If EXTRACT valve affected:
BLOWER..............................................................................................................................OVRD
EXTRACT............................................................................................................................ OVRD
L2 These actions send additional closure signals to the inlet and extract valves.
The weather radar image on both NDs may be lost, in case of insufficient ventilation.
L1
MAX FL.....................................................................................................................100/MEA
CAB PR MODE SEL....................................................................................................... MAN
MAN V/S CTL...........................................................................................................FULL UP
L2 The aircraft is manually depressurized.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.

FCOM AC to AD → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
VENT SKIN VALVE FAULT (Cont'd)

Ident.: PRO-ABN-21-Z-00010773.0001001 / 05 AUG 10
STATUS
MAX FL: 100/MEA (or minimum obstacle clearance altitude) INOP SYS
AVNCS VALVE

FCOM ← AD 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT A/THR LIMITED

Ident.: PRO-ABN-22-00010470.0001001 / 05 AUG 10
Applicable to: ALL
L2 This warning is displayed when A/THR is active and the thrust lever are below the CL detent (or the
MCT detent when one engine is out). The caution is repeated every 5 s as long as the thrust lever
are not moved.
L1 THR LEVERS.............................................................................................................................MOVE
L2 Thrust lever must be set in the relevant detent.
AUTO FLT A/THR OFF

Applicable to: ALL
Ident.: PRO-ABN-22-L-00010468.0002001 / 16 NOV 11
L2 In case of involuntary disconnection, amber “A/THR OFF” and “ENG THRUST LOCKED” messages
are displayed in the left lower part of ECAM upper DU.
For voluntary disconnection, an amber A/THR OFF message is displayed on the right lower part of
ECAM upper DU.
If the A/THR is failed, the flight crew may recover it by engaging the other AP, and then trying to
re-engage the A/THR.
Note: If the A/THR is recovered with AP 2, A/THR will be lost again at AP 2 disengagement.
L1 THR LEVERS.............................................................................................................................MOVE
L2 If the thrust levers are not moved within 5 s, the “ENG THRUST LOCKED” warning is displayed
(Refer to PRO-ABN-70 ENG THRUST LOCKED).

STATUS
CAT 2 ONLY INOP SYS
A/THR
CAT 3

PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT AP OFF

Applicable to: ALL
L2 This warning is displayed only for involuntary disconnection. For voluntary disconnection a red AP
OFF message is displayed in the right lower part of ECAM upper DU.
L1
Crew awareness.
STATUS
INOP SYS
AP (Affected)
CAT 2 (If both AP lost)
AUTO FLT FAC 1(2) FAULT

Applicable to: ALL
Ident.: PRO-ABN-22-G-00010457.0001001 / 05 AUG 10
FAC (AFFECTED)....................................................................................................... OFF THEN ON

FAC (AFFECTED).................................................................................................................. OFF
L2 All functions are performed by the remaining FAC.
L12
STATUS
BOTH PFD ON SAME FAC INOP SYS
(1)
See
CAT 3 DUAL
CAT 3 SINGLE ONLY FAC 1(2)
(1) Characteristic speeds, displayed on the two PFDs, are computed by the same FAC.

FCOM C to D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FAC 1 + 2 FAULT

Applicable to: ALL
RUD WITH CARE ABV 160 KT

L2 Depending on when the failure occurs, the rudder travel limiter system may not be in the correct
position for the flight speed. Therefore, to prevent damage to the aircraft structure, use the rudder
with care, when the speed is above 160 kt.
At slats’ extension, full rudder travel authority is recovered.
L1 FAC 1 ......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON

FAC 1 + 2...............................................................................................................................OFF
L2 With FAC 1 + 2 inoperative, the rudder travel limit system, rudder trim control, yaw damper and
PFD characteristic speeds are lost.
L12
F/CTL ALTN LAW

(PROT LOST)
F/CTL normal laws are lost. All protections, except maneuver protections, are lost.
L1 MAX SPEED ..................................................................................................................... 320 KT
L2 Speed is limited, due to the loss of high-speed protections.

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FAC 1 + 2 FAULT (Cont'd)

Ident.: PRO-ABN-22-H-00010460.0117001 / 11 MAY 12
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
REAC W/S DET
APPR PROC F/CTL PROT
FAC 1 + 2
AP 1 + 2
FOR LDG......................................................USE FLAP 3 A/THR
CAT 2
This line is replaced by "FOR LDG : USE FLAP 3" when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Displayed, when flaps in CONF 3.
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST

WHEN L/G DN : DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN 27 F/CTL DIRECT LAW procedure).
AUTO FLT FCU 1(2) FAULT

Applicable to: ALL
BARO REF........................................................................................................................... X CHECK

L2 One FCU channel is lost:
Therefore, crosscheck the barometric reference settings on the FCU and PFDs.

FCOM ← E to F → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FCU 1(2) FAULT (Cont'd)

STATUS
INOP SYS
FCU 1(2)

FCOM ←F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT

Ident.: PRO-ABN-22-I-00010462.0001001 / 23 DEC 14
PFD BARO REF: STD ONLY

L2 With both FCU channels failed, the barometer reference automatically goes to 1 013 hPa.
Use standby altimeter, and change this to the actual barometer setting.
Do not insert the MDA (MDH) value on the MCDU PERF APPR Page (because the PFD altitude is
referenced to STD, and not to the correct barometric value).
The PM must then perform the standard callouts ("HUNDRED ABOVE"and "MINIMUM"), using the
STBY altimeter.
In addition:
‐ All FCU controls are inoperative.
‐ A/THR, AP 1 + 2, and FD 1 + 2 are not available.
(Except in LAND or GO AROUND mode where only A/THR is lost).
‐ On PFD:
• Altitude alert is inoperative.
• ILS deviation scales are displayed.
• Flight path vector is displayed.
• Mach indication is inoperative.
• FMA is lost except in LAND or GA mode.
‐ On ND:
• ROSE NAV mode with map (80 nm range) is displayed.
• VOR/ADF needles:
Needle 1 is related to VOR1 only.
Needle 2 is related to ADF2 only (ADF1 if ADF2 not installed).
(VOR selection on DDRMI is not affected)
(ADF selection on DDRMI (if available) is not affected).
• The weather radar image may be lost. If the image remains displayed it must be disregarded.
In all cases, red "WXR RNG" message is displayed.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT (Cont'd)

Ident.: PRO-ABN-22-I-00010463.0005001 / 17 MAR 11
STATUS
PFD BARO REF : STD ONLY INOP SYS
• If in LAND or GA:
CAT 2 ONLY FCU 1 + 2
(1)
AP 1 + 2
A/THR
(2)
CAT 3
GPWS TERR
(1)
CAT 2
(1) (If not LAND or GA)

(2) (If in LAND or GA mode)

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT

PFD BARO REF: STD ONLY

L2 With both FCU channels failed, the barometer reference automatically goes to 1 013 hPa.
Use standby altimeter, and change this to the actual barometer setting.
Do not insert the MDA (MDH) value on the MCDU PERF APPR Page (because the PFD altitude is
referenced to STD, and not to the correct barometric value).
The PM must then perform the standard callouts ("HUNDRED ABOVE" and "MINIMUM"), using the
STBY altimeter.
In addition:
‐ All FCU controls are inoperative.
‐ A/THR, AP 1 + 2, and FD 1 + 2 are not available.
(Except in LAND or GO AROUND mode where only A/THR is lost).
‐ On PFD:
• Altitude alert is inoperative.
• ILS deviation scales are displayed.
• Flight path vector is displayed.
• Mach indication is inoperative.
• FMA is lost except in LAND or GA mode.
‐ On ND:
• ROSE NAV mode with map (80 nm range) is displayed.
• VOR/ADF needles:
Needle 1 is related to VOR1 only.
Needle 2 is related to ADF2 only (ADF1 if ADF2 not installed).
• The weather radar image may be lost. If the image remains displayed it must be disregarded.
In all cases, red "WXR RNG" message is displayed.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT (Cont'd)

STATUS
PFD BARO REF : STD ONLY INOP SYS
• If in LAND or GA:
CAT 2 ONLY FCU 1 + 2
(1)
AP 1 + 2
A/THR
(2)
CAT 3
GPWS TERR
(1)
CAT 2
(1) (If not LAND or GA)

(2) (If in LAND or GA mode)
AUTO FLT REAC W/S DET FAULT

Applicable to: ALL
Ident.: PRO-ABN-22-N-00010473.0002001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-22-N-00010474.0002001 / 05 AUG 10
L12
STATUS
INOP SYS
REAC W/S DET
Note: On ground, this warning may appear spuriously. This warning is cancelled by resetting
both FACs, one after the other.
‐ FAC 1: Pull then push AUTO FLT/FAC 1/26VAC and 28VDC circuit breakers BO3
and B04 on 49VU.
‐ FAC 2: Pull then push AUTO FLT/FAC 2/26VAC and 28VDC circuit breakers M18
and M19 on 121VU.

PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT RUD TRIM 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
RUD TRIM 1(2)
AUTO FLT RUD TRIM SYS

Applicable to: ALL
FAC 1.......................................................................................................................... OFF THEN ON

FAC 2.......................................................................................................................... OFF THEN ON
STATUS
INOP SYS
RUD TRIM
AP 1 + 2
CAT 2
AUTO FLT RUD TRV LIM 1(2)

Applicable to: ALL
Crew awareness.

FCOM I to K → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT RUD TRV LIM 1(2) (Cont'd)

Ident.: PRO-ABN-22-E-00010454.0001001 / 05 AUG 10
STATUS
INOP SYS
RUD TRV LIM 1(2)
AUTO FLT RUD TRV LIM SYS

Applicable to: ALL

L2 Depending on when the failure occurs, the rudder travel limiter system may not be in the correct
position for the flight speed. Therefore, to prevent damage to the aircraft structure, use the rudder
with care, when the speed is greater than 160 kt.
At slats’ extension, full rudder travel authority can be recovered.
L1 FAC 1.......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON

 If TLU (rudder or pedals) remains locked at high speed after slat extension:
MAX X WIND FOR LDG 15 KT
AUTO BRK..............................................................................................................DO NOT USE
L2 Do not use the autobrake, so as not to delay the application of differential braking at landing
roll.
L1
 AT LDG ROLL:
DIFF BRAKING............................................................................................................. AS RQRD

FCOM ← K to L → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT RUD TRV LIM SYS (Cont'd)

Ident.: PRO-ABN-22-F-00010456.0018001 / 27 MAY 13
L12
STATUS
RUD WITH CARE ABV 160 KT INOP SYS
• If TLU (rudder or pedals) remains locked at high
speed after slat extension: RUD TRV LIM
MAX X WIND FOR LDG 15 KT
AUTO BRK................................................. DO NOT USE
Do not use the autobrake, so as not to delay the
application of differential braking at landing roll.
 AT LDG ROLL:
DIFF BRAKING.......................................... AS RQRD
Note: An autoland must not be performed with a crosswind greater than 12 kt.
AUTO FLT YAW DAMPER 1(2)

Ident.: PRO-ABN-22-A-00010444.0002001 / 25 FEB 14
Crew awareness.
L2
Note: The crew can try to reset the affected FAC by using the FAC pb-sw. On ground only, if the
reset is unsuccessful, the taxi and takeoff can be continued with the failed yaw damper
inoperative.
STATUS
CAT 3 DUAL
YAW DAMPER 1(2)

FCOM ← L to M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT YAW DAMPER 1(2)

Crew awareness.
STATUS
CAT 3 DUAL
YAW DAMPER 1(2)
AUTO FLT YAW DAMPER SYS

Applicable to: ALL
L2
Loss of yaw dampers 1 + 2.
L1 FAC 1.......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON

 If fault remains:
L12
F/CTL ALTN LAW

(PROT LOST)
L2 F/CTL normal laws are lost. All protections, except maneuver protections, are lost.
L1 MAX SPEED...................................................................................................................... 320 KT

FCOM M to N → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO FLT YAW DAMPER SYS (Cont'd)

Ident.: PRO-ABN-22-B-00010447.0015001 / 11 MAY 12
L12
STATUS
Speed is limited, due to the loss of high-speed protections.
F/CTL PROT
YAW DAMPER
APPR PROC AP 1 + 2
CAT 2
FOR LDG......................................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP 3" when
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when flaps in CONF 3.
APPR SPD.................................................VREF + 10 KT

(1)
See
(1) At landing gear extension, control reverts to direct law in pitch,as well as in roll
Refer to FCOM-PRO-ABN-27 F/CTL DIRECT LAW.

FCOM ←N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET)

Ident.: PRO-ABN-22-00010476.0001001 / 14 NOV 11
AP/FD lateral and vertical selected modes, and A/THR, are available immediately after the reset. If
necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered:
‐ The database cycle may have changed
‐ The FMGS does not autotune the ILS and ADF
‐ The FMS position bias is lost
‐ Lateral and vertical managed modes cannot re-engage
‐ The “CAB PR LDG ELEV FAULT” message is displayed on the ECAM
‐ A “MAP NOT AVAIL” message may be displayed on one ND.
Depending on the flight phase, apply the following procedure(s) as appropriate:
 INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION:
 When the system has recovered:
Access the RAD NAV Page, and manually tune the ILS (preferably using Ident). Enter the
ILS course, if a frequency has been entered.
Fly in selected speed.
Note: ‐ LOC and G/S guidance modes are available
‐ VLS speed is still available and displayed on the PFD
‐ Missed approach trajectory is not available.
 DESCENT (IF TIME PERMITS) :
Select the initial database
Perform DIR TO a downpath waypoint. Select heading, if required.
Perform a LAT REV at the downpath waypoint and redefine the DESTINATION in the NEW
DEST field.
Redefine the arrival and/or the approach procedure.
Select the FUEL PRED Page, and enter the GW.
Activate the APPROACH phase.
Enter destination data on the PERF APPR Page, as required. Managed speed is available.

FCOM O→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET)

Ident.: PRO-ABN-22-00010476.0002001 / 14 NOV 11
AP/FD lateral and vertical selected modes, and A/THR, are available immediately after the reset. If
necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered (i.e. when the FMGC prompt is available and
selectable on the MCDU MENU Page):
‐ The FMGS does not autotune the ILS and ADF
‐ The FMS position bias is lost
‐ Lateral and vertical managed modes cannot re-engage
‐ The “CAB PR LDG ELEV FAULT” message is displayed on the ECAM
‐ A “MAP NOT AVAIL” message may be displayed on one ND.
Depending on the flight phase, apply the following procedure(s) as appropriate:
 INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION:
Access the RAD NAV Page, and manually tune the ILS (preferably using Ident). Enter the
ILS course, if a frequency has been entered.
Fly in selected speed.
Note: ‐ LOC and G/S guidance modes are available
‐ VLS speed is still available and displayed on the PFD
‐ Missed approach trajectory is not available.
 DESCENT (IF TIME PERMITS) :
Perform DIR TO a downpath waypoint. Select heading, if required.
Perform a LAT REV at the downpath waypoint and redefine the DESTINATION in the NEW
DEST field.
Redefine the arrival and/or the approach procedure.
Select the FUEL PRED Page, and enter the GW.
Activate the APPROACH phase.
Enter destination data on the PERF APPR Page, as required. Managed speed is available.

FCOM ←O 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
COM ACARS  FAULT

Applicable to: ALL
No crew action required.

STATUS
INOP SYS
ACARS
COM CIDS 1 + 2 FAULT

Applicable to: ALL
L2 Passenger address, cabin and service interphone, and passenger signs are inoperative.
L1
Crew awareness.
STATUS
INOP SYS
CIDS
COM HF 1(2) DATA  FAULT

Applicable to: ALL
Ident.: PRO-ABN-23-F-00010044.0001001 / 17 MAR 11
L2 Triggered to indicate the loss of the HFs’ DATA mode.

L1
Crew awareness.

FCOM A to C → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COM HF 1(2) DATA  FAULT (Cont'd)

STATUS
INOP SYS
HF 1(2) DATA
COM SATCOM DATA  FAULT

Applicable to: ALL
Ident.: PRO-ABN-23-D-00010040.0001001 / 17 MAR 11
Crew awareness.
STATUS
INOP SYS
SATCOM DATA
COM SATCOM  FAULT

Applicable to: ALL
L2 ACARS  and telephone communications are inoperative.

L1
Crew awareness.
STATUS
INOP SYS
SATCOM

FCOM ← C to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COM SINGLE PTT STUCK

VN-A611, VN-A612
Ident.: PRO-ABN-23-G-00014764.0001001 / 10 SEP 13
L2 If any Push To Talk (PTT) transmission selector (sidestick PTT  , hand mike PTT  , or
ACP PTT switch  ) is jammed in the transmit position for more than 40 s (VHF) or for more than
180 s (HF), the COM SINGLE PTT STUCK ECAM alert is displayed and latched for the remainder
of the flight.
L1 ACP1 VHF 1(2)(3) TX....................................................................................................... DESELECT
ACP1 HF 1(2) TX.............................................................................................................. DESELECT
ACP2 VHF 1(2)(3) TX.................................................................................................DESELECT
ACP2 HF 1(2) TX....................................................................................................... DESELECT
ACP3 VHF 1(2)(3) TX.................................................................................................DESELECT
ACP3 HF 1(2) TX....................................................................................................... DESELECT
When the ACP linked to the faulty PTT is detected, the previous ECAM actions are replaced by the
following ones:
AUDIO SWTG................................................................................................................DO NOT USE
 ON AFFECTED ACP:
ALL TX KEYS......................................................................................................... DO NOT USE
 ON ALL OTHER ACP:
VHF 1(2)(3) TX........................................................................................................... RESELECT
HF 1(2) TX.................................................................................................................. RESELECT
Ident.: PRO-ABN-23-G-00014765.0001001 / 26 NOV 12
STATUS
AUDIO SWTG.............................................DO NOT USE INOP SYS
SINGLE PTT

FCOM F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COM VHF 1(2)(3)/HF 1(2)  EMITTING

Ident.: PRO-ABN-23-00010035.0001001 / 26 NOV 12
Applicable to: ALL
L2 1. If any Push To Talk (PTT) transmission selector (sidestick PTT  , hand mike PTT  , or
ACP PTT switch  ) is jammed in the transmit position, try to release it in order to remove the
caution.
2. If unsuccessful, deselect the identified failed VHF/HF transmission keys on the associated Audio
Control Panel (ACP) to remove the caution. This ACP should only be used in reception mode.
The associated PTT transmission selectors must not be used.
Note: In this case, the ACP of the unaffected side may be used to recover the deselected
VHF/HF channel.
3. If no transmission key on the ACP is found in the “transmit” position, pull the affected VHF/HF
C/B associated to the ECAM message : COM\HF1 C/B HA 14 on 49 VU, COM NAV\HF2 C/B
L13 on 121 VU, COM\VHF\1 C/B G09 on 49 VU, COM NAV\VHF\2 C/B L04 on 121 VU, COM
\VHF\3 C/B L05 on 121 VU.
COM VHF 3 DATA  FAULT

Applicable to: ALL
Ident.: PRO-ABN-23-E-00010042.0001001 / 17 MAR 11
Crew awareness.
STATUS
INOP SYS
VHF 3 DATA

FCOM G to H 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
C/B TRIPPED
Ident.: PRO-ABN-24-00012551.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
 If one green circuit breaker (C/B) is tripped, one of the following messages appears after
one minute, depending on the location of the affected C/B:
C/B TRIPPED ON OVHD PNL
C/B TRIPPED ON L(R) ELEC BAY
C/B TRIPPED REAR PNL J-M OR N-R OR S-V OR W-Z
L2 Note: In flight, do not reengage a C/B that has tripped by itself, unless the Captain judges
it necessary to do so for the safe continuation of the flight. This procedure should be
adopted only as a last resort, and only one reengagement should be attempted.
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other
C/Bs, if the flight crew coordinates the action with maintenance, the flight crew may
reengage a tripped C/B, provided that the cause of the tripped C/B is identified.

FCOM A 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 1 FAULT

L2 AC BUS 1 normally supplies the AC ESS BUS, and, via the TR1, the DC ESS BUS. In the case of
an AC BUS 1 FAULT, the AC ESS BUS and the DC ESS BUS will automatically recover, due to the
fact that the AC BUS 2 will automatically supply the AC ESS BUS.
If AC BUS 2 does not automatically supply the AC ESS BUS, the flight crew can recover the AC
ESS BUS and the DC ESS BUS by setting the AC ESS FEED pb-sw to ALTN, as requested by the
AC ESS BUS FAULT ECAM procedure.
L1 BLOWER.................................................................................................................................... OVRD
L2 The avionics ventilation system is in the closed circuit configuration.
Air conditioning is added to the ventilation air.

L1 FUEL CONSUMPT INCRSD
FMS PRED UNRELIABLE

WHEEL N.W. STEER FAULT

L12
ENG 1 EPR MODE FAULT

L2 Refer to PRO-ABN-70 ENG 1(2) EPR MODE FAULT
L1
SECONDARY FAILURES
* AVNCS VENT
* HYD
* FUEL
* F/CTL

FCOM B→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 1 FAULT (Cont'd)

Ident.: PRO-ABN-24-I-00014139.0032001 / 24 FEB 15
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
FUEL CONSUMPT INCRSD See below

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS SLOW
CAT 2 ONLY
INOP SYS
BLUE HYD SPLR 3 ADR 3

RA 1 CAPT TAT L WSHLD HEAT
L WNDW HEAT CAT 3 L+R TK PUMP 1
CTR TK PUMP 1  VENT BLOWER GALLEY FAN
CRG HEAT (if both FWD and aft crg CRG vent (if both FWD and aft crg AFT CRG HEAT 
heat installed)  heat installed) 
FWD CRG HEAT  AFT CRG VENT  FWD CRG VENT 
GND COOL  N.W. STEER MAIN GALLEY
B ELEC PUMP BRK SYS 1/BSCU CH 1 DMC 3
GPWS LAV DET GPWS TERR 
REVERSER 1
Other INOP SYS
Left cabin fan ADF 1  Radar 1

Stby Pitot/AOA ACARS  /ATSU  Brake fans 5, 6, 7 and 8 
HUD  MCDU 3  Engine 1 ignition B
EVMU eng 1 and eng 2 Printer COND Controller Lane A
Hydraulic quantity indication Partial galley PVI 
TCAS 

PROCEDURES
FCOM A321
OPERATING MANUAL
Note: The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
(1) This message is triggered when the failure (or combination of failures) affects the nominal
aerodynamic characteristics of the aircraft.
(2) Disregard FMS fuel predictions and refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor.

FCOM ←B 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 1 FAULT

VN-A612
L1 BLOWER.................................................................................................................................... OVRD

FMS PRED UNRELIABLE


L12

L1
SECONDARY FAILURES
* AVNCS VENT
* HYD
* FUEL
* F/CTL

FCOM C→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
FUEL CONSUMPT INCRSD See below

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS SLOW
CAT 2 ONLY
INOP SYS

REVERSER 1
Other INOP SYS

TCAS 

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

FCOM ←C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 1 FAULT

L1 BLOWER.................................................................................................................................... OVRD

L1

L12

L1
SECONDARY FAILURES
* AVNCS VENT
* HYD
* FUEL
* F/CTL

FCOM D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
SLATS SLOW See below

CAT 2 ONLY
INOP SYS

REVERSER 1
Other INOP SYS

TCAS 

FCOM ←D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 2 FAULT

EXTRACT................................................................................................................................... OVRD
L1 ATC/XPDR................................................................................................................................. SYS 1
L/G LGCIU 2 FAULT

L12

L1
SECONDARY FAILURES
* AVNCS VENT
* FUEL

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-24-J-00014116.0007001 / 07 MAY 13
L12
STATUS
PACK 2 AT FIXED TEMP INOP SYS
(1)
See
See below
INOP SYS
ADR 2 Y ELEC PUMP SDAC 2

FWC 2 DMC 2 RECORDER SYS (OR FDIU)
R WSHLD HEAT LGCIU 2 RA 2
F/O PITOT F/O AOA F/O TAT
R WNDW HEAT L+R TK PUMP 2 RUD TRV LIM 2
REVERSER 2 VENT EXTRACT GND COOL 
PACK 2 REGUL MAIN GALLEY YAW DAMPER 2
RUD TRIM 2 FAC 2 CAT 2
CTR TK PUMP 2  ACT PUMP  BRK SYS 2 OR (BSCU CH 2)
ILS 2 (OR LS 2 for aircraft with GPS 2
MLS/GLS/FLS)
Other INOP SYS
Right cabin fan Brake fans 1, 2, 3 and 4  ADF 2 

DME 2 WXR 2  MCDU 2
ENG 2 ignition B VOR 2 F/O PFD and ND
QAR ECAM lower DU HF 2 
ATC 2
(1) Due to the loss of Pack 2 controller, the pack outlet temperature is controlled by the pack anti-ice
valve and is stabilized to a temperature between 5 °C (41 °F) and 30 °C (86 °F) within a maximum
of 6 min.

FCOM ←E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 2 FAULT

VN-A362, VN-A363, VN-A365, VN-A366, VN-A367
EXTRACT................................................................................................................................... OVRD

L1 ATC/XPDR................................................................................................................................. SYS 1
L/G LGCIU 2 FAULT

L12

L1
SECONDARY FAILURES
* AVNCS VENT
* FUEL

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
INOP SYS
See below
INOP SYS

CTR TK PUMP 2  ACT PUMP  RBK SYS 2 OR (BSCU CH 2)
ILS 2 (OR LS 2 for aircraft with GPS 2
MLS/GLS/FLS)
Other INOP SYS

DME 2 WXR 2  MCDU 2
ENG 2 ignition B VOR 2 F/O PFD and ND
QAR ECAM lower DU HF 2 
ATC 2

FCOM ←E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC BUS 2 FAULT

EXTRACT................................................................................................................................... OVRD

L1 ATC/XPDR................................................................................................................................. SYS 1
L/G LGCIU 2 FAULT

L12

L1
SECONDARY FAILURES
* AVNCS VENT
* FUEL

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
INOP SYS
See below
INOP SYS

CTR TK PUMP 2  ACT PUMP  BRK SYS 2 (OR BCSU CH 2)
ILS 2 (OR LS 2 for aircraft with GPS 2 ATC/XPDR 2
MLS/GLS/FLS)
Other INOP SYS

DME 2 RADAR 2  WXR 2 
MCDU 2 ENG 2 ignition B VOR 2
F/O PFD and ND QAR ECAM lower DU
HF 2 

FCOM ←E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC ESS BUS ALTN (ON GROUND)

Ident.: PRO-ABN-24-00012552.0002001 / 25 FEB 14
Applicable to: ALL
L2 The AC ESS BUS is supplied from the AC BUS 2 although the AC ESS FEED pb-sw switch is set
to normal.
L1
Crew awareness.
ELEC AC ESS BUS FAULT

Ident.: PRO-ABN-24-K-00012502.0002001 / 24 MAR 11
AC ESS FEED............................................................................................................................ ALTN

L2 AC BUS 2 supplies AC ESS BUS.
L1 ATC/XPDR................................................................................................................................. SYS 2

FCOM F to G → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC ESS BUS FAULT (Cont'd)

L12
STATUS
INOP SYS
See below
INOP SYS
ADR 1 ILS 1 GPS 1

RUD TRIM 1 RUD TRV LIM 1 CAT 2
SDAC 1 CAPT PITOT CAPT AOA
GPWS GPWS terr YAW DAMPER 1
FWC 1 DMC 1
Other INOP SYS
RMP’s lighting (RMP’s still operative) VOR 1 MCDU 1

CAPT ND CVR ECAM upper display
CAPT PFD ATC 1 DME 1
HF 1 DDRMI APU fuel pump
Passenger oxygen masks (auto + ADF 1 
manual)
Note: The warning may be caused by a sub BUS failure. As a result, only a part of the

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC ESS BUS FAULT

AC ESS FEED............................................................................................................................ ALTN

L2 AC BUS 2 supplies AC ESS BUS.
L1 ATC/XPDR................................................................................................................................. SYS 2
L12
STATUS
INOP SYS
See below
INOP SYS
ADR 1 ILS 1 GPS 1

RUD TRIM 1 RUD TRV LIM 1 CAT 2
SDAC 1 CAPT PITOT CAPT AOA
GPWS terr GPWS YAW DAMPER 1
FWC 1 DMC 1 ATC/XPDR 1
Other INOP SYS
RMP’s lighting (RMP’s still operative) VOR 1 MCDU 1

CAPT ND CVR ECAM upper display
CAPT PFD DME 1 HF 1
APU fuel pump Passenger oxygen masks (auto + ADF 1
manual)
Note: The warning may be caused by a sub BUS failure. As a result, only a part of the

FCOM G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC ESS BUS SHED

Ident.: PRO-ABN-24-L-00012504.0002001 / 03 DEC 13
ATC/XPDR................................................................................................................................. SYS 2
L12
STATUS
INOP SYS
CAPT AOA
See below
Other INOP SYS
MCDU 1
CAPT ND
CAPT AOA heat
ADF 1 
ATC 1
DME 1
CVR
APU fuel pump
Passenger oxygen masks (auto
+ manual)
HF 1
Note: The warning may be caused by a failure in a sub BUS. Consequently only a part of the
systems listed above may be lost.
ELEC AC ESS BUS SHED

ATC/XPDR................................................................................................................................. SYS 2

FCOM H→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC AC ESS BUS SHED (Cont'd)

L12
STATUS
INOP SYS
CAPT AOA
ATC/XPDR 1
See below
Other INOP SYS
MCDU 1
CAPT AOA heat
DME 1
CVR
APU fuel pump
CAPT ND
ADF 1 
Passenger oxygen masks (auto
+ manual)
HF 1
Note: The warning may be caused by a failure in a sub BUS. Consequently only a part of the
systems listed above may be lost.
ELEC APU GEN FAULT

Applicable to: ALL
APU GEN.................................................................................................................... OFF THEN ON

APU GEN................................................................................................................................OFF

FCOM ← H to I → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC APU GEN FAULT (Cont'd)

STATUS
INOP SYS
(1)
MAIN GALLEY
APU GEN
(1) (when only one GEN operating, all the galleys are shed)
ELEC BAT 1(2) FAULT

VN-A611, VN-A612
Ident.: PRO-ABN-24-F-00012492.0002001 / 25 FEB 14
L2 Battery contactor is opened automatically by battery charge limiter.

L1
Crew awareness.
FUEL CONSUMPT INCRSD
FMS PRED UNRELIABLE
L12
STATUS
APU BAT START NOT AVAIL INOP SYS
(1) BAT 1(2)
See
FMS PRED UNRELIABLE
(2)
See

FCOM ← I to J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC BAT 1(2) FAULT

L2 Battery contactor is opened automatically by battery charge limiter.

L1
Crew awareness.
STATUS
BAT 1(2)
ELEC BAT 1(2) OFF

Applicable to: ALL
Ident.: PRO-ABN-24-G-00012494.0001001 / 25 FEB 14
L2 Battery is abnormally selected off.

L1
Crew awareness.
STATUS
APU BAT START NOT AVAIL
ELEC BCL 1(2) FAULT

Applicable to: ALL
Ident.: PRO-ABN-24-H-00012496.0001001 / 25 FEB 14
Crew awareness.

FCOM J to L → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC BCL 1(2) FAULT (Cont'd)

STATUS
BCL 1(2)
ELEC DC BAT BUS FAULT

Applicable to: ALL
Ident.: PRO-ABN-24-W-00012545.0001001 / 25 FEB 14
Crew awareness.

FCOM ← L to M → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BAT BUS FAULT (Cont'd)

L12
STATUS
ECB is no longer supplied
APU FIRE DET
Other INOP SYS
APU ECB
Stick and rudder pedals lock
(by AP)
Fwd (aft) cargo fire ext 
Fwd cargo heat controller 
Fwd cargo isol valves 
APU fuel LP valve
Manual pressure control
Note: The warning may
be caused by a
sub BUS failure.
Consequently,
only a part of
the above-listed
systems may be
lost.

FCOM ←M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 1 FAULT

Applicable to: ALL
Ident.: PRO-ABN-24-M-00012507.0001001 / 30 MAR 12
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
L2 The Air conditioning system provides ventilation to the avionics. This ventilation air is exhausted
overboard.
L1
SECONDARY FAILURES
*AVNCS VENT
*FUEL

FCOM N→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 1 FAULT (Cont'd)

Ident.: PRO-ABN-24-M-00012508.0030001 / 14 NOV 11
L12
STATUS
CAB ZONE AT FIXED TEMP INOP SYS
(1)
See
See below
CAT 3 SINGLE ONLY
INOP SYS
ACP 3 CAPT STAT heat STBY STAT heat

L. WSHLD HEAT REVERSER 1 AVNCS VENT
GALLEY FAN GND COOL  BRAKES SYS 1
LAV DET PACK 1 REGUL L. WNDW HEAT
CAT 3 DUAL
Other INOP SYS
Left cab fan Zone controller primary channel Sel cal

CFDIU VHF 3  RMP 3 
L CTR TK XFR valve Hot air Capt wiper
Eng 1 oil press and qty ind. TPIS  Brake temps ind.
(1) Due to the loss of the galley fan, the Pack 1 controller, and the primary zone controller channel.
(See associated procedures).

FCOM ←N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 2 FAULT

AIR DATA SWTG......................................................................................................................... F/O3

BARO REF...............................................................................................................................CHECK
L2 Since one FCU channel is lost, crosscheck the barometer reference settings on the FCU and PFD.
L1
 If ABN CAB V/S:
MAX FL........................................................................................................................... 100/MEA
 If DC ESS BUS is failed:
L/G.......................................................................................................................... GRVTY EXTN
L2 Refer to PRO-ABN-32 L/G GRAVITY EXTENSION.
FMS PRED UNRELIABLE
SECONDARY FAILURES
* CAB PRESS
* FUEL
* WHEEL
* F/CTL

FCOM O→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
 If DC ESS BUS is failed: INOP SYS
L/G....................................................... GRVTY EXTN
See below

(3)
See
FMS PRED UNRELIABLE
(4)
See
BOTH PFD ON SAME FAC
PACK 2 AT FIXED TEMP
• If DC ESS BUS is failed:
L/G CONTROL NOT AVAIL
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2

(1) SEC 2+3
VHF 2 LGCIU 2 REVERSER 2
CAB PR 2 CAT 3 DUAL FAC 2
L TK PUMP 2 R TK PUMP 2 ENG 1 LOOP B
ENG 2 LOOP A PACK 2 REGUL FCDC 2
MAIN GALLEY Y ELEC PUMP (if selected ON) BRAKES SYS 2
F/O STAT R WSLHD HEAT R WNDW HEAT
AP 2 FCU 2 LGCIU 1
(2)
Other INOP SYS
SFCC 2 R cabin fan F/O wiper

F/O rain rplnt Eng 1 and 2 fire ext btl 2 Autobrake (due to loss of 2 SECs)
BMC 2 Bleed X feed auto control RMP 2

FCOM ←O→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FQI channel 2 zone controller sec channel CTR TK XFR valve R
Brake fan  Eng 2 oil low press and qty ind R loudspeaker
rudder trim ind FMGC 2 CDLS 
SDCU 2
(1) Lost after 30 s, but recovered at landing gear extension.

(2) (If DC ESS BUS is failed)
ELEC DC BUS 2 FAULT

VN-A612
AIR DATA SWTG......................................................................................................................... F/O3

BARO REF...............................................................................................................................CHECK
L1
 If ABN CAB V/S:
MAX FL........................................................................................................................... 100/MEA
 If DC ESS BUS is failed:
L/G.......................................................................................................................... GRVTY EXTN
FMS PRED UNRELIABLE
SECONDARY FAILURES
* CAB PRESS
* FUEL
* WHEEL
* F/CTL

PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
 If DC ESS BUS is failed: INOP SYS
L/G....................................................... GRVTY EXTN
See below

(3)
See
FMS PRED UNRELIABLE
(4)
See
• If DC ESS BUS is failed:
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2

(1) SEC 2+3
FCDC 2 CAT 3 DUAL FAC 2
ENG 2 LOOP A AP 2 FCU 2
CAB PR 2 LGCIU 1
(2)
Other INOP SYS

F/O rain rplnt Eng 1 and 2 fire ext btl 2 FMGC 2
CDLS BMC 2 Bleed X feed auto control

PROCEDURES
FCOM A321
OPERATING MANUAL

RMP 2 FQI channel 2 Autobrake (due to loss of 2 SECs)
CTR TK XFR valve R Brake fan  Eng 2 oil low press and qty ind
R loudspeaker rudder trim ind CIDS 2 SMOKE DETECT
(1) Lost after 30 s, but recovered at landing gear extension.

(2) (If DC ESS BUS is failed)
ELEC DC BUS 2 FAULT

AIR DATA SWTG......................................................................................................................... F/O3

BARO REF...............................................................................................................................CHECK
L1
 If ABN CAB V/S:
MAX FL........................................................................................................................... 100/MEA
SECONDARY FAILURES
* CAB PRESS
* FUEL
* WHEEL
* F/CTL

PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-24-N-00012510.0073001 / 11 MAY 12
L12
STATUS
ENG 2 APPR IDLE ONLY See below

SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2

(1) SEC 2+3
ENG 2 LOOP A AP 2 FCU 2
CAB PR 2
Other INOP SYS

F/O rain rplnt Eng 1 and 2 fire ext btl 2 FMGC 2
CDLS BMC 2 Bleed X feed auto control
RMP 2 FQI channel 2 Autobrake (due to loss of 2 SECs)
CTR TK XFR valve R Brake fan  Eng 2 oil low press and qty ind
R loudspeaker rudder trim ind CIDS 2 SMOKE DETECT
(1)
(Lost after 30 s, but recovered at landing gear extension.)

FCOM ←O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT

VN-A611, VN-A612
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and PFDs.
FMS PRED UNRELIABLE

MAX BRK PR.......................................................................................................................1 000 PSI
L2 Brake pressure must be limited to approximately 1 000 PSI, since antiskid is lost.
L1

SECONDARY FAILURES
* CAB PRESS
* FUEL
* AIR COND
* BRAKES
* F/CTL

FCOM P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT (Cont'd)

Ident.: PRO-ABN-24-Q-00012516.0188001 / 26 MAY 14
L12
STATUS
MAX BRK PR............................................................1000 PSI INOP SYS
See below
(2)
See
FMS PRED UNRELIABLE
(3)
See
CTR TK FUEL USABLE by gravity
CTR TK FUEL: 2 T UNUSABLE
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2

(1) SEC 2+3
VHF 2 ACP 3 CAPT STAT heat
F/O STAT heat STBY STAT heat WSHLD HEAT
WNDW HEAT AP 2 FCU 2
ANTI SKID N/W STRG NORM BRK
LGCIU 2 REV 1+2 CAB PRESS 2
AVNCS VENT GALLEY FAN GND COOL 
MAIN GALLEY Y ELEC PUMP BRAKE SYS 1
BRAKE SYS 2 APU FIRE DET LAV DET
ENG 1 LOOP B ENG 2 LOOP A PACK 2
COND CTL 2 L TK PUMP 2 R TK PUMP 2

FCOM ←P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Other INOP SYS
Selcal Brake temp indication Brake fans 

TPIS  Capt and F/O wipers Eng 1 and 2 oil pressure and quantity
indication
AUTO BRK Stick and rudder pedals lock (by AP) VHF 3 
RMP 2 RMP 3  CFDIU
Right loudspeakers SFCC 2 CDLS
APU ECB Manual pressure control FMGC 2
Rudder trim indication BMC 2 FQI channel 2
Eng 1 and 2 fire ext btl 2 X Bleed auto control CTR TK XFR valves
CIDS 2 SMOKE DETECT
Note: The warning may be caused by a failure in a sub BUS. Consequently, only a part of
the above-listed systems may be lost.
(1) Lost after 30 s, but is recovered at landing gear extension.


FCOM ←P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT

BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L1

SECONDARY FAILURES
* CAB PRESS
* FUEL
* AIR COND
* BRAKES
* F/CTL

FCOM P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
MAX BRK PR.......................................................... 1 000 PSI INOP SYS
See below
CTR TK FUEL USABLE by gravity
CTR TK FUEL: 2 T UNUSABLE
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2

(1) SEC 2+3
VHF 2 ACP 3 CAPT STAT heat
F/O STAT heat STBY STAT heat WSHLD HEAT
WNDW HEAT AP 2 FCU 2
ANTI SKID N/W STRG NORM BRK
LGCIU 2 REV 1+2 CAB PRESS 2
AVNCS VENT GALLEY FAN GND COOL 
MAIN GALLEY Y ELEC PUMP BRAKES SYS 1
BRAKES SYS 2 APU FIRE DET LAV DET
ENG 1 LOOP B ENG 2 LOOP A PACK 2
COND CTL2 L TK PUMP 2 R TK PUMP 2
Other INOP SYS
Selcal Brake temp indication Brake fans 

TPIS  Capt and F/O wipers Eng 1 and 2 oil pressure and quantity
indication

FCOM ←P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

AUTO BRK Stick and rudder pedals lock (by AP) VHF 3 
RMP 2 RMP 3  CFDIU
Right loudspeakers SFCC 2 CDLS
APU ECB Manual pressure control FMGC 2
Rudder trim indication BMC 2 FQI channel 2
Eng 1 and 2 fire ext btl 2 X Bleed auto control CTR TK XFR valves
CIDS 2 SMOKE DETECT
Note: The warning may be caused by a failure in a sub BUS. Consequently, only a part of
the above-listed systems may be lost.
(1) Lost after 30 s, but is recovered at landing gear extension.

FCOM ←P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC EMER CONFIG

Ident.: PRO-ABN-24-X-00012547.0004001 / 05 MAR 13
LAND ASAP
L2 Triggered, if DC BUS 1, DC BUS 2 and DC ESS BUS are lost. In addition, DC BAT BUS is lost.
L1 EMER ELEC PWR.................................................................................................................MAN ON
L2 The emergency generator supplies DC ESS BUS.
But, DC BUS 1, DC BUS 2, and DC BAT BUS are still not supplied.
FMS PRED UNRELIABLE

ELEC DC BUS 1 + 2 FAULT

BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L1 MAX BRK PR.......................................................................................................................1 000 PSI
FMS PRED UNRELIABLE


SECONDARY FAILURES
* CAB PRESS
* HYD
* FUEL
* AIR COND
* BRAKES
* WHEEL
* F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC EMER CONFIG (Cont'd)

L12
STATUS
MIN RAT SPEED......................................................... 140 KT INOP SYS
PROC: GRVTY FUEL FEEDING
MAX BRK PR.......................................................... 1 000 PSI See below
FUEL GRVTY FEED

(1)
See
FMS PRED UNRELIABLE
(2)
See
PACKS AT FIXED TEMP
SLATS/FLAPS SLOW
CAT 2 ONLY
Note: To verify the other INOP SYS not displayed on the ECAM, Refer to
PRO-ABN-24-ELEC DC BUS 1+2 FAULT-FWSPAGE, Refer to PRO-ABN-24-ELEC
DC BAT BUS FAULT-FWSPAGE.
INOP SYS
FCU 2 CAT 3 FAC 2

FUEL PUMPS ANTI SKID NORM BRK
AUTO BRK Y ELEC PUMP BRAKE SYS 1
BRAKE SYS 2 APU FIRE DET LAV DET
ENG 1 LOOP B L+R CAB FAN FCDC 2
GALLEY FAN CRG HEAT  GND COOL 
MAIN GALLEY ACP 3 CAPT STAT
F/O STAT STBY STAT WSHLD HEAT

FCOM ←Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

WNDW HEAT PACK 1 REGUL PACK 2 REGUL
GPS 1+2  SPLR 1+2+5 ELAC 2
SEC 2+3 VHF 2 N/W STRG
LGCIU 2 REVERSER 2 CAB PRESS 2
AVNCS VENT VENT BLOWER ENG 2 LOOP A
AP 2

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC EMER CONFIG

VN-A612
LAND ASAP
FMS PRED UNRELIABLE


BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L1 MAX BRK PR.......................................................................................................................1 000 PSI
FMS PRED UNRELIABLE


SECONDARY FAILURES
* CAB PRESS
* HYD
* FUEL
* AIR COND
* BRAKES
* WHEEL
* F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
FUEL GRVTY FEED

(1)
See
FMS PRED UNRELIABLE
(2)
See
CAB AT FIXED TEMP
COCKPIT AT FIXED TEMP
SLATS/FLAPS SLOW
CAT 2 ONLY
INOP SYS
FCU 2 CAT 3 FAC 2

AUTO BRK Y ELEC PUMP BRAKES SYS 1

PROCEDURES
FCOM A321
OPERATING MANUAL

WNDW HEAT PACK 1 PACK 2
COND CTL 1 SPLR 1+2+5 ELAC 2
SEC 2+3 VHF 2 N.W. STEER
AP 2 COND CTL 2

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC EMER CONFIG

LAND ASAP
L1

BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L1

SECONDARY FAILURES
* CAB PRESS
* HYD
* FUEL
* AIR COND
* BRAKES
* WHEEL
* F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
FUEL GRVTY FEED

CAB AT FIXED TEMP
COCKPIT AT FIXED TEMP
SLATS/FLAPS SLOW
CAT 2 ONLY
INOP SYS
FCU 2 CAT 3 FAC 2

AUTO BRK Y ELEC PUMP BRAKES SYS 1
WNDW HEAT PACK 1 PACK 2
COND CTL 1 SPLR 1+2+5 ELAC 2
SEC 2+3 VHF 2 N.W. STEER

PROCEDURES
FCOM A321
OPERATING MANUAL

AP 2 COND CTL 2
ELEC DC ESS BUS FAULT

Ident.: PRO-ABN-24-O-00012511.0005001 / 05 MAR 13
VHF 2 OR 3.................................................................................................................................. USE

AUDIO SWTG.........................................................................................................................SELECT
L2 ACP 1 and 2 are lost. Therefore, set the AUDIO SWTG rotary selector to CAPT 3 or F/O 3 to
recover communications.
L1 BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and the PFD.
L1 GPWS SYS................................................................................................................................... OFF
 If DC BUS 2 is failed:
L/G.......................................................................................................................... GRVTY EXTN
FMS PRED UNRELIABLE
AVOID ICING CONDITIONS
NAV GPWS FAULT

GPWS............................................................................................................................................ OFF
L2
Note: To shut down the engines on ground, use the ENG FIRE pb-sw.
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL

FCOM ← Q to R → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC ESS BUS FAULT (Cont'd)

Ident.: PRO-ABN-24-O-00012512.0042001 / 28 FEB 14
L12
STATUS
 If DC BUS 2 is failed: INOP SYS
L/G....................................................... GRVTY EXTN
See below

(3)
See
FMS PRED UNRELIABLE
(4)
See
• If DC BUS 2 is failed:
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
B HYD SPLR 3 VHF 1

ACP 1+2 WING A. ICE AP 1
A/THR FCU 1 L TK PUMP 1
R TK PUMP 1 FAC 1 REV 2
ENG 2 START CAB PR 1 VENT EXTRACT
B ELEC PUMP GPWS ENG 1 LOOP A
ENG 2 LOOP B FCDC 1 CAT 3
LGCIU 1 LGCIU 2
(1)
Other INOP SYS
BRK PRESS indicator Flight interphone EIU 2

(2)
Capt rain repellent  Avionics air cond valve Standby compass light

FCOM ←R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

HP fuel shutoff valves SFCC 1 RMP 1
Hyd fire valves Eng 1 and 2 Ram air inlet ECAM Control Panel
Left loudspeaker DC SHED ESS BUS
Note: 1. Before arming the approach mode, the ECAM STATUS displays “CAT 3 SINGLE”.
However, the real landing capability is CAT 2, and is correctly displayed on the
FMA when the approach mode is armed.
2. The warning may be caused by a sub BUS failure. Consequently, only a part of the
(1) (If DC BUS 2 is failed)

(2) Autothrust, eng start and reverser inop.

FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: VN-A350, VN-A351, VN-A352, VN-A353, VN-A354
VHF 2 OR 3.................................................................................................................................. USE

L1 BARO REF...............................................................................................................................CHECK
L1 GPWS SYS................................................................................................................................... OFF
L/G.......................................................................................................................... GRVTY EXTN
FMS PRED UNRELIABLE
NAV GPWS FAULT

GPWS............................................................................................................................................ OFF
L2
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
L/G....................................................... GRVTY EXTN
See below

(3)
See
FMS PRED UNRELIABLE
(4)
See
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
B HYD SPLR 3 VHF 1

A/THR FCU 1 FAC 1
L TK PUMP 1 R TK PUMP 1 LGCIU 1
REV 2 ENG 2 START CAB PR 1
VENT EXTRACT B ELEC PUMP GPWS
ENG 1 LOOP A ENG 2 LOOP B FCDC 1
CAT 3 LGCIU 2
(1) ALTN BRK
AUTO BRK
Other INOP SYS

(2)

PROCEDURES
FCOM A321
OPERATING MANUAL

When the approach mode is armed, the ECAM displays “CAT 2 ONLY”, and the
FMA displays CAT 2. However, when the attitude indicator (Standby Horizon)
is inoperative, the real landing category is CAT I (Refer to QRH/OPS Required
Equipment for CAT2 and CAT3), that indicates the “Required Equipment for CAT II
and CAT III Landings”.


FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VHF 2 OR 3.................................................................................................................................. USE

L1 BARO REF...............................................................................................................................CHECK
L1 GPWS SYS................................................................................................................................... OFF
L/G.......................................................................................................................... GRVTY EXTN
FMS PRED UNRELIABLE
NAV GPWS FAULT

GPWS............................................................................................................................................ OFF
L2
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
L/G....................................................... GRVTY EXTN
See below

(3)
See
FMS PRED UNRELIABLE
(4)
See
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
B HYD SPLR 3 VHF 1

LGCIU 1 LGCIU 2
(1) ALTN BRK
AUTO BRK
Other INOP SYS
BRK PRESS indicator Flight interphone (2)

EIU 2

PROCEDURES
FCOM A321
OPERATING MANUAL



FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VHF 2 OR 3.................................................................................................................................. USE

L1 BARO REF...............................................................................................................................CHECK
L1 GPWS............................................................................................................................................ OFF
NAV GPWS FAULT

GPWS............................................................................................................................................ OFF
L2 Note: To shut down the engines on ground, use the ENG FIRE pb-sw.
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-24-O-00012512.0081001 / 08 AUG 13
L12
STATUS
ENG 1 APPR IDLE ONLY See below

SLATS/FLAPS SLOW
CAT 2 ONLY (1)
INOP SYS
B HYD SPLR 3 VHF 1

ALTN BRK AUTO BRK
Other INOP SYS

(1)

PROCEDURES
FCOM A321
OPERATING MANUAL

ELEC DC ESS BUS SHED

Ident.: PRO-ABN-24-P-00012513.0001001 / 30 MAR 12
EXTRACT................................................................................................................................... OVRD
L2 Cooling air is supplied by the air conditioning system, without overboard extraction.
L1 AVOID ICING CONDITIONS
SECONDARY FAILURES
*AVNCS VENT

FCOM ← R to S → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC ESS BUS SHED (Cont'd)

Ident.: PRO-ABN-24-P-00012514.0018001 / 11 MAY 12
L12
STATUS
AVOID ICING CONDITIONS INOP SYS
• IF SEVERE ICE ACCRETION
MIN SPD................................................VLS + 10/G DOT WING A. ICE
AP 1
MANEUVER WITH CARE CAT 3 DUAL
LDG DIST PROC...................................................APPLY FAC 1
VENT EXTRACT
BOTH PFD ON SAME FAC AFT CRG HEAT 
CAT 3 SINGLE ONLY FWD CRG HEAT 
AFT CRG VENT 
FWD CRG VENT 
FCDC 1
See below
Other INOP SYS
Passenger oxygen mask (auto

drop out)
X BLEED valve man ctl
FQ1 channel 1
STBY ALTI vib
FMGC 1
BMC 1
SDCU 1
Note: The warning
may be caused
by a failure in
a sub BUS.
Consequently
only a part of the
systems listed
above may be
lost.

FCOM ←S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC ESS BUS SHED

EXTRACT................................................................................................................................... OVRD
L2 Cooling air is supplied by the air conditioning system, without overboard extraction.
L1 AVOID ICING CONDITIONS
SECONDARY FAILURES
*AVNCS VENT

FCOM S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC DC ESS BUS SHED (Cont'd)

L12
STATUS
• IF SEVERE ICE ACCRETION
MIN SPD................................................VLS + 10/G DOT WING A. ICE
AP 1
MANEUVER WITH CARE CAT 3 DUAL
LDG DIST PROC...................................................APPLY FAC 1
VENT EXTRACT
BOTH PFD ON SAME FAC AFT CRG HEAT 
CAT 3 SINGLE ONLY FWD CRG HEAT 
AFT CRG VENT 
FWD CRG VENT 
FCDC 1
See below
Other INOP SYS
Passenger oxygen mask (auto

drop out)
X BLEED valve man ctl
CIDS 1 SMOKE DETECT
STBY ALTI vib
FMGC 1
BMC 1
FQ1 channel 1
Note: The warning
may be caused
by a failure in
a sub BUS.
Consequently
only a part of the
systems listed
above may be
lost.

FCOM ←S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC EMER CONFIG

VN-A611, VN-A612
Ident.: PRO-ABN-24-R-00012517.0032001 / 27 NOV 12
LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
CAUTION The RAT is capable of supplying the EMER GEN down to 125 kt, except during
flare.
GEN 1 + 2................................................................................................................... OFF THEN ON
BUS TIE.................................................................................................................................. OFF
L2 Setting BUS TIE pb-sw to OFF segregates both generator channels.
L1 GEN 1 + 2.............................................................................................................OFF THEN ON
L2 Note: If any generator reset is successful, reset both FAC’s.
L1 EMER ELEC PWR (IF EMER GEN NOT IN LINE)........................................................ MAN ON
ENG MODE SEL..................................................................................................................... IGN
L2 Engines are fed by gravity only.
L1 VHF1/HF1  /ATC1/...................................................................................................................USE
L2 Only VHF 1, HF 1 and ATC 1 are supplied in the electrical emergency configuration.
Note: FMGC 1, which is lost temporarily, can be regained by flight crew passing through the
MCDU MENU page.
L1 FUEL GRVTY FEED
L2 Engines are fed by gravity only. Avoid negative Gs.
L1 PROC: GRVTY FUEL FEEDING
L2 Apply GRVTY FUEL FEEDING procedure (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
FMS PRED UNRELIABLE

FAC 1.......................................................................................................................... OFF THEN ON
L2 The rudder trim is recovered, although no indication is available.
L1 BUS TIE......................................................................................................................................AUTO

FCOM T→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC EMER CONFIG (Cont'd)

L2 Setting BUS TIE pb-sw to AUTO enables the APU to take an available electrical channel.
L1 APU (IF AVAIL)........................................................................................................................ START
L2 APU start is not available for 45 s after the loss of both engine generators. This 45 s delay prevents
any interference with emergency generator coupling.

If the APU is available, the APU may be started when below FL 250.
L1 BLOWER + EXTRACT...............................................................................................................OVRD
L2 Cooling air is supplied by the air conditioning system and exhausted overboard through the extract
valve.
L1
L2 Note: On IAE powered aircraft, the warning “EPR MODE FAULT N1 DEGRADED MODE” is
displayed.
L1
FLT CTL ALTN LAW

(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
L2 Speed limited due to loss of flight control normal laws.

FCOM ←T→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-24-R-00012518.0180001 / 28 FEB 14
L2 ECAM lower display is not available. STATUS page is displayed on the upper ECAM display, as
long as the STS pb is pressed.
L12
STATUS
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI F/CTL PROT
REVERSER 1+2
FUEL GRVTY FEED ADR 2+3
AVOID NEGATIVE G FACTOR IR 2
RA 1+2
Note: If there are discrepancies between airspeed
SPLR 1+2+5
indications on the Captain’s PFD and on the ELAC 2
STBY indicator, disregard the STBY indication SEC 2+3
(probe not deiced). A/CALL OUT
AP 1+2
APPR PROC A/THR
FUEL PUMPS
ANTI SKID
FOR LDG......................................................USE FLAP 3 N/W STRG
This line is replaced by "FOR LDG : USE FLAP 3" when CAT 2
(1)
CONF 3 is selected, as a reminder. See
APPR SPD...........................................VREF +10/140 KT
Approach speed must be at least minimum RAT speed
(140 kt).

(2)
See
FMS PRED UNRELIABLE
(3)
See
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
SLATS/FLAPS SLOW
(4)
See

PROCEDURES
FCOM A321
OPERATING MANUAL

(1) For other systems’ status: Refer to the “ELEC EMER CONFIG SYS REMAINING” table.
(4)
Note: In ELEC EMER configuration, the center tank fuel can be transferred to the wing tanks
through the jet pumps by gravity, except the last two tons.

FCOM ←T 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC EMER CONFIG

LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
CAUTION The RAT is capable of supplying the EMER GEN down to 125 kt, except during
flare.
GEN 1 + 2................................................................................................................... OFF THEN ON
BUS TIE.................................................................................................................................. OFF
L2 Setting BUS TIE pb-sw to OFF segregates both generator channels.
L1 GEN 1 + 2.............................................................................................................OFF THEN ON
L2 Note: If any generator reset is successful, reset both FAC’s.
L1 EMER ELEC PWR (IF EMER GEN NOT IN LINE)........................................................ MAN ON
ENG MODE SEL..................................................................................................................... IGN
L2 Engines are fed by gravity only.
L1 VHF1/HF1  /ATC1/...................................................................................................................USE
L2 Only VHF 1, HF 1 and ATC 1 are supplied in the electrical emergency configuration.
Note: FMGC 1, which is lost temporarily, can be regained by flight crew passing through the
MCDU MENU page.
L1 FUEL GRVTY FEED
L2 Engines are fed by gravity only. Avoid negative Gs.
L1 PROC: GRVTY FUEL FEEDING
L2 Apply GRVTY FUEL FEEDING procedure (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
L1 FAC 1.......................................................................................................................... OFF THEN ON
L2 The rudder trim is recovered, although no indication is available.
L1 BUS TIE......................................................................................................................................AUTO
L2 Setting BUS TIE pb-sw to AUTO enables the APU to take an available electrical channel.
L1 APU (IF AVAIL)........................................................................................................................ START
L2 APU start is not available for 45 s after the loss of both engine generators. This 45 s delay prevents
any interference with emergency generator coupling.


FCOM T→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

If the APU is available, the APU may be started when below FL 250.
L1 BLOWER + EXTRACT...............................................................................................................OVRD
L2 Cooling air is supplied by the air conditioning system and exhausted overboard through the extract
valve.
L1
L2 Note: On IAE powered aircraft, the warning “EPR MODE FAULT N1 DEGRADED MODE” is
displayed.
L1
FLT CTL ALTN LAW

(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
L2 Speed limited due to loss of flight control normal laws.

PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-24-R-00012518.0167001 / 11 MAY 12
L2 ECAM lower display is not available. STATUS page is displayed on the upper ECAM display, as
long as the STS pb is pressed.
L12
STATUS
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI F/CTL PROT
REVERSER 1+2
FUEL GRVTY FEED ADR 2+3
AVOID NEGATIVE G FACTOR IR 2
RA 1+2
Note: If there are discrepancies between airspeed
SPLR 1+2+5
indications on the Captain’s PFD and on the ELAC 2
STBY indicator, disregard the STBY indication SEC 2+3
(probe not deiced). A/CALL OUT
AP 1+2
APPR PROC A/THR
FUEL PUMPS
ANTI SKID
FOR LDG......................................................USE FLAP 3 N/W STRG
This line is replaced by "FOR LDG : USE FLAP 3" when CAT 2
(1)
CONF 3 is selected, as a reminder. See
APPR SPD...........................................VREF +10/140 KT
Approach speed must be at least minimum RAT speed
(140 kt).
ALTN LAW: PROT LOST

SLATS/FLAPS SLOW
(2)
See
(1) For other systems’ status: Refer to the “ELEC EMER CONFIG SYS REMAINING” table.
(2)
Note: In ELEC EMER configuration, the center tank fuel can be transferred to the wing tanks
through the jet pumps by gravity, except the last two tons.

FCOM ←T 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC EMER CONFIG SYS REMAINING

BAT ONLY
ELEC EMER CONFIG SYS REMAINING EMER GEN RUNNING
IN FLIGHT ON THE GROUND
Ident.: PRO-ABN-24-S-00012521.0008001 / 16 NOV 11
PRESS AUTO SYS 1 NORM NORM NORM

MAN PRESS CTL INOP INOP INOP(a)
RAM AIR NORM NORM NORM
AIR COND PACK VALVE 1 NORM Closure Inop Closure Inop
PRESS PACK VALVE 2 Closure Inop Closure Inop Closure Inop(a)
AVIONIC VENT NORM NORM Partial
AFT CRG ISOL VALVES NORM INOP INOP
AFT CRG HEAT NORM INOP INOP
FMGC (NAV FUNCTION) N°1 only Inop Inop

MCDU N°1 only Inop Inop
FMGS
FAC N°1 only Inop Inop
FCU ch 1 only ch 1 only ch 1 only
Ident.: PRO-ABN-24-S-00012523.0003001 / 24 JAN 11
VHF 1 NORM NORM NORM

HF 1 NORM INOP INOP
RMP 1 NORM NORM NORM
ACP (CAPT, F/O) NORM NORM NORM
COM
CIDS NORM NORM NORM
INTERPHONE NORM NORM NORM
CVR NORM INOP INOP
LOUDSPEAKER 1 NORM NORM NORM
Ident.: PRO-ABN-24-S-00012524.0001001 / 16 APR 14
EMER EQPT CREW OXY NORM NORM (b) NORM (b)

PAX OXY mask release
NORM INOP INOP
(auto + man)
SLIDES ARM/WARN NORM NORM NORM
Ident.: PRO-ABN-24-S-00012525.0002001 / 18 MAR 11
ENG 1 LOOP A only A only A only

ENG 2 LOOP B only B only B only
APU LOOP INOP INOP INOP(a)
FIRE
CARGO SMOKE DET Channel 1 INOP INOP
ENG FIRE EXT. Bottle 1 only Bottle 1 only Bottle 1 only
APU FIRE EXT. Squib A only Squib A only Squib A only

FCOM U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L1
BAT ONLY
CARGO FIRE EXT. INOP INOP INOP(a)
APU AUTO EXT. INOP INOP INOP(a)
ELAC N°1 only N°1 + 2 N°1 + 2 (d)

SEC N°1 only N°1 N°1 (d)
FLT CTL FCDC N°1 only INOP INOP
SFCC N°1 only N°1 only N°1 only
Flaps pos ind NORM NORM NORM (c)
Ident.: PRO-ABN-24-S-00012527.0002001 / 07 MAY 13
LP VALVE NORM NORM NORM

FUEL FQI channel 1 NORM INOP INOP
X FEED VALVE NORM INOP INOP
HYD FIRE VALVES NORM NORM NORM

WING A.ICE NORM INOP INOP

ENG A.ICE VALVE OPEN OPEN OPEN
ICE-RAIN CAPT PITOT NORM NORM NORM(e)
CAPT AOA NORM INOP INOP
RAIN REPELLENT (CAPT) NORM NORM NORM
PFD 1 NORM NORM NORM (c)

ND 1 NORM INOP INOP
ECAM upper disp. NORM NORM NORM (c)
EIS
DMC 1 or 3 NORM NORM NORM (c)
SDAC 1, FWC 1 NORM NORM NORM (c)
ECAM CONT. panel NORM NORM NORM
FLT INS CLOCKS NORM NORM NORM
LGCIU SYS 1 NORM NORM NORM

L/G BRK PRESS IND NORM NORM NORM
PARK BRK NORM NORM NORM
EMER CKPT NORM NORM NORM

LIGHTS
EMER CAB NORM NORM NORM

FCOM ←U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L1
BAT ONLY
Ident.: PRO-ABN-24-S-00012533.0006001 / 20 DEC 13
IR N°1 only (f) N°1 only (f) N°1 only (f)

ADR N°1 only N°1 only N°1 only
ADF  N°1 only INOP INOP
VOR N°1 only N°1 only N°1 only (e)
MMR N°1 only N°1 only N°1 only (e)
NAV DME N°1 only INOP INOP
DDRMI NORM NORM NORM (e)
ATC N°1 only INOP INOP
STBY HORIZON NORM NORM NORM
STBY COMP (LT) NORM NORM NORM
STBY ALTI (VIB) NORM INOP INOP
ENG 1 BLEED Norm BMC 1 INOP BMC 1 inop

ENG 2 BLEED BMC 2 inop BMC 2 inop BMC 2 inop
PNEU
APU BLEED Inop Inop Inop(g)
X BLEED (MAN CTL) Norm Inop Inop
ECB-STARTER NORM(h) INOP INOP(a)

APU FUEL LP VALVE NORM NORM NORM
FUEL PUMP NORM NORM NORM
FADEC A+B (i) A+B (i) A+B (i)

PWR PLT IGNITION A only A only A only
HP FUEL VALVE closure NORM NORM NORM
MISC MECH HORN NORM NORM NORM

(a) Restored, when speed is below 100 kt.
(b) Crew supply solenoid valve inoperative.
(c) Lost, when the speed is below 50 kt.
(d) Lost, 30 s after the last engine shutdown.
(e) lost when speed below 50 kt
(f) IR 2 and IR 3 are lost 5 min after failure of main generators but if IR 3 replaces IR 1 (ATT-HDG
selector at CAPT 3), IR 3 remains supplied.
(g) Restored when speed below 100 kt
(h) For APU start only.

PROCEDURES
FCOM A321
OPERATING MANUAL
(i) channels A and B self powered above 10 % N2. If N2 below 10 % only channel A is powered.

FCOM ←U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY


FMGS

HF 1 NORM INOP INOP
COM
CIDS NORM NORM NORM
CVR NORM INOP INOP

NORM INOP INOP
(auto + man)

FIRE

FCOM U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY
ELAC N°1 only N°1 + 2 N°1 + 2 (d)





ND 1 NORM INOP INOP
EIS

BRK PRESS IND NORM NORM NORM
L/G
ABCU NORM NORM NORM

LIGHTS

PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY

NAV DME N°1 only INOP INOP

PNEU




PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM ←U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY


FMGS

HF 1 NORM INOP INOP
COM
CIDS NORM NORM NORM
CVR NORM INOP INOP

NORM INOP INOP
(auto + man)

FIRE

FCOM U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY
ELAC N°1 only N°1 + 2 N°1 + 2 (d)





ND 1 NORM INOP INOP
EIS

L/G
ABCU NORM NORM NORM

LIGHTS

PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY
IR N°1 only(f) N°1 only (f) N°1 only (f)

NAV
DME N°1 only INOP INOP

PNEU




PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM ←U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY


FMGS

HF 1 NORM INOP INOP
COM
CIDS NORM NORM NORM
CVR NORM INOP INOP

NORM INOP INOP
(auto + man)

FIRE

FCOM U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY
ELAC N°1 only N°1 + 2 N°1 + 2 (d)





ND 1 NORM INOP INOP
EIS

L/G
ABCU NORM NORM NORM

LIGHTS

PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY

NAV MMR N°1 only N°1 only N°1 only (e)
ISIS NORM NORM NORM

PNEU




FCOM ←U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY


FMGS

HF 1 NORM INOP INOP
COM
CIDS NORM NORM NORM
CVR NORM INOP INOP

NORM INOP INOP
(auto + man)

FIRE

FCOM U→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY
ELAC N°1 only N°1 + 2 N°1 + 2 (d)





ND 1 NORM INOP INOP
EIS

L/G
ABCU NORM NORM NORM

PROCEDURES
FCOM A321
OPERATING MANUAL

BAT ONLY

LIGHTS
IR N°1 only(f) N°1 only (f) N°1 only(f)

NAV
MMR N°1 only N°1 only N°1 only(f)
ISIS NORM NORM NORM

PNEU




PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC EMER GEN 1 LINE OFF

Ident.: PRO-ABN-24-00012550.0001001 / 25 FEB 14
Applicable to: ALL
L2 With the GEN 1 LINE pb-sw (on the EMER ELEC PWR panel) in the OFF position, the GEN 1 line
contactor is open and GEN 2 supplies the AC BUS 1 channel.
L1
Crew awareness.
L2 Set the GEN 1 LINE pb-sw to ON.
ELEC ESS BUSES ON BAT

Ident.: PRO-ABN-24-00012520.0002001 / 19 AUG 10
Applicable to: ALL
L2 DC ESS BUS is supplied by the batteries. AC ESS BUS is also supplied by the batteries, via the
STATIC INVERTER.
L1 LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
L2 Displayed, if the RAT is extended.
L2 ESS BUSES are supplied by the emergency generator
ELEC GEN 1(2) OR APU GEN OVERLOAD

Applicable to: ALL
GALY/CAB..................................................................................................................................... OFF

FCOM ← U to X → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC GEN 1(2) OR APU GEN OVERLOAD (Cont'd)

STATUS
INOP SYS
GALY/CAB
ELEC GEN 1(2) FAULT

Applicable to: ALL
GEN (AFFECTED).......................................................................................................OFF THEN ON

GEN (AFFECTED)..................................................................................................................OFF
L12
STATUS
INOP SYS
Note: If available, the APU may be started, and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
CAT 3 SINGLE ONLY CAT 3 DUAL
(1) (only if APU GEN is not online: In this case, all the galleys are shed)
ELEC GEN 1(2) OFF

Applicable to: ALL
L2 Turn the affected GEN ON, with the applicable pushbutton.

L1
Crew awareness.

FCOM ← X to Z → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC GEN 1(2) OFF (Cont'd)

STATUS
(1)
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
ELEC IDG 1(2) DISCONNECTED

(ON GROUND)
Applicable to: ALL
Ident.: PRO-ABN-24-D-00012488.0003001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-24-D-00012489.0012001 / 24 JAN 11
L12
STATUS
INOP SYS
Note: If available, the APU may be started, and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
(1) (only if APU GEN is not online: in this case, all the galleys are shed)

FCOM ← Z to AA 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC IDG 1(2) OIL LO PR/OVHT

Applicable to: ALL
Ident.: PRO-ABN-24-A-00012482.0001001 / 16 NOV 11
IDG (AFFECTED)..........................................................................................................................OFF
L2 If the associated engine is running, the IDG (integrated drive generator) must be disconnected from
the engine at, or above, idle to prevent damage to the disconnect mechanism.
Press the IDG pb-sw until the GEN FAULT light comes on. However, do not press for more than
3 s, to avoid damage to the disengage solenoid
The IDG FAULT light goes off, when the IDG is disconnected.
L12
STATUS
INOP SYS
Note: If available, the APU may be started and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
ELEC STAT INV FAULT

Ident.: PRO-ABN-24-00012549.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
ELEC TR 1(2) FAULT

Applicable to: ALL
Crew awareness.

FCOM AB to AD → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ELEC TR 1(2) FAULT (Cont'd)

Ident.: PRO-ABN-24-U-00012542.0001001 / 18 MAR 11
STATUS
TR 1(2)
CAT 3 DUAL

FCOM ← AD 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
COCKPIT DOOR FAULT

Ident.: PRO-ABN-25-00009968.0003001 / 17 MAR 11
Applicable to: ALL
This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is
indicated when the FAULT light on the center pedestal’s COCKPIT DOOR panel comes on.
In the case of a DC BUS 2 fault, no FAULT indication appears on the center pedestal’s COCKPIT
DOOR panel. The CDLS is not electrically-supplied, and is inoperative.
CKPT DOOR CONT panel .....................................................................................................CHECK
This panel is located on the overhead panel. It is used to identify the faulty CDLS item, and to verify
the status of the pressure sensors and the three electrical latches (referred to as strikes).
 If one or more electrical latches (strikes) are faulty:
The cockpit door is not intrusion-proof if two or more electrical latches are faulty.
The system may be recovered by performing the following steps:
Cockpit door.........................................................................................................................OPEN
COCKPIT DOOR sw.......................................................................................... SET to UNLOCK
After 30 s:
COCKPIT DOOR sw.............................................................................................. SET to NORM
 If two pressure sensors are faulty:
Automatic latch release is not available, in case of cockpit decompression.
 If no LED on the CKPT DOOR CONT panel is on:
The CDLS control unit is faulty, therefore, the cockpit door might unlock automatically. If it does
not, consider using the mechanical override system to unlock the door.

FCOM A 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
APU FIRE
Applicable to: ALL
Ident.: PRO-ABN-26-C-00012209.0002001 / 16 NOV 11
LAND ASAP
APU FIRE P/B............................................................................................................................ PUSH
L2 APU LP valve closes.
Aural warning stops.
APU FIRE pb-sw remains on, as long as a fire is detected.
L1 AGENT AFTER 10 S................................................................................................................ DISCH
L2 The 10 s delay allows the airflow to decrease, which increases the effect of the agent.
Automatic countdown on the ECAM.

L1 MASTER SW.................................................................................................................................OFF
L2 Do not attempt to restart the APU.
STATUS
INOP SYS
APU
CARGO SMOKE FWD (AFT) BTL SQUIB FAULT

Ident.: PRO-ABN-26-00012222.0005001 / 25 FEB 14
L2 Fire extinguishing capability is lost in the FWD (AFT) cargo compartment.

L1
Crew awareness.

PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FIRE

(IN FLIGHT)
Ident.: PRO-ABN-26-00012208.0003001 / 20 JAN 15
Applicable to: ALL
LAND ASAP
THR LEVER (AFFECTED)........................................................................................................... IDLE
ENG MASTER (AFFECTED)........................................................................................................ OFF
L2 LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED)..................................................................................................... PUSH
L2 Aural warning stops.
ENG FIRE pb remains on, as long as a fire is detected.

FADEC is no longer supplied.
L1 AGENT 1 AFTER 10 S............................................................................................................. DISCH
L2 The 10 s delay allows N1 to decrease, reducing nacelle ventilation, and thereby increasing the
effect of the agent.

Automatic countdown on the ECAM.
L1 ATC..........................................................................................................................................NOTIFY
L2 Notify ATC of the nature of the emergency, and state intentions
L1
 IF FIRE AFTER 30 S:
AGENT 2.............................................................................................................................DISCH
L2 Discharge the second agent, if the fire warning remains 30 s after the discharge of the first
agent.
L12
ENG 1(2) SHUTDOWN

Do not attempt to restart the engine.
For the ENG SHUTDOWN procedure, see the ENG section. (Refer to PRO-ABN-70 ENG 1(2)
SHUT DOWN).

FCOM C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FIRE

(ON GROUND)
Ident.: PRO-ABN-26-00012207.0004001 / 04 MAY 12
Applicable to: ALL
THR LEVERS............................................................................................................................... IDLE

L2 Full reverse may be used to stop the aircraft.
L1
 WHEN A/C IS STOPPED:
PARKING BRK......................................................................................................................... ON
ATC (VHF 1).....................................................................................................................NOTIFY
L2 Notify ATC of the nature of the emergency, and state intensions.
Only VHF 1 is available on batteries.
L1 CABIN CREW (PA)............................................................................................................ ALERT
ENG MASTER (AFFECTED)..................................................................................................OFF
L2 Associated LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED)...............................................................................................PUSH
L2 Aural warning stops.
ENG FIRE pushbutton remains on, as long as fire is detected.
FADEC is no longer supplied.
L1 AGENT 1+2.........................................................................................................................DISCH
EMER EVAC PROC...........................................................................................................APPLY
L2 Refer to PRO-ABN-80 EMERGENCY EVACUATION or Refer to QRH/ABN-80 EMERGENCY
EVACUATION
ENG 1(2)/APU FIRE DET FAULT

Applicable to: ALL
Ident.: PRO-ABN-26-B-00012204.0001001 / 25 FEB 14
L2 Loss of both fire detection loops.

L1
Crew awareness.

FCOM D to E → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2)/APU FIRE DET FAULT (Cont'd)

STATUS
INOP SYS
FIRE DET 1(2) or APU FIRE

DET
ENG 1(2)/APU FIRE LOOP A(B) FAULT

Applicable to: ALL
L2
No crew action required in flight.
STATUS
INOP SYS
ENG 1(2) LOOP A(B) or APU

LOOP A(B)

FCOM ← E to F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE FWD(AFT) CARGO SMOKE

Applicable to: ALL
Ident.: PRO-ABN-26-E-00012219.0091001 / 16 NOV 11
LAND ASAP
AFT ISOL VALVE (IF NOT AUTOMATICALLY CLOSED AND AFT AFFECTED)....................... OFF
CAB FANS.....................................................................................................................................OFF
 IF FWD (AFT) CRG CLOSED (displayed on ground only):
L2
Order the ground crew not to open the door of the affected cargo compartment, unless the
passengers have disembarked and fire services are present. Also ensure that the FWD(AFT)
cargo door is closed before discharging the extinguishing agent.
L1 AGENT................................................................................................................................ DISCH
L2 Note: Expect the SMOKE warning to remain after agent discharge, even if the smoke
source is extinguished. Gases from the smoke source are not evacuated, and smoke
detectors are also sensitive to the extinguishing agent.
L1
 ON GROUND BEFORE OPEN CRG DOORS:
PAX........................................................................................................................... DISEMBARK
L2 Note: If the warning has been displayed temporarily, and agent has not been discharged,
normal cargo ventilation may be recovered when ventilation is required for livestock
transportation:
C/B of CARGO VENT controller (S20 on 122VU, or C7 on 49VU, as installed) ...... PULL
then PUSH
STATUS
 BEFORE OPEN CRG DOORS (displayed on INOP SYS
ground only):
PAX........................................................ DISEMBARK AFT CRG VENT
AFT CRG HEAT  (If aft
affected)

FCOM G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE FWD(AFT) CRG BTL (1)(2  ) FAULT

Ident.: PRO-ABN-26-00012224.0013001 / 25 FEB 14
L2 If bottle 1 is lost, fire extinguishing capability is lost in the FWD(AFT) cargo compartment.
If bottle 2 is lost, agent concentration will not be ensured after fire extinguishing.
L1
Crew awareness.
SMOKE FWD(AFT) CRG DET FAULT

Applicable to: ALL
 IF NO LIVE STOCK:
AFT ISOL VALVE (IF AFT AFFECTED)................................................................................ OFF
STATUS
INOP SYS
FWD(AFT)
CRG DET
AVIONICS SMOKE
Ident.: PRO-ABN-26-00014922.0001001 / 07 MAY 13
Applicable to: ALL
L2 The description of this procedure is included in the SMOKE/FUMES/AVNCS SMOKE procedure.

(Refer to PRO-ABN-26 SMOKE/FUMES/AVNCS SMOKE)

FCOM H to J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE
VN-A611, VN-A612
Ident.: PRO-ABN-26-D-00012212.0004001 / 07 OCT 13
This procedure includes all the steps of the AVIONICS SMOKE ECAM procedure.
Apply this procedure when:
‐ The flight (cabin) crew suspect that smoke is coming from the avionics, and/or the air
conditioning, and/or the cabin equipment.
‐ Requested by the AVIONICS SMOKE ECAM procedure.
‐ There is a smell of smoke/fumes in the cockpit :
• If the smell is similar to that of orange peels, suspect a toxic leak of rain repellent fluid.
• If the smell is similar to that of pine needles, suspect a non-toxic leak.
If any other ECAM SMOKE alert triggers (CARGO, ...), the crew must first apply the ECAM
procedure, then consider applying this procedure.
Note that these ECAM alerts may be caused by another source, that should usually first be
detected by the flight crew/cabin crew/avionics smoke detectors.
The following explains the layout of this procedure:
‐ The procedure lines above the text boxes indicate the actions that the flight crew must
immediately perform, if smoke is detected (with or without ECAM activation and regardless of
the smoke source). These immediate actions correspond to the most common steps to be taken
in smoke cases. In all cases, the flight crew must also be prepared to immediately perform a
diversion. However, this diversion may be avoided if the smoke source is obvious, accessible
and extinguishable or confirmed isolated (after completion of the immediate actions).
‐ The text boxes indicate the actions that the flight crew must consider, if at any time during the
remainder of the procedure but always after the initial steps:
• Smoke/fumes become the greatest threat and removal of smoke/fumes is required, and/or
• The situation becomes critical and can no longer be controlled.
‐ The procedure lines below the text boxes indicate the actions that the flight crew must perform,
as soon as they suspect a source of smoke. The actions will depend on whether the smoke is
coming from the avionics, and/or air conditioning, and/or cabin equipment.
LAND ASAP
IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY:
If smoke is confirmed, the following procedure must be applied.

FCOM K→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)

 If required:
OXY MASK/GOGGLE.................................................................................... USE/100%/EMERG
Ensure crew communication is established. Avoid continuous use of the interphone to minimize
interference from the oxygen mask breathing noise.
Turn the emergency knob to remove condensation or smoke from the mask.
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
Avionics ventilation air is extracted overboard.
CAB FANS.....................................................................................................................................OFF
To prevent smoke from entering the cockpit and cabin.
GALY & CAB.................................................................................................................................OFF
SIGNS..............................................................................................................................................ON
CKPT/CABIN COM........................................................................................................... ESTABLISH
Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
 If smoke source immediately obvious, accessible, and extinguishable:
FAULTY EQPT............................................................................................................... ISOLATE
 If smoke source not immediately isolated:
DIVERSION..................................................................................................................... INITIATE
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).............................
.........................................................................................................................................INITIATE
 At ANY TIME of the remainder of the procedure, if smoke/fumes becomes the

GREATEST THREAT:
REMOVAL OF SMOKE/FUMES................................................................................CONSIDER
ELEC EMER CONFIG...............................................................................................CONSIDER
Refer to PRO ABN 26 SMOKE/FUMES/AVNCS SMOKE - ELEC EMER CONFIG
 At ANY TIME of the procedure, if situation becomes critical and can no longer be
controlled:
IMMEDIATE LANDING.............................................................................................. CONSIDER

FCOM ←K→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
Guidelines to determine smoke source:

‐ If smoke initially comes out of the ventilation outlets, the crew may suspect AIR COND SMOKE.
In addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory, avionics) will be
triggered. The displayed ECAM procedures must be applied.
‐ After an ENG or APU failure, smoke may come from the faulty item via the bleed system and
be perceived in the cockpit and/or cabin. In such a case, it will be recirculated throughout the
aircraft, until it completely disappears from the air conditioning system.
‐ If only the AVIONICS SMOKE warning is triggered, the crew may suspect avionics smoke.
‐ If the smoke is detected while an equipment is declared faulty, the crew may suspect that smoke
is coming from this equipment.
‐ Avionics or forward galley smoke may be smelt, or may enter in the cockpit before ECAM
warning activation.

PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-26-D-00012214.0007001 / 27 NOV 12
 IF AIR COND SMOKE SUSPECTED:

APU BLEED............................................................................................................................OFF
BLOWER and EXTRACT.....................................................................................................AUTO
Note: When both BLOWER and EXTRACT are in the OVRD position, a single pack may not
be able to maintain the cabin pressure.
CARGO AFT ISOL VALVE.....................................................................................................OFF
To prevent a cargo smoke warning from being triggered due to cabin smoke.
PACK 1................................................................................................................................... OFF
 If smoke continues:
PACK 1.............................................................................................................................. ON
PACK 2.............................................................................................................................OFF
 If smoke still continues:
PACK 2........................................................................................................................ON
Restore normal configuration if PACK 2 is not suspected to cause smoke
BLOWER and EXTRACT....................................................................................... OVRD
REMOVAL OF SMOKE/FUMES................................................................................. CONSIDER
 IF CAB EQUIPMENT SMOKE SUSPECTED:
EMER EXIT LIGHT............................................................................................................ON
COMMERCIAL..................................................................................................................OFF
SMOKE DISSIPATION............................................................................................... CHECK
FAULTY EQPT......................................................................................... SEARCH/ISOLATE
Once the cabin has been secured, try to find the smoke source and isolate it.
Cabin lights, reading lights, passenger systems, galleys have dedicated control C/B in the
cabin or cockpit.
 If smoke still continues or if faulty equipment confirmed isolated:
COMMERCIAL....................................................................................................... NORM
REMOVAL OF SMOKE/FUMES.......................................................................... CONSIDER
At any time of the procedure, consider applying the REMOVAL OF SMOKE/FUMES
procedure.

PROCEDURES
FCOM A321
OPERATING MANUAL

 IF SMOKE SOURCE CANNOT BE DETERMINED AND STILL CONTINUES OR

AVNCS/ELECTRICAL SMOKE SUSPECTED:
ELEC EMER CONFIG................................................................................................ CONSIDER
As a last attempt, the flight crew can set the electrical emergency configuration to possibly
isolate or minimize the smoke source.
 IF SMOKE disappears within 5 min:
NORMAL VENTILATION.............................................................................................. RESTORE

PROCEDURES
FCOM A321
OPERATING MANUAL

TO SET EMER ELEC CONFIG

EMER ELEC GEN 1 LIN.......................................................................................................... OFF
GEN 1 LINE contactor opens. GEN 1 remains running and supplies one fuel pump in each wing
tank. AC BUS 1 is supplied by GEN 2 through the bus tie contactor.
EMER ELEC PWR.............................................................................................................MAN ON
RAT is extended and the EMER GEN is connected to the aircraft network. Check emergency
generator parameters on the ELEC SD page (displayed automatically).
 WHEN EMER GEN AVAIL:
APU GEN............................................................................................................................ OFF
GEN 2................................................................................................................................. OFF
ELEC EMER CONFIG
Two different procedures can be displayed on the ECAM, depending on whether the
AVIONICS SMOKE ECAM caution is triggered or not before the flight crew sets the electrical
emergency configuration.
 If AVIONICS SMOKE is not triggered:
The ECAM displays the ELEC EMER CONFIG procedure described here: Refer to
PRO-ABN-24 ELEC EMER CONFIG.
The flight crew must apply the ECAM without performing the GEN 1+2 reset.
 AT 3 MIN OR 2000 FT BEFORE LDG:
Restore all generators only 3 min before landing or at 2 000 ft AAL to recover normal
braking, while minimizing possible reactivation of a smoke source.
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LINE...................................................................................... ON
ALL GEN................................................................................................................OFF
 If AVIONICS SMOKE is triggered:
The ECAM displays a specific ELEC EMER CONFIG procedure. The flight crew must
apply the following ECAM procedure.
MIN RAT SPEED.....................................................................................................140 KT

PROCEDURES
FCOM A321
OPERATING MANUAL
Note: The electrical configuration is the same as for loss of both generators (except
that one fuel pump in each wing tank remains supplied).
VHF 1/HF 1/ATC 1.......................................................................................................USE
Only VHF 1, HF 1 and ATC 1 are supplied in this configuration. Notify the ATC of the
nature of the emergency, and state intentions. If there is no contact with the ATC, switch
to code A7700, or transmit a distress message on one of the following frequencies: VHF
121.5 MHz, HF 2 182 kHz, or 8 364 kHz.
FAC 1......................................................................................................... OFF THEN ON
Rudder trim is recovered, despite the fact that no indication is available.
 3MN/2000 FT BEFORE LDG:
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LIN.........................................................................................ON
F/CTL ALTN LAW (PROT LOST)
Flight control normal laws and associated protections are lost. Only the load factor
limitation, and the high and low speed stability remain (ALTN law with reduced
protection).
MAX SPEED............................................................................................................320 KT
Note: The “EPR MODE FAULT N1 DEGRADED MODE” warning is triggered.

PROCEDURES
FCOM A321
OPERATING MANUAL

ECAM lower display is not available. STATUS SD page is displayed on the upper ECAM display, as
long as the STATUS pb is pressed.
L12
STATUS
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI Refer to PRO-ABN-24-ELEC
EMER CONFIG SYS
FOR LDG................................................... USE FLAPS 3 REMAINING-21-AIR
GPWS LDG FLAP 3.................................................... ON CONDITIONING/VENTILATION
APPR SPD..................................................VREF +10 KT /PRESSURIZATION ELEC
LDG DIST PROC...................................................APPLY EMER CONFIG SYS
ENG 1+2 APPR IDLE ONLY REMAINING (except for fuel
pumps).
ENG 1+2 N1 DEGRADED MODE
ALTN LAW: PROT LOST
CTR TK FUEL USABLE BY GRAVITY
CTR TK FUEL: 2T UNUSABLE
This message is triggered when the failure (or
combination of failures) affects the nominal aerodynamic
characteristics of the aircraft.
FMS PRED UNRELIABLE
Disregard FMS fuel predictions and refer to QRH/PER-B
Fuel Penalty Factors Tables in order to find the
applicable Fuel Penalty Factor.
SLATS/FLAPS SLOW
 After recovery of normal electrical supply, the
following STATUS will be displayed:
MAX SPEED................................................... 320 KT
APPR SPD........................................... VREF +10 KT
LDG DIST PROC............................................ APPLY
APPR PROC

PROCEDURES
FCOM A321
OPERATING MANUAL

 3 MN/2000 FT BEFORE LDG:
GEN 2....................................................................ON
EMER ELEC GEN 1 LINE.....................................ON
ALL GEN..............................................................OFF
ALTN LAW: PROT LOST

(1)
See
(2)
See
(1) Flight controls remain in alternate law, due to the loss of IR 2 and 3.
PRO-ABN-F/CTL DIRECT LAW).

FCOM ←K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE
This procedure includes all the steps of the AVIONICS SMOKE ECAM procedure.
Apply this procedure when:
‐ The flight (cabin) crew suspect that smoke is coming from the avionics, and/or the air
conditioning, and/or the cabin equipment.
‐ Requested by the AVIONICS SMOKE ECAM procedure.
‐ There is a smell of smoke/fumes in the cockpit :
• If the smell is similar to that of orange peels, suspect a toxic leak of rain repellent fluid.
• If the smell is similar to that of pine needles, suspect a non-toxic leak.
If any other ECAM SMOKE alert triggers (CARGO, ...), the crew must first apply the ECAM
procedure, then consider applying this procedure.
Note that these ECAM alerts may be caused by another source, that should usually first be
detected by the flight crew/cabin crew/avionics smoke detectors.
The following explains the layout of this procedure:
‐ The procedure lines above the text boxes indicate the actions that the flight crew must
immediately perform, if smoke is detected (with or without ECAM activation and regardless of
the smoke source). These immediate actions correspond to the most common steps to be taken
in smoke cases. In all cases, the flight crew must also be prepared to immediately perform a
diversion. However, this diversion may be avoided if the smoke source is obvious, accessible
and extinguishable or confirmed isolated (after completion of the immediate actions).
‐ The text boxes indicate the actions that the flight crew must consider, if at any time during the
remainder of the procedure but always after the initial steps:
• Smoke/fumes become the greatest threat and removal of smoke/fumes is required, and/or
• The situation becomes critical and can no longer be controlled.
‐ The procedure lines below the text boxes indicate the actions that the flight crew must perform,
as soon as they suspect a source of smoke. The actions will depend on whether the smoke is
coming from the avionics, and/or air conditioning, and/or cabin equipment.
LAND ASAP
IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY:
If smoke is confirmed, the following procedure must be applied.
 If required:
OXY MASK/GOGGLE.................................................................................... USE/100%/EMERG

FCOM K→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ensure crew communication is established. Avoid continuous use of the interphone to minimize
interference from the oxygen mask breathing noise.
Turn the emergency knob to remove condensation or smoke from the mask.
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
Avionics ventilation air is extracted overboard.
CAB FANS.....................................................................................................................................OFF
GALY & CAB.................................................................................................................................OFF
SIGNS..............................................................................................................................................ON
CKPT/CABIN COM........................................................................................................... ESTABLISH
Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
 If smoke source immediately obvious, accessible, and extinguishable:
FAULTY EQPT............................................................................................................... ISOLATE
 If smoke source not immediately isolated:
DIVERSION..................................................................................................................... INITIATE
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).............................
.........................................................................................................................................INITIATE
 At ANY TIME of the remainder of the procedure, if smoke/fumes becomes the

GREATEST THREAT:
REMOVAL OF SMOKE/FUMES................................................................................CONSIDER
ELEC EMER CONFIG...............................................................................................CONSIDER
Refer to PRO ABN 26 SMOKE/FUMES/AVNCS SMOKE - ELEC EMER CONFIG
 At ANY TIME of the procedure, if situation becomes critical and can no longer be
controlled:
Guidelines to determine smoke source:

‐ If smoke initially comes out of the ventilation outlets, the crew may suspect AIR COND SMOKE.
In addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory, avionics) will be
triggered. The displayed ECAM procedures must be applied.

PROCEDURES
FCOM A321
OPERATING MANUAL

‐ After an ENG or APU failure, smoke may come from the faulty item via the bleed system and
be perceived in the cockpit and/or cabin. In such a case, it will be recirculated throughout the
aircraft, until it completely disappears from the air conditioning system.
‐ If only the AVIONICS SMOKE warning is triggered, the crew may suspect avionics smoke.
‐ If the smoke is detected while an equipment is declared faulty, the crew may suspect that smoke
is coming from this equipment.
‐ Avionics or forward galley smoke may be smelt, or may enter in the cockpit before ECAM
warning activation.

PROCEDURES
FCOM A321
OPERATING MANUAL

 IF AIR COND SMOKE SUSPECTED:

APU BLEED............................................................................................................................OFF
BLOWER and EXTRACT.....................................................................................................AUTO
Note: When both BLOWER and EXTRACT are in the OVRD position, a single pack may not
be able to maintain the cabin pressure.
CARGO AFT ISOL VALVE.....................................................................................................OFF
To prevent a cargo smoke warning from being triggered due to cabin smoke.
PACK 1................................................................................................................................... OFF
PACK 1.............................................................................................................................. ON
PACK 2.............................................................................................................................OFF
 If smoke still continues:
PACK 2........................................................................................................................ON
Restore normal configuration if PACK 2 is not suspected to cause smoke
BLOWER and EXTRACT....................................................................................... OVRD
REMOVAL OF SMOKE/FUMES.................................................................................CONSIDER
 IF CAB EQUIPMENT SMOKE SUSPECTED:
EMER EXIT LIGHT............................................................................................................ON
COMMERCIAL..................................................................................................................OFF
SMOKE DISSIPATION............................................................................................... CHECK
FAULTY EQPT......................................................................................... SEARCH/ISOLATE
Once the cabin has been secured, try to find the smoke source and isolate it.
Cabin lights, reading lights, passenger systems, galleys have dedicated control C/B in the
cabin or cockpit.
 If smoke still continues or if faulty equipment confirmed isolated:
COMMERCIAL....................................................................................................... NORM
REMOVAL OF SMOKE/FUMES.......................................................................... CONSIDER
At any time of the procedure, consider applying the REMOVAL OF SMOKE/FUMES
procedure.

PROCEDURES
FCOM A321
OPERATING MANUAL

 IF SMOKE SOURCE CANNOT BE DETERMINED AND STILL CONTINUES OR

AVNCS/ELECTRICAL SMOKE SUSPECTED:
ELEC EMER CONFIG................................................................................................ CONSIDER
As a last attempt, the flight crew can set the electrical emergency configuration to possibly
isolate or minimize the smoke source.
 IF SMOKE disappears within 5 min:
NORMAL VENTILATION.............................................................................................. RESTORE

PROCEDURES
FCOM A321
OPERATING MANUAL

TO SET EMER ELEC CONFIG

EMER ELEC GEN 1 LIN.......................................................................................................... OFF
GEN 1 LINE contactor opens. GEN 1 remains running and supplies one fuel pump in each wing
tank. AC BUS 1 is supplied by GEN 2 through the bus tie contactor.
EMER ELEC PWR.............................................................................................................MAN ON
RAT is extended and the EMER GEN is connected to the aircraft network. Check emergency
generator parameters on the ELEC SD page (displayed automatically).
 WHEN EMER GEN AVAIL:
APU GEN............................................................................................................................OFF
GEN 2................................................................................................................................. OFF
ELEC EMER CONFIG
Two different procedures can be displayed on the ECAM, depending on whether the
AVIONICS SMOKE ECAM caution is triggered or not before the flight crew sets the electrical
emergency configuration.
 If AVIONICS SMOKE is not triggered:
The ECAM displays the ELEC EMER CONFIG procedure described here: Refer to
PRO-ABN-24 ELEC EMER CONFIG.
The flight crew must apply the ECAM without performing the GEN 1+2 reset.
 AT 3 MIN OR 2000 FT BEFORE LDG:
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LINE...................................................................................... ON
ALL GEN................................................................................................................OFF
 If AVIONICS SMOKE is triggered:
The ECAM displays a specific ELEC EMER CONFIG procedure. The flight crew must
apply the following ECAM procedure.
MIN RAT SPEED.....................................................................................................140 KT

PROCEDURES
FCOM A321
OPERATING MANUAL
Note: The electrical configuration is the same as for loss of both generators (except
that one fuel pump in each wing tank remains supplied).
VHF 1/HF 1/ATC 1.......................................................................................................USE
Only VHF 1, HF 1 and ATC 1 are supplied in this configuration. Notify the ATC of the
nature of the emergency, and state intentions. If there is no contact with the ATC, switch
to code A7700, or transmit a distress message on one of the following frequencies: VHF
121.5 MHz, HF 2 182 kHz, or 8 364 kHz.
FAC 1......................................................................................................... OFF THEN ON
Rudder trim is recovered, despite the fact that no indication is available.
 3MN/2000 FT BEFORE LDG:
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LIN.........................................................................................ON
F/CTL ALTN LAW (PROT LOST)
Flight control normal laws and associated protections are lost. Only the load factor
limitation, and the high and low speed stability remain (ALTN law with reduced
protection).
MAX SPEED............................................................................................................320 KT
Note: The “EPR MODE FAULT N1 DEGRADED MODE” warning is triggered.

PROCEDURES
FCOM A321
OPERATING MANUAL

ECAM lower display is not available. STATUS SD page is displayed on the upper ECAM display, as
long as the STATUS pb is pressed.
STATUS
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI Refer to PRO-ABN-24-ELEC
EMER CONFIG SYS
FOR LDG................................................... USE FLAPS 3 REMAINING-21-AIR
GPWS LDG FLAP 3.................................................... ON CONDITIONING/VENTILATION
APPR SPD..................................................VREF +10 KT /PRESSURIZATION ELEC
LDG DIST PROC...................................................APPLY EMER CONFIG SYS
ENG 1+2 APPR IDLE ONLY REMAINING (except for fuel
pumps).
ENG 1+2 N1 DEGRADED MODE
ALTN LAW: PROT LOST
CTR TK FUEL USABLE BY GRAVITY
CTR TK FUEL: 2T UNUSABLE
SLATS/FLAPS SLOW
 After recovery of normal electrical supply, the
following STATUS will be displayed:
MAX SPEED................................................... 320 KT
APPR SPD........................................... VREF +10 KT
APPR PROC
 3 MN/2000 FT BEFORE LDG:

GEN 2....................................................................ON
EMER ELEC GEN 1 LINE.....................................ON
ALL GEN..............................................................OFF
ALTN LAW: PROT LOST

(1)
See

PROCEDURES
FCOM A321
OPERATING MANUAL

(2)
See
(1) Flight controls remain in alternate law, due to the loss of IR 2 and 3.
PRO-ABN-F/CTL DIRECT LAW).

FCOM ←K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES
Ident.: PRO-ABN-26-00012218.0002001 / 23 DEC 14
Apply the REMOVAL OF SMOKE/FUMES paper procedure, if smoke/fumes become the greatest
threat when applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
EMER EXIT LIGHT.......................................................................................................................... on
 If fuel vapors:
CAB FANS................................................................................................................................ON
The recirculating air ventilates the air mixer bay and other fuselage area. This prevents fuel
vapors from accumulating and the risk of explosion. Passenger health is not affected.
PACK 1+2............................................................................................................................... OFF
 If no fuel vapors:
CAB FANS.............................................................................................................................. OFF
ECON FLOW.......................................................................................................................... OFF
To provide maximum airflow from the packs.
Do not shut down the air conditioning packs, and do not reduce ventilation in an attempt to
smother the fire.
Do not deploy oxygen masks, if fire is suspected in the cabin.
LDG ELEV........................................................................................................10000 FT/MEA-MORA
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).....................INITIATE
The most effective means of smoke removal is use of ram air. Therefore, descent is initiated to
FL 100 or the MEA-MORA, or the minimum obstacle clearance altitude, while the cabin altitude is
increased to 10 000 ft or the MEA-MORA.
The increase in cabin altitude also reduces, at least temporarily, the smoke concentration. Cabin
depressurization starts, when descent is initiated.
ATC..........................................................................................................................................NOTIFY
SMOKE/FUMES/AVNCS SMOKE PROC..........................................................................CONTINUE
While descending, continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE
procedure depending on the suspected smoke source.
 At FL100, or MEA-MORA:
APU MASTER SW (if in ELEC EMER CONFIG).....................................................................ON

FCOM L→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES (Cont'd)

In electrical emergency configuration, when the APU MASTER pb-sw is ON, the battery
contactors will automatically close for a maximum of 3 min. This will enable the flight crew to
manually control the outflow valve that is powered by the DC BAT BUS.
PACKS 1+2.............................................................................................................................OFF
In electrical emergency configuration, the PACK 2 flow control valve cannot close because it is
not electrically supplied. Therefore PACK 2 remains operative even when PACK 2 pb is set to
OFF.
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................. FULL UP
RAM AIR...................................................................................................................................ON
At FL 100, or MEA-MORA, or minimum obstacle clearance altitude, it is possible to open the
RAM AIR valve when ΔP is 1 PSI or below. Opening the RAM AIR enables flying with both
packs OFF.
APU MASTER SW..................................................................................................................OFF
 If smoke persists, open CKPT window:
If there is smoke in the cockpit, open the cockpit (CKPT) window to evacuate the smoke.
MAX SPEED................................................................................................................200 KT
COCKPIT DOOR...........................................................................................................OPEN
HEADSETS........................................................................................................................ ON
PM COCKPIT WINDOW............................................................................................... OPEN
 When window is open:
NON-AFFECTED PACK(s)..........................................................................................ON
VISUAL WARNINGS (noisy CKPT).................................................................MONITOR
Due to the increased noise level, pay particular attention to visual warnings.
SMOKE/FUMES/AVNCS SMOKE PROC...................................................... CONTINUE
Continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE paper

FCOM ←L→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES
Ident.: PRO-ABN-26-00012218.0004001 / 23 DEC 14
Apply the REMOVAL OF SMOKE/FUMES paper procedure, if smoke/fumes become the greatest
threat when applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
EMER EXIT LIGHT......................................................................................................................... ON
 If fuel vapors:
CAB FANS................................................................................................................................ON
The recirculating air ventilates the air mixer bay and other fuselage area. This prevents fuel
vapors from accumulating and the risk of explosion. Passenger health is not affected.
PACK 1+2............................................................................................................................... OFF
 If no fuel vapors:
CAB FANS.............................................................................................................................. OFF
ECON FLOW.......................................................................................................................... OFF
To provide maximum airflow from the packs.
Do not shut down the air conditioning packs, and do not reduce ventilation in an attempt to
smother the fire.
Do not deploy oxygen masks, if fire is suspected in the cabin.
LDG ELEV........................................................................................................10000 FT/MEA-MORA
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).....................INITIATE
The most effective means of smoke removal is use of ram air. Therefore, descent is initiated to
FL 100 or the MEA-MORA, or the minimum obstacle clearance altitude, while the cabin altitude is
increased to 10 000 ft or the MEA-MORA.
The increase in cabin altitude also reduces, at least temporarily, the smoke concentration. Cabin
depressurization starts, when descent is initiated.
ATC..........................................................................................................................................NOTIFY
SMOKE/FUMES/AVNCS SMOKE PROC..........................................................................CONTINUE
While descending, continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE
 At FL100, or MEA-MORA:
APU MASTER SW (if in ELEC EMER CONFIG).....................................................................ON

FCOM ←L→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES (Cont'd)

In electrical emergency configuration, when the APU MASTER pb-sw is ON, the battery
contactors will automatically close for a maximum of 3 min. This will enable the flight crew to
manually control the outflow valve that is powered by the DC BAT BUS.
PACKS 1+2.............................................................................................................................OFF
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................. FULL UP
RAM AIR...................................................................................................................................ON
At FL 100, or MEA-MORA, or minimum obstacle clearance altitude, it is possible to open the
RAM AIR valve when ΔP is 1 PSI or below. Opening the RAM AIR enables flying with both
packs OFF.
APU MASTER SW..................................................................................................................OFF
 If smoke persists, open CKPT window:
If there is smoke in the cockpit, open the cockpit (CKPT) window to evacuate the smoke.
MAX SPEED................................................................................................................200 KT
COCKPIT DOOR...........................................................................................................OPEN
HEADSETS........................................................................................................................ ON
PM COCKPIT WINDOW............................................................................................... OPEN
 When window is open:
NON-AFFECTED PACK(s)..........................................................................................ON
VISUAL WARNINGS (noisy CKPT).................................................................MONITOR
SMOKE/FUMES/AVNCS SMOKE PROC...................................................... CONTINUE
Continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE paper

FCOM ←L 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE/FIRE FROM LITHIUM BATTERY

Ident.: PRO-ABN-26-00016024.0001001 / 23 DEC 14
Applicable to: ALL
If necessary, transfer control to the flight crew member seated on the opposite side of the fire
CKPT/CAB COM...............................................................................................................ESTABLISH
STORAGE AFTER Li BAT FIRE cabin procedure.......................................... REQUEST INITIATION
 If there are flames:
CREW OXY MASK (PF)........................................................................................................ USE
SMOKE HOOD (PM).............................................................................................................. USE
HALON EXTINGUISHER........................................................................................................USE
 If there are no flames or when flames are extinguished:
 If not possible to remove device from the cockpit:
WATER or NON-ALCOHOLIC LIQUID....................................................POUR ON DEVICE
DEVICE...................................................................................................................MONITOR
 If possible to remove device from the cockpit:
DEVICE..............................................................................................TRANSFER TO CABIN
 AT ANY TIME of the procedure, if SMOKE becomes the GREATEST THREAT:

SMOKE/FUMES REMOVAL procedure.................................................................... CONSIDER
 AT ANY TIME of the procedure, if situation becomes UNMANAGEABLE:

SMOKE DET FAULT

Applicable to: ALL
Ident.: PRO-ABN-26-G-00012225.0038001 / 17 MAR 11
 IF NO LIVE STOCK:
AFT ISOL VALVE................................................................................................................... OFF
PAX SYS  ............................................................................................................................... OFF

FCOM M to N → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SMOKE DET FAULT (Cont'd)

Ident.: PRO-ABN-26-G-00012226.0011001 / 01 APR 11
STATUS
INOP SYS
SMOKE DET
SMOKE LAVATORY DET FAULT

Applicable to: ALL
L2 Toilet smoke detection is lost.

L1
Crew awareness.
STATUS
INOP SYS
LAV DET
SMOKE LAVATORY SMOKE

Ident.: PRO-ABN-26-00012227.0007001 / 18 AUG 10
Applicable to: ALL
L2 Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
Consider applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
L1 CKPT/CAB COM...............................................................................................................ESTABLISH

FCOM ← N to P 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
CONFIG L (R) SIDESTICK FAULT

BY TAKE OVER
Ident.: PRO-ABN-27-00011772.0001001 / 18 AUG 10
Applicable to: ALL
L2 The warning is triggered, when on the ground, if either stick is inoperative (takeover pushbutton
pressed more than 30 s).
L1 L (R) TAKEOVER .............................................................................................................. DEPRESS
L2 The affected stick becomes operative.
CONFIG PITCH TRIM NOT IN T.O RANGE

Ident.: PRO-ABN-27-00011773.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
CONFIG RUD TRIM NOT IN T.O RANGE

Ident.: PRO-ABN-27-00011776.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
CONFIG SLATS (FLAPS) NOT IN T.O CONFIG

Ident.: PRO-ABN-27-00011758.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
Config SPD BRK NOT RETRACTED

Ident.: PRO-ABN-27-00011766.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

FCOM A to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL AIL SERVO FAULT

Ident.: PRO-ABN-27-00011781.0001001 / 25 FEB 14
Applicable to: ALL
L2 LAF is degraded (A320 only).

L1
Crew awareness.
F/CTL ALTN LAW

Applicable to: ALL
L2 Refer to PRO-SUP-27-10 General for flight characteristics.

With autopilot engaged the FMGC (AP mode) controls the aircraft.
L1 (PROT LOST)
L2 All protections, except maneuver protections, are lost. Depending on the failure, static stability may
be introduced.
L1 Note: In case of GPWS (EGPWS  ) alerts, since protections are lost, respect stall warnings
when applying the GPWS (EGPWS  ) procedure.
MAX SPEED.............................................................................................................................320 KT
L2 (320/.77 if dual hydraulic system low pressure). Speed is limited to 320 /.82 or 320/.77 for dual
hydraulic failure, due to the loss of high-speed protection.
L1 SPD BRK (IF L OR R ELEVATOR FAULT) .................................................................DO NOT USE

FCOM F to G → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ALTN LAW (Cont'd)

Ident.: PRO-ABN-27-K-00011775.0006001 / 11 MAY 12
L12
STATUS
(320/.77, if dual hydraulic system low pressure).
F/CTL PROT
SPD BRK (IF L OR R ELEVATOR FAULT)....... DO NOT USE
APPR PROC
FOR LDG......................................................USE FLAP 3

This line is replaced by “FOR LDG : USE FLAP 3” when
GPWS LDG FLAP 3 ................................................... ON
APPR SPD ........................................................VREF+10
LDG DIST PROC ..................................................APPLY
• If no AP engaged:
At landing gear extension, control reverts to direct law
in pitch, as well as in roll. Refer to PRO-ABN-27-F/CTL
DIRECT LAW
• If AP engaged:
WHEN L/G DN AND AP OFF: DIRECT LAW
If the autopilot is disengaged:
‐ Before landing gear extension, flight control alternate law
is active.
‐ After landing gear extension, flight control direct law is
active. Refer to PRO-ABN-27-F/CTL DIRECT LAW
ALTN LAW: PROT LOST

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL DIRECT LAW

Applicable to: ALL
Ident.: PRO-ABN-27-J-00011770.0001001 / 14 NOV 11
L2 PFD displays « USE MAN PITCH TRIM » in amber. Refer to PRO-SUP-27-50 Aircraft Trimming
L1 (PROT LOST)
L2 Note: In case of GPWS ( EGPWS  ) alerts, since protections are lost, respect stall warning
when applying the GPWS (EGPWS  ) procedure.
L1 MAX SPEED.............................................................................................................................320/.77
L2 Speed is limited, due to the loss of high-speed protection. Do not exceed M 0.77, so as not to
degrade handling qualities.

L1 MAN PITCH TRIM (EXCEPT IF HYD Y + G SYS LO PR).......................................................... USE
L2 Automatic trim is inoperative in direct law.
L1 MANEUVER WITH CARE
L2 Use small control inputs at high speed, since in direct law the controls are powerful. Use of manual
thrust is recommended. Avoid large thrust changes.

L1 USE SPD BRK WITH CARE
L2 At high Mach numbers, use speed brakes with care to avoid too strong nose up changes.

FCOM H→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL DIRECT LAW (Cont'd)

L12
STATUS
MAX SPEED................................................................ 320/.77 INOP SYS
MANEUVER WITH CARE
USE SPD BRK WITH CARE F/CTL PROT
APPR PROC
FOR LDG................................................... USE FLAPS 3

GPWS LDG FLAP 3.................................................... ON
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
DIRECT LAW

FCOM ←H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1(2) FAULT

(ONE COMPUTER FAILED)
VN-A611, VN-A612
Ident.: PRO-ABN-27-F-00011759.0006001 / 01 DEC 14
ELAC (AFFECTED)..................................................................................................... OFF THEN ON

L2 Note: 1. In some sidestick transducer failure cases, ELAC 1(2) FAULT is triggered without the
procedure, and FAULT It on associated pb does not come on.
2. If the ELAC 1 computer is reset on ground the pitch trim returns to the ground setting
position (0 °).
L1
ELAC (AFFECTED)................................................................................................................ OFF
L2 Functions are performed by the other ELAC. LAF is degraded (A320 with LAF only)
FMS PRED UNRELIABLE
L12
STATUS
(1) ELAC 1(2)
See CAT 3 DUAL
FMS PRED UNRELIABLE
(2)
See
(1)
This message is triggered when the failure (or combination of failures) affects the nominal

FCOM I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1(2) FAULT

(ONE COMPUTER FAILED)
Ident.: PRO-ABN-27-F-00011759.0002001 / 01 DEC 14
ELAC (AFFECTED)..................................................................................................... OFF THEN ON

L2 Note: 1. In some sidestick transducer failure cases, ELAC 1(2) FAULT is triggered without the
procedure, and FAULT It on associated pb does not come on.
2. If the ELAC 1 computer is reset on ground the pitch trim returns to the ground setting
position (0 °).
L1
ELAC (AFFECTED)................................................................................................................ OFF
L2 Functions are performed by the other ELAC. LAF is degraded (A320 with LAF only)
STATUS
ELAC 1(2)
CAT 3 DUAL

FCOM I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT

(BOTH COMPUTERS FAILED)
VN-A611, VN-A612
ELAC 1........................................................................................................................ OFF THEN ON

L2 Note: If the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 °).
L1 ELAC 2........................................................................................................................ OFF THEN ON
 If both ELAC FAULT remain:
ELAC 1....................................................................................................................................OFF
ELAC 2....................................................................................................................................OFF
F/CTL ALTN LAW

(PROT LOST)
L2 Pitch and roll normal laws are lost: Refer to PRO-ABN-27 F/CTL ALTN LAW. THS motor 1 and
both ailerons are lost. LAF is degraded and uses spoilers only (A320 only).
L1 MAX SPEED...................................................................................................................... 320 KT
FMS PRED UNRELIABLE

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT (Cont'd)

L12
STATUS

L+R AIL
ELAC 1+2
FOR LDG......................................................USE FLAP 3 AP 1+2
Do not select CONF FULL, so as not to degrade handling CAT 2
qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3
APPR SPD................................................... VREF+10 KT
ALTN LAW: PROT LOST

WHEN L/G DOWN: DIRECT LAW
(1)
See
(2)
See
FMS PRED UNRELIABLE
(3)
See
PRO-ABN-27 F/CTL DIRECT LAW).

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT

ELAC 1........................................................................................................................ OFF THEN ON

L2 Note: If the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 °).
L1 ELAC 2........................................................................................................................ OFF THEN ON
 If both ELAC FAULT remain:
ELAC 1....................................................................................................................................OFF
ELAC 2....................................................................................................................................OFF
F/CTL ALTN LAW

(PROT LOST)
L2 Pitch and roll normal laws are lost: Refer to PRO-ABN-27 F/CTL ALTN LAW. THS motor 1 and
both ailerons are lost. LAF is degraded and uses spoilers only (A320 only).
L1 MAX SPEED...................................................................................................................... 320 KT

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT (Cont'd)

Ident.: PRO-ABN-27-G-00011762.0003001 / 11 MAY 12
L12
STATUS

L+R AIL
ELAC 1+2
FOR LDG......................................................USE FLAP 3 AP 1+2
Do not select CONF FULL, so as not to degrade handling CAT 2
qualities.
GPWS LDG FLAP 3.................................................... ON
APPR SPD................................................... VREF+10 KT
ALTN LAW: PROT LOST

WHEN L/G DOWN: DIRECT LAW
(1)
See
F/CTL ELAC 1 (2) PITCH FAULT

Applicable to: ALL
L2 Pitch function is achieved by the other ELAC.

L1
Crew awareness.

FCOM ← J to K → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL ELAC 1 (2) PITCH FAULT (Cont'd)

STATUS
(1)
ELAC PITCH
CAT 3 DUAL
(1) (If ELAC 1 and 2 PITCH FAULT)
F/CTL ELEV SERVO FAULT

Applicable to: ALL
L2 The remaining servojack controls the elevator.

L1
Crew awareness.
CAUTION Do not use speedbrakes above 350 kt/M 0.82 (VMO/MMO).
STATUS
CAT 3 DUAL
F/CTL FCDC 1 (2) FAULT

Applicable to: ALL
Crew awareness.

FCOM ← K to M → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FCDC 1 (2) FAULT (Cont'd)

STATUS
INOP SYS
FCDC 1(2)
F/CTL FCDC 1+2 FAULT

Applicable to: ALL
Ident.: PRO-ABN-27-M-00011779.0001001 / 18 AUG 10
MONITOR F/CTL OVHD PNL

L2 F/CTL data on ECAM is lost.
Control laws remains normal.

Note: When both FCDCs fails:
‐ F/CTL warning are not available on the ECAM.
‐ Stall warning may be triggered as in alternate or direct law (it may occur at speeds
greater than Vα max).
‐ Bank and pitch limits are no longer displayed on the PFD.
‐ Vα prot, Vα max are lost on the PFD.
‐ Vsw, displayed on the PFD, corresponds to the stall warning of the alternate or direct
law.
STATUS
F/CTL INDICATIONS LOST INOP SYS
FCDC 1 + 2

FCOM ← M to N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAP ATTACH SENSOR

Ident.: PRO-ABN-27-00011757.0001001 / 25 FEB 14
Applicable to: ALL
L2 Failure of flap attachment failure detection sensor.

L1
Crew awareness.
F/CTL FLAP LVR NOT ZERO

Ident.: PRO-ABN-27-00011809.0004001 / 18 AUG 10
Applicable to: ALL
L2 The flap lever is not in the zero position, and the aircraft is above 22 000 ft.
L1
Crew awareness.
F/CTL FLAP SYS 1(2) FAULT

VN-A611, VN-A612
Crew awareness.
L12
STATUS
APPR PROC
 In case of FLAP SYS 1 FAULT:

GPWS FLAP MODE............................................ OFF
Flap position signal to GPWS is lost.
ENG 1(2) APPR IDLE ONLY

FLAPS SLOW

FCOM O to Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAP SYS 1(2) FAULT

 If FLAP sys 1 fault:

GPWS FLAP MODE...............................................................................................................OFF
STATUS
ENG 1(2) APPR IDLE ONLY
FLAPS SLOW
F/CTL FLAPS FAULT/LOCKED

VN-A611, VN-A612
 If flaps locked:
WING TIP BRK ON OR ALIGNMENT FAULT
MAX SPEED............................... REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Limit speed to the VFE corresponding to the next flap position
L1
 If flaps not locked:
FLAPS LEVER.............................................................................................................. RECYCLE
L2 Return to the previous selection, then back to the desired position.
L1
 If flaps extended:
FMS PRED UNRELIABLE
L2
 If unsuccessful:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed .
The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal configurations,
its behavior can be less than optimum and must be monitored.

FCOM Q to R → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAPS FAULT/LOCKED (Cont'd)

L12
STATUS
APPR PROC INOP SYS
FLAPS
FOR LDG (IF FLAPS ≤ 3)............................ USE FLAP 3 (1)
AP 1+2
This line is replaced by “FOR LDG : USE FLAP 3” when A/THR
(1)
CONF 3 is selected, as a reminder (1)
Moreover, both FDs are lost
FLAPS (IF FLAPS>3)......................... KEEP CONF FULL CAT 2
(1)
GPWS FLAP MODE (IF FLAPS < 3)......................... OFF
GPWS LDG FLAP 3 (IF FLAPS ≥ 3)........................... ON
APPR SPD........................................................... REFER
TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
ENG 1 APPR IDLE ONLY (Only in case of FLAPS FAULT)

(2)
See
FMS PRED UNRELIABLE
(3)
See
(1)
(If both flap channels fault.)

FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAPS FAULT/LOCKED

 If flaps locked:
WING TIP BRK ON OR ALIGNMENT FAULT
MAX SPEED........................ REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Limit speed to the VFE corresponding to the next flap position
L1 FLAPS LEVER (IF FLAPS NOT LOCKED).................................................................. RECYCLE
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed .
The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal configurations,
its behavior can be less than optimum and must be monitored.
Ident.: PRO-ABN-27-A-00011745.0008001 / 11 MAY 12
L12
STATUS
APPR PROC INOP SYS
FLAPS
FOR LDG (IF FLAPS ≤ 3)............................ USE FLAP 3 (1)
AP 1+2
(1)
CONF 3 is selected, as a reminder (1)
FLAPS (IF FLAPS>3)......................... KEEP CONF FULL CAT 2
(1)
GPWS FLAP MODE (IF FLAPS < 3)......................... OFF
GPWS LDG FLAP 3 (IF FLAPS ≥ 3)........................... ON
APPR SPD........................................................... REFER

INCREASED FUEL CONSUMP (Refer to PRO-ABN-27
F/CTL FLAPS/SLATS FAULT/LOCKED)
(1)
(If both flap channels fault.)

FCOM R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAPS/SLATS FAULT/LOCKED

Ident.: PRO-ABN-27-00011748.0007001 / 28 FEB 14
VN-A612
MAX SPEED
Flaps
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats
230 kt
S=1
190 kt
1<S≤3 215 kt 215 kt 195 kt
S>3 190 kt 190 kt 190 kt 190 kt
(1) Slats/Flaps position displayed on the upper ECAM display.
APPR SPD
Flaps(1)
F=0 0 < F <1 1≤F<2 2≤F<3 F≥3
Slats(1)
VREF +60 (Appr)
(FLAPS > 3
S=0 VREF +50
VREF +30 VREF +25 not allowed)
(Touch Down)
VREF +25
0<S<1 VREF +45
1≤S≤3 VREF + 30 VREF +15 VREF +10 VREF +10
S>3 VREF + 30 VREF +15 VREF +10 VREF +5
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased.
Refer to the fuel flow indication.
As a guideline, determine the fuel consumption in clean configuration, at the same
altitude without airspeed limitation (e.g. from ALTERNATE FLIGHT PLANNING
tables, Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA), and
multiply this result by the applicable Fuel Penalty Factor provided in the QRH Refer
to QRH/PER-B Fuel Penalty Factors Tables to obtain the fuel penalty required to
reach the destination in the current configuration.

FCOM S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL FLAPS/SLATS FAULT/LOCKED

Ident.: PRO-ABN-27-00011748.0041001 / 28 FEB 14
MAX SPEED
Flaps (1)
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats(1)
235 kt
S=1
190 kt
1<S≤3 215 kt 215 kt 195 kt
S>3 190 kt 190 kt 190 kt 190 kt
APPR SPD
Flaps (1)
F=0 0 < F <1 1≤F<2 2≤F<3 F≥3
Slats(1)
VREF +60 (Appr) (FLAPS > 3
S=0
VREF +50 (Touch Down) VREF +30 VREF +25 not allowed)
0<S<1 VREF +45 VREF +25
1≤S≤3 VREF + 30 VREF +15 VREF +10 VREF +10
S>3 VREF + 30 VREF +15 VREF +10 VREF +5
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased.
Refer to the fuel flow indication.
As a guideline, determine the fuel consumption in clean configuration, at the same
altitude without airspeed limitation (e.g. from ALTERNATE FLIGHT PLANNING
tables, Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA), and
multiply this result by the applicable Fuel Penalty Factor provided in the QRH Refer
to QRH/PER-B Fuel Penalty Factors Tables to obtain the fuel penalty required to
reach the destination in the current configuration.

FCOM ←S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL GND SPLR 5 FAULT

VN-A611, VN-A612
Ident.: PRO-ABN-27-Z-00014252.0001001 / 30 MAR 12
L2 Loss of ground spoiler function in SEC 2.

L1
Crew awareness.
Ident.: PRO-ABN-27-Z-00014253.0001001 / 23 MAY 12
L12
STATUS
.
GND SPLR 5
F/CTL GND SPLR / 1+2 / 3+4 / FAULT

Applicable to: ALL
Crew awareness.
L2
 GND SPLR FAULT:
Loss of ground spoiler function in SEC 1+3, or 1+2, or 2+3, or 1+2+3.
If ground spoiler function is lost in SEC (1+2) or (1+3), one reverser is inoperative.
If ground spoiler function is lost in SEC (1+2+3), both reversers are inoperative.
In any case, the autobrake function is lost.
 GND SPLR 1+2(3+4) FAULT:
Loss of ground spoiler function in SEC 3 (or 1).

FCOM T to U → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL GND SPLR / 1+2 / 3+4 / FAULT (Cont'd)

STATUS
GND SPLR (affected)
F/CTL GND SPLR NOT ARMED

Ident.: PRO-ABN-27-00014251.0001001 / 25 FEB 14
VN-A611, VN-A612
L2 Ground spoilers are not armed before landing.

L1
Crew awareness.
F/CTL L (R) AIL FAULT

VN-A611, VN-A612
L2 LAF is degraded and uses spoilers only (A320 only).

L1
Crew awareness.
FMS PRED UNRELIABLE

FCOM ← U to W → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL L (R) AIL FAULT (Cont'd)

L12
STATUS
FUEL CONSUMPT INCRSD INOP SYS
(1)
See
L (R) AIL
FMS PRED UNRELIABLE
(2)
See
(1)
(2)
Disregard FMS fuel predictions and refer to QRH/PER-B Fuel Penalty Factors Tables in order to
F/CTL L (R) AIL FAULT

L2 LAF is degraded and uses spoilers only (A320 only).

L1
Crew awareness.
L12
STATUS
INOP SYS
L (R) AIL
Note: With one or both aileron fault(s), fuel consumption is increased.

Disregard FMS predictions and refer to QRH/PER-B Fuel Penalty Factors Tables in
order to find the applicable Fuel Penalty Factor.

FCOM ←W 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL L (R) ELEV FAULT

Applicable to: ALL
Ident.: PRO-ABN-27-Q-00011788.0001001 / 05 MAR 13
F/CTL ALTN LAW

(PROT LOST)
L2 Note: If the L(R) elevator fails, the ELACs loose pitch control through the elevator. Therefore,
the SECs control pitch in alternate law. This is not the case, if the right elevator is lost, due
to the failure of B+Y hydraulic circuits. Pitch normal law remains active in ELAC.
L1 MAX SPEED.............................................................................................................................320 KT
L2 Speed is limited, due to the loss of high-speed protection.
L1 SPD BRK.......................................................................................................................DO NOT USE

FCOM X→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL L (R) ELEV FAULT (Cont'd)

L12
STATUS
SPD BRK...........................................................DO NOT USE
F/CTL PROT
APPR PROC L (R) ELEV
ELAC PITCH
AP 1+2
FOR LDG......................................................USE FLAP 3 CAT 2
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when flaps in CONF 3.
APPR SPD................................................... VREF+10 KT
ALTN LAW: PROT LOST

(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll.Refer to
PRO_ABN_27_F/CTL DIRECT LAW.
F/CTL L+R ELEV FAULT

Applicable to: ALL
MAX SPEED.............................................................................................................................320/.77
L2 Due to loss of high speed protections.
L1 MAN PITCH TRIM........................................................................................................................ USE
L2 Only manual trim is available for pitch control.
L2 Do not use speed brakes, because it is difficult to control the induced pitch moment with manual
pitch trim only.


FCOM ← X to Y → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL L+R ELEV FAULT (Cont'd)

Ident.: PRO-ABN-27-O-00011785.0026001 / 11 MAY 12
L12
STATUS
SPD BRK...........................................................DO NOT USE
L+R ELEV
APPR PROC ELAC PITCH
LAF (A320 with LAF only)
AP 1+2
FOR LDG......................................................USE FLAP 3 CAT 2
CONF 3 is selected, as a reminder
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3.
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
PITCH MECH BACK UP

ROLL DIRECT LAW
F/CTL L(R) SIDESTICK FAULT

VN-A611, VN-A612
Ident.: PRO-ABN-27-Y-00011756.0001001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-27-Y-00014250.0001001 / 30 MAR 12
STATUS
INOP SYS
L(R) SIDESTICK

FCOM ← Y to Z 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL L(R) SIDESTICK FAULT

Ident.: PRO-ABN-27-Y-00011756.0001001 / 25 FEB 14
Crew awareness.
F/CTL PITCH TRIM/MCDU/CG DISAGREE

Ident.: PRO-ABN-27-00014254.0030001 / 30 MAR 12
Applicable to: VN-A611, VN-A612
L2 The system detects that any of the following disagree:

‐ The real pitch trim value,
‐ The pitch trim value calculated by the FAC, based on the CG,
‐ The pitch trim value entered in the MCDU.
L1
Crew awareness.
F/CTL PITCH TRIM/MCDU/CG DISAGREE

Ident.: PRO-ABN-27-00014254.0032001 / 09 MAR 15
L2 The system detects that the real pitch trim value and the pitch trim value entered in the MCDU
disagree.
L1
Crew awareness.

FCOM Z to AA 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SEC 1 (2) (3) FAULT

Applicable to: ALL
SEC (AFFECTED)....................................................................................................... OFF THEN ON

SEC (AFFECTED).................................................................................................................. OFF
L2 Associated spoilers are lost. If SEC 1 or 2 fails, LAF is degraded (A320 with LAF only).
If all spoilers are inoperative (3 SECs failed), roll direct law and pitch alternate law become
active.
L1 SPD BRK (IF SEC 1 AFFECTED)..........................................................................DO NOT USE
L2 VLS would not be corrected, if speed brakes 2 extend (no speed brake position sent to FACs).
L1
 If SEC 1 + 2 + 3 fail.
F/CTL ALTN LAW

(PROT LOST)

FCOM AB → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SEC 1 (2) (3) FAULT (Cont'd)

Ident.: PRO-ABN-27-I-00011769.0010001 / 21 JAN 14
L12
STATUS
SPD BRK...........................................................DO NOT USE INOP SYS
(If SEC 1 is affected.) (1)
F/CTL PROT
 If SEC 1 + 2 + 3 fail: SPLR (associated)
FOR LDG............................................... USE FLAP 3 SEC (affected)
APPR SPD........................................... VREF + 10KT REVERSER 1(2)
(2)
(3)
LDG DIST PROC...................................................APPLY AUTO BRK
• (If SEC 1 + 2 + 3 fail).

ALTN LAW: PROT LOST
• If no AP engaged
and
SEC 1 + 2 + 3 fail.
If SEC 1 + 2 + 3 fail. In such a case, the LGCIU
information can no longer be sent to the ELAC. For the
activation of DIRECT law, the ELAC uses the condition
“slats and flaps in CONF 2”, instead of “landing gear
down”.
• If AP engaged
and
SEC 1 + 2 + 3 fail.
WHEN L/G DN AND AP OFF: DIRECT LAW
If SEC 1 + 2 + 3 fail. In such a case, the LGCIU
information can no longer be sent to the ELAC. For the
activation of DIRECT law, the ELAC uses the condition
“slats and flaps in CONF 2”, instead of “landing gear
down”.
(1) (If SEC 1 + 2 + 3 fail)
(2) (If SEC 1 + 2 fail, reverser 1 is not available for landing. If SEC 1 + 3 fail, reverser 2 is not
available for landing)
(3) (If at least 2 SECs fail)

FCOM ← AB 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SIDESTICK PRIORITY

Ident.: PRO-ABN-27-00011803.0001001 / 14 NOV 11
Applicable to: ALL
L2 A failure is detected in the sidestick priority logic circuit.

L1 CHECK PRIORITY LOGIC
L2 Check the integrity of flight control priority, as follows (not displayed on ECAM) :
L1 ELAC 1........................................................................................................................ OFF THEN ON
L2 Note: When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 °).
L1 ELAC 2........................................................................................................................ OFF THEN ON
L2
 If the warning disappears:
CAPT TAKE OVER pb..................................................................... PRESS (at least 3 seconds)
Check that the :
‐ Aural “priority left” message is activated.
‐ F/O red arrow light is on.
CAPT TAKE OVER pb..................................................................................................RELEASE
F/O TAKE OVER pb.........................................................................PRESS (at least 3 seconds)
Check that the:
‐ Aural “priority right” message is activated
‐ CAPT red arrow light is on.
F/O TAKE OVER pb..................................................................................................... RELEASE
Check that the warning does not reappear.
Note: There is no need to move the sidestick for the check.
 If the warning does not disappear, or if the warning reappears after the above check:
Maintenance action is due.

FCOM AC 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLAT (FLAP) TIP BRK FAULT

Ident.: PRO-ABN-27-00011755.0001001 / 25 FEB 14
Applicable to: ALL
L2 Failure of one slat or flap wingtip brake.

L1
Crew awareness.
F/CTL SLAT SYS 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
SLATS SLOW
F/CTL SLATS AND FLAPS FAULT IN CONF 0

Applicable to: ALL
FLAPS LEVER.....................................................................................................................RECYCLE
 If both slat channels fail:
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT

FCOM AD to AF → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLATS AND FLAPS FAULT IN CONF 0 (Cont'd)

Ident.: PRO-ABN-27-C-00011750.0003001 / 11 MAY 12
L12
STATUS
• If both slat channels fail: INOP SYS
MAX SPEED..........................................................320 KT
(1)
ALTN LAW: PROT LOST F/CTL PROT
SLATS
APPR PROC FLAPS
(2)
AP 1+2
(2)
(2)
With FLAPS lever set at 1, AP/FD GO AROUND mode is (2)
CAT 2
available.
GPWS FLAP MODE...................................................OFF
APPR SPD..................................................VREF +60 KT
Approach with A/THR in selected mode is recommended.
 If both slat channels fail:
 AT 300 FT AGL:
TARGET SPD............................................ VREF +50
Reduce speed between 500 ft and 300 ft to reach
VREF +50 kt at runway threshold and disconnect
A/THR, as the target speed may be below VLS.
• Only in case of FLAPS FAULT:

(1) (If both slat channels fail.)
(2) (If both slat or flap channels fail.)

FCOM ← AF 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED

VN-A611, VN-A612
Ident.: PRO-ABN-27-B-00011746.0007001 / 19 SEP 13
 If slats locked:
WING TIP BRK ON
MAX SPEED............................... REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Speed is limited to the VFE corresponding to the next slat position.
L1
 If slats not locked:
FLAPS LEVER.............................................................................................................. RECYCLE
L1
 If slats extended:
FMS PRED UNRELIABLE
L2
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed
The autopilot may be used down to 500 ft AGL. As it is not tuned for the abnormal
configurations, its behavior could be less than optimum and must be monitored.
Note: 1. If there is a SLATS FAULT after both slat channels fail, alternate law becomes
active (Refer to PRO-ABN-27 F/CTL ALTN LAW).
2. If the slats are locked in clean configuration (< 18 °), alternate law without
protection is selected once the flaps are at or above CONF 2 (> 13 °).

FCOM AG → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED (Cont'd)

L12
STATUS
APPR PROC INOP SYS
(1)
F/CTL PROT
FOR LDG......................................................USE FLAP 3
SLATS
This line is replaced by “FOR LDG : USE FLAP 3” when AP 1+2
(1)
CONF 3 is selected, as a reminder. (1)
A/THR
GPWS LDG FLAP 3.................................................... ON Moreover, both FDs are lost
(1)
(1)
APPR SPD........................................................... REFER CAT 2
• If both slat channels fail, or slats locked in clean

configuration and flaps are at, or above, CONF 2:
ALTN LAW: PROT LOST
(2)
See
FMS PRED UNRELIABLE
(3)
See

FCOM ← AG 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED

Ident.: PRO-ABN-27-B-00011746.0003001 / 23 MAR 11
WING TIP BRK ON

L2 (If slats locked)
L1 MAX SPEED............................... REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Speed is limited to the VFE corresponding to the next slat position.
L1 FLAPS LEVER (IF SLATS NOT LOCKED)........................................................................ RECYCLE
L1
L2
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed
The autopilot may be used down to 500 ft AGL. As it is not tuned for the abnormal
configurations, its behavior could be less than optimum and must be monitored.
Note: 1. If there is a SLATS FAULT after both slat channels fail, alternate law becomes
active (Refer to PRO-ABN-27 F/CTL ALTN LAW).
2. If the slats are locked in clean configuration (< 18 °), alternate law without
protection is selected once the flaps are at or above CONF 2 (> 13 °).

FCOM AG → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED (Cont'd)

L12
STATUS
APPR PROC INOP SYS
(1)
F/CTL PROT
FOR LDG......................................................USE FLAP 3
SLATS
This line is replaced by “FOR LDG : USE FLAP 3” when AP 1+2
(1)
CONF 3 is selected, as a reminder. (1)
A/THR
GPWS LDG FLAP 3.................................................... ON Moreover, both FDs are lost
(1)
(1)
APPR SPD........................................................... REFER CAT 2
• If both slat channels fail, or slats locked in clean

configuration and flaps are at, or above, CONF 2:
ALTN LAW: PROT LOST
INCREASED FUEL CONSUMP (Refer to PRO-ABN-27
F/CTL FLAPS/SLATS FAULT/LOCKED)
F/CTL SPD BRK 2(3+4) FAULT

Applicable to: ALL
L2 Loss of speedbrake surfaces, due to failure of speedbrake lever transducer(s). In addition

associated ground spoilers are available only through reverse selection.
L1
 If SPD BRK 3+4 affected:
SPD BRK................................................................................................................ DO NOT USE
L2 Do not use speedbrakes since it is not efficient to use only surfaces n° 2, and would active the
SPD BRK DISAGREE caution.

FCOM ← AG to AH → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SPD BRK 2(3+4) FAULT (Cont'd)

Ident.: PRO-ABN-27-W-00011801.0001001 / 11 MAY 12
STATUS
• If SPD BRK 3+4 affected: INOP SYS
SPD BRK.................................................... DO NOT USE
LDG DIST PROC...................................................APPLY SPD BRK (affected)
F/CTL SPD BRK DISAGREE

(SURFACES 3+4 AFFECTED)
Applicable to: ALL
L2 Surfaces' position not in agreement with the handle position.

L1 SPD BRK LEVER................................................................................................................RETRACT
SPD BRK.......................................................................................................................DO NOT USE

STATUS
SPD BRK...........................................................DO NOT USE INOP SYS
SPD BRK 3+4
F/CTL SPD BRK DISAGREE

(SURFACES 2+3+4 AFFECTED)
Applicable to: ALL
L2 After automatic retraction (due to activation of alpha protection or slats/flaps in configuration full),
surface position is not in agreement with handle position.
L1 SPD BRK LEVER................................................................................................................RETRACT

FCOM ← AH to AJ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SPD BRK FAULT

Applicable to: ALL
L2 Loss of speedbrake surfaces, due to failure of the speedbrake lever transducer(s). In addition,
associated ground spoilers are available only through reverse selection.
Ident.: PRO-ABN-27-V-00011799.0003001 / 24 FEB 15
STATUS
SPD BRK.................................................... DO NOT USE
F/CTL SPD BRK STILL OUT

Ident.: PRO-ABN-27-00011810.0014001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
F/CTL SPLR FAULT

VN-A611, VN-A612
L2 Loss of one or more spoilers.

Note: If heavy vibrations are felt, CONF 3 may be used for landing in order to reduce the
buffeting.
L1 SPD BRK (IF SPOILERS 3+4 AFFECTED).................................................................. DO NOT USE
L2 Do not use speedbrakes, since using only surfaces N° 2 is not efficient and would activate the SPD
BRK DISAGREE caution.

FCOM AK to AM → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SPLR FAULT (Cont'd)

L12
STATUS
• If one or more spoilers are fully extended: INOP SYS
AP............................................................... DO NOT USE
• If spoilers 3+4 affected: SPLR (affected)
(1)
SPD BRK.................................................... DO NOT USE SPD BRK
APPR PROC
 If one ore more spoilers are fully extended:

In clean configuration, if VLS is above VFENEXT, the
flight crew should deselect A/THR, decelerate to
VFENEXT, and select CONF 1 when below VFENEXT.
When established at CONF 1, the flight crew can
reengage the A/THR and use managed speed again.
FOR LDG............................................... USE FLAP 3
This line is replaced by “FOR LDG : USE FLAP 3”
when CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3 .............................................ON
APPR SPD : VREF + 10 KT

(2)
See
FMS PRED UNRELIABLE
(3)
See
(1)
(If spoilers 2+3+4 affected)

FCOM ← AM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL SPLR FAULT

L2 Loss of one or more spoilers.

Note: If heavy vibrations are felt, CONF 3 may be used for landing in order to reduce the
buffeting.
L1 SPD BRK (IF SPOILERS 3+4 AFFECTED).................................................................. DO NOT USE
L2 Do not use speedbrakes, since using only surfaces N° 2 is not efficient and would activate the SPD
BRK DISAGREE caution.
STATUS
• If spoilers 3+4 affected: INOP SYS
SPD BRK.................................................... DO NOT USE
LDG DIST PROC...................................................APPLY SPLR (affected)
(1)
SPD BRK
(1) (If spoilers 2+3+4 affected)

FCOM AM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL STABILIZER JAM

Applicable to: ALL
Ident.: PRO-ABN-27-X-00011804.0001001 / 18 AUG 10
L2 When the Flight Control Computers detect a loss of electrical control of the stabilizer, pitch control
law reverts to alternate law. Depending on the type of failure, the MAN PITCH TRIM may still be
available.
L1 MAN PITCH TRIM................................................................................................................... CHECK
L2 The force needed on the PITCH TRIM wheel may be higher than during pre-takeoff manual setting.
L1
 IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
L2 If manual pitch trim is available, trim to maintain the elevator at the zero position (indications on
ECAM F/CTL page).
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED.............................................................................................................................320 KT

FCOM AN → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
F/CTL STABILIZER JAM (Cont'd)

L12
STATUS
APPR PROC: F/CTL PROT

STABILIZER
ELAC PITCH
FOR LDG......................................................USE FLAP 3 AP 1 + 2
This line is replaced by “FOR LDG : USE FLAP 3” when CAT 2
GPWS LDG FLAP 3.................................................... ON
 IF MAN TRIM NOT AVAIL:
 WHEN CONF 3 AND VAPP:
L/G................................................................... DN
Landing gear extension is delayed, in order to
delay the switching to direct law.
APPR SPD:................................................VREF + 10 KT
ALTN LAW: PROT LOST
At landing gear extension, control reverts to direct law
in pitch, as well as in roll. Refer to PRO-ABN-27 F/CTL
DIRECT LAW.

FCOM ← AN 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
STABILIZER JAM
Ident.: PRO-ABN-27-00011806.0001001 / 18 AUG 10
Applicable to: ALL
L2 The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed.
The flight control normal law remains active in this case and there is no ECAM warning.
Apply the following procedure.
L1 AP.................................................................................................................................................. OFF
MAN PITCH TRIM................................................................................................................... CHECK
L2 The pitch trim wheel may not be fully jammed, the force needed may be higher than pre-takeoff
manual setting.
L1
 IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
L2 If manual pitch trim is available, trim to maintain the elevator at the zero position (indications on
F/CTL SD page).
L1 APPR PROC
 IF MAN TRIM NOT AVAIL:
FOR LDG.............................................................................................................. USE FLAP 3
L2 Do not select configuration full so as not to degrade the handling qualities.
L1 GPWS LDG FLAP 3.............................................................................................................ON
CAT 2 INOP

FCOM AO 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ACTIVE CONTROL LAW

Ident.: PRO-ABN-27-00011813.0002001 / 18 AUG 10
VN-A362, VN-A611, VN-A612
ACTIVE LAW ▸ PITCH

ROLL YAW
SYS FAILED▾ LAW PROTEC
ELAC 1 or 2
NORM NORM NORM NORM
or SEC 1 or 2
ELAC 1 and 2
ALTN REDUCED DIRECT ALTN
or both ailerons
2 SEC NORM NORM NORM NORM
3 SEC ALTN REDUCED DIRECT ALTN
2 FAC ALTN REDUCED DIRECT MECH
Yaw damper ALTN REDUCED DIRECT MECH
2 SFCC (slat channel) ALTN NO DIRECT ALTN
2 ADR or 2 IR
(2nd self detected)
NO
2 ADR (2nd
ALTN ––––– DIRECT ALTN
not self detec.)
REDUCED(1)
DIRECT NO MECH
2 IR (2nd not
––––– ––––– DIRECT –––––
self detec.)
ALTN (2) REDUCED(2) ALTN (2)
3 ADR ALTN NO DIRECT MECH
3 IR DIRECT NO DIRECT MECH
NORM NORM NORM NORM
2 RADIO ALT ––––– ––––– ––––– –––––
DIRECT (4) NO (4) DIRECT (4) MECH (4)
SPOILER 4 or
NORM NORM NORM NORM
5 or (4 and 5)
All SPOILERS ALTN REDUCED DIRECT ALTN
1 AIL SERVO
NORM NORM NORM NORM
or 1 AILERON
1 ELEV SERVO NORM NORM NORM NORM
1 ELEVATOR ALTN REDUCED DIRECT ALTN
NORM NORM NORM NORM
THS (jammed) (5)
HYD G or Y or B NORM NORM NORM NORM
HYD G + Y ALTN REDUCED DIRECT MECH
HYD G + B ALTN NO DIRECT ALTN
HYD Y + B NORM NORM NORM NORM
on BATTERIES ALTN REDUCED DIRECT MECH

FCOM AP → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ACTIVE CONTROL LAW (Cont'd)

ROLL YAW
MECH
on EMER GEN ALTN REDUCED DIRECT –––––
ALTN (3)
(1) In case of AOA disagree
(2) After the faulty IR is selected OFF
(3) After FAC 1 is reset
(4) When landing gear down (or CONF 2, if both LGCIUs faulty)
(5) Depending where the failure is, control law may revert to alternate law

FCOM ← AP → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ACTIVE CONTROL LAW

Ident.: PRO-ABN-27-00011813.0015001 / 18 MAR 11

ROLL YAW
ELAC 1 or 2
NORM NORM NORM NORM
or SEC 1 or 2
ELAC 1 and 2
or both ailerons
2 SEC NORM NORM NORM NORM
3 SEC ALTN REDUCED DIRECT ALTN
2 FAC ALTN REDUCED DIRECT MECH
Yaw damper ALTN REDUCED DIRECT MECH
2 SFCC (slat channel) ALTN NO DIRECT ALTN
2 ADR or 2 IR
(2nd self detected)
NO
2 ADR (2nd
ALTN ––––– DIRECT ALTN
not self detec.)
REDUCED (1)
DIRECT NO MECH
2 IR (2nd not
––––– ––––– DIRECT –––––
self detec.)
ALTN (2) REDUCED (2) ALTN (2)
3 ADR ALTN (6) NO DIRECT MECH
3 IR DIRECT NO DIRECT MECH
NORM NORM NORM NORM
2 RADIO ALT ––––– ––––– ––––– –––––
DIRECT (4) NO (4) DIRECT (4) MECH (4)
SPOILER 4 or
NORM NORM NORM NORM
5 or (4 and 5)
All SPOILERS ALTN REDUCED DIRECT ALTN
1 AIL SERVO
NORM NORM NORM NORM
or 1 AILERON
1 ELEV SERVO NORM NORM NORM NORM
1 ELEVATOR ALTN REDUCED DIRECT ALTN
NORM NORM NORM NORM
THS (jammed) (5)
HYD G or Y or B NORM NORM NORM NORM
HYD G + Y ALTN REDUCED DIRECT MECH
HYD G + B ALTN NO DIRECT ALTN
HYD Y + B NORM NORM NORM NORM

FCOM ← AP → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ACTIVE CONTROL LAW (Cont'd)

ROLL YAW
on BATTERIES ALTN REDUCED DIRECT MECH
MECH
on EMER GEN ALTN REDUCED DIRECT –––––
ALTN (3)
(1) In case of AOA disagree
(2) After the faulty IR is selected OFF
(3) After FAC 1 is reset
(4) When landing gear down (or CONF 2, if both LGCIUs faulty)
(5) Depending where the failure is, control law may revert to alternate law
(6) DIRECT when in clean configuration
ELEVATORS AND STABILIZER CONTROL AFTER FAILURE

Ident.: PRO-ABN-27-00011814.0001001 / 18 AUG 10
Applicable to: ALL
LEFT ELEVATOR THS RIGHT ELEVATOR

BLUE GREEN GREEN AND YELLOW YELLOW BLUE
NORM OPERATION ELAC 2 ELAC 2 ELAC 2
SINGLE FAILURE
ELAC 2 ELAC 1 ELAC 1 ELAC 1
ELAC 1 ELAC 2 ELAC 2 ELAC 2
SEC 2 ELAC 2 ELAC 2 ELAC 2
SEC 1 ELAC 2 ELAC 2 ELAC 2
G ELAC 1 ELAC 1 ELAC 1
Y ELAC 1 ELAC 1 ELAC 1
B ELAC 2 ELAC 2 ELAC 2
DOUBLE FAILURE
ELAC + ELAC 1 SEC 2 SEC 2 SEC 2
2
+ SEC 2 ELAC 1 ELAC 1 ELAC 1
+G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B SEC 2 SEC 2 SEC 2
ELAC + SEC 2 ELAC 2 ELAC 2 ELAC 2
1
+G SEC 1 SEC 2 SEC 2
+Y SEC 2 SEC 2 SEC 1

FCOM ← AP to AQ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

+B ELAC 2 ELAC 2 ELAC 2
SEC 2 + SEC 1 ELAC 2 ELAC 2 ELAC 2
SEC 1 + G ELAC 1 ELAC 1 ELAC 1
G+Y ELAC 1 INOP ELAC 1
B+G Damped ELAC 2 ELAC 2
B+Y ELAC 2 ELAC 2 Damped
TRIPLE FAILURE
ELAC 2
ELAC + SEC 2 SEC 1 SEC 1 SEC 1
1
+ SEC 1 SEC 2 SEC 2 SEC 2
+B Centered Mechanical Centered
B+G Damped SEC 2 SEC 2
B+Y SEC 2 SEC 2 Damped
ELAC 1
SEC 1 + G Damped SEC 2 SEC 2
+Y SEC 2 SEC 2 Damped
G+Y SEC 1 INOP SEC 1
SEC 2

FCOM ← AQ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

SEC 1
F/CTL RUDDER JAM

Ident.: PRO-ABN-27-00011807.0001001 / 11 MAY 12
Applicable to: ALL
L2 Rudder jamming may be detected by undue (and adverse) pedal movement during rolling
maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed back to the
pedals.
Use F/CTL SD page for a visual check of the rudder position.
L1 FOR APPROACH
AVOID LANDING WITH CROSSWIND from the side where the rudder is deflected.
MAX CROSSWIND for LDG 15 kt
AUTO BRK................................................................................................................ DO NOT USE
L2 Do not use the autobrake, so as not to delay the application of differential braking at landing roll.
L1 FOR LDG...................................................................................................... USE NORMAL CONF
SPEED AND TRAJECTORY............................................................................... STABILIZE ASAP
LDG DIST PROC..................................................................................................................APPLY
ON GROUND
DIFFERENTIAL BRAKING.............................................................................................USE ASAP
L2 Do not use asymmetric reverse thrust.
Use nosewheel steering handle below 70 kt.

FCOM ← AQ to AR 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
STOP RUDDER INPUT

Ident.: PRO-ABN-27-00015063.0001001 / 05 MAR 14
The "STOP RUDDER INPUT" synthetic voice associated with MASTER WARNING light is triggered
when inappropriate rudder inputs are detected. These alerts advise the flight crew to avoid
excessive rudder load.
CAUTION Avoid large and rapid rudder inputs.
"STOP RUDDER INPUT"
Release immediately the rudder pedals.

FCOM AS 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
SIDESTICK/RUDDER PEDALS STIFF

Ident.: PRO-ABN-27-00011815.0001001 / 23 DEC 14
Applicable to: ALL
L2
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff. This may
affect either:
‐ Both sidesticks (CAPT and F/O) at the same time, but not the rudder pedals, or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force on the
sidesticks and/or the rudder pedals.
The extra force required to move the controls out of the neutral position is moderate.
This extra force does not significantly affect the handling of the aircraft.
L1
 If sidesticks and/or rudder pedals are stiff after autopilot disengagement, apply the
following procedure:
AP DISENGAGEMENT................................................................................................. CONFIRM
L2 Confirm autopilot disengagement by checking that either:
‐ The FMA no longer displays the AP1(2) indication, or
‐ The AP lights on the FCU are off, or
‐ The ECAM displays the AP1(2) OFF red message, or
‐ The cavalry charge audio alert has triggered.
L1
CONSIDER TRANSFERRING CONTROL TO PM
L2 If the PM's sidestick is not affected.
L1
 FOR DECRAB, ROLLOUT, OR ENGINE FAILURE
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
L2 Not applicable if both sidesticks are stiff.

FCOM AT 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
ACT UNUSABLE PROC

Ident.: PRO-ABN-28-00011272.0007001 / 16 NOV 11
 If only ACT 1 unusable (ACT 2 empty):

ACT...................................................................................................................................... AUTO
This stops the pump dry running
 If only ACT 2 unusable (ACT 1 empty):
ACT...................................................................................................................................... AUTO
 If ZFCG is not known, or if ZFCG is aft of 36.5 % :
CTR TK XFR.................................................................................................................... OFF
This ensures that at least 2 t of fuel will remain in the center tank. Keeping this fuel in the
center tank helps to keep the center of gravity forward. FUEL CTR TK XFR OFF caution
will be displayed. Disregard ECAM procedure. FUEL AUTO TRANSFER FAULT caution
will be displayed when a tank quantity reaches 5 000 kg. Disregard ECAM procedure.
 If both ACT unusable:
ACT...................................................................................................................................... AUTO
 If ZFCG is between 30 % and 32.5 % :
CTR TK XFR.................................................................................................................... OFF
will be displayed. Disregard ECAM procedure . FUEL AUTO TRANSFER FAULT caution
will be displayed when a wing tank quantity reaches 5 000 kg. Disregard ECAM procedure
 If ZFCG is not known, or if ZFCG is aft of 32.5 %:
CTR TK XFR.................................................................................................................... OFF
will be displayed. Disregard ECAM procedure. FUEL AUTO TRANSFER FAULT caution
will be displayed when a wing tank quantity reaches 5 000 kg. Disregard ECAM procedure
MAXIMUM FLIGHT TIME.................................................................................... 2.5 HOURS
Ensures aft CG limits are not exceeded.

FCOM A 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL ACT UNUSABLE

PROC........................................................................................................................................ APPLY
L2 Apply the ACT UNUSABLE procedure (Refer to PRO-ABN-28 ACT UNUSABLE PROC), that is not
indicated on the ECAM.

STATUS
ACT UNUSABLE INOP SYS
ACT XFR
FUEL ACT  XFR FAULT

ACT...............................................................................................................................................FWD
 IF NECESSARY:
DESCEND TO FL270.
L2 Note: ACT transfer rate depends on altitude and on remaining ACT quantity.
If ACT transfer is uncertain, set the ACT pb to AUTO to avoid pump dry running.
ACT pb can be reselected to FWD at lower Flight Level to recover remaining ACT
fuel.
L1
 WHEN ACT EMPTY:
ACT...................................................................................................................................... AUTO
 IF NO XFR:
ACT UNUSABLE (If automatic and manual mode are failed).
PROC..................................................................................................................................APPLY

FCOM B to C → 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL ACT  XFR FAULT (Cont'd)

STATUS
• If automatic and manual mode are failed: INOP SYS
ACT UNUSABLE
ACT XFR
FUEL ACT  PUMP LO PR

Ident.: PRO-ABN-28-00011270.0001001 / 13 AUG 10
ACT LO LVL (DISPLAYED IF THE ACT IS EMPTY).

ACT................................................................................................................................................OFF
FUEL APU LP VALVE FAULT

Ident.: PRO-ABN-28-00011218.0002001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
FUEL AUTO TRANSFER FAULT

Applicable to: ALL
Ident.: PRO-ABN-28-O-00011223.0001001 / 24 JUN 13
FUEL MODE SEL.........................................................................................................................MAN

L2 The center tank transfer valves open.
L1 CTR TK L XFR............................................................................................................................... ON
CTR TK R XFR...............................................................................................................................ON
L2 The center tank transfer valves should be selected OFF when the center tank is empty.
Ident.: PRO-ABN-28-O-00011225.0001001 / 13 NOV 13
STATUS
CTR TK FEED : MAN ONLY

FCOM ← C to F 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL CTR L (R) XFR FAULT

(VALVE NOT FULLY CLOSED)
VN-A611, VN-A612
Ident.: PRO-ABN-28-X-00014901.0008001 / 13 NOV 13
CTR TK L (R) XFR....................................................................................................................... OFF

 IF UNSUCCESSFUL and if the center tank is not empty:
L2
Stop fuel transfer from the center tank to L (R) wing tank by switching off both L (R) wing tank
pumps ; both engines are fed by the R (L) wing tank until the center tank is empty.
L1 FUEL X FEED.......................................................................................................................... ON
L (R) TK PUMP 1................................................................................................................... OFF
L (R) TK PUMP 2................................................................................................................... OFF
L2 Note: FUEL L(R) TK PUMP 1 + 2 LO PR will be triggered.
L1
 When the center tank is empty (automatic recall of the warning) :
L (R) TK PUMP 1.............................................................................................................. ON
L (R) TK PUMP 2.............................................................................................................. ON
FUEL X FEED.................................................................................................................. OFF
Ident.: PRO-ABN-28-X-00014902.0008001 / 13 NOV 13
STATUS
INOP SYS
CTR TK L (R) XFR

FCOM G 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL CTR L (R) XFR FAULT

(VALVE NOT FULLY OPEN)
VN-A611, VN-A612
Ident.: PRO-ABN-28-Y-00014905.0008001 / 13 NOV 13
FUEL MODE SEL.........................................................................................................................MAN

 IF UNSUCCESSFUL and if the center tank is not empty :
L2
Because fuel does not transfer from the center tank to L (R) wing tank, both engines are fed by
R (L) wing tank.
L1 FUEL X FEED.......................................................................................................................... ON
L (R) TK PUMP 1................................................................................................................... OFF
L (R) TK PUMP 2................................................................................................................... OFF
L1
L (R) TK PUMP 1.............................................................................................................. ON
L (R) TK PUMP 2.............................................................................................................. ON
FUEL X FEED.................................................................................................................. OFF
Ident.: PRO-ABN-28-Y-00014906.0008001 / 13 NOV 13
STATUS
INOP SYS
CTR TK L (R) XFR

FCOM H 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL CTR L + R XFR FAULT

(VALVES NOT FULLY CLOSED)
VN-A611, VN-A612
Ident.: PRO-ABN-28-Z-00014908.0008001 / 13 NOV 13
CTR TK L XFR..............................................................................................................................OFF
CTR TK R XFR............................................................................................................................. OFF
STATUS
INOP SYS
CTR TK XFR
FUEL CTR L + R XFR FAULT

(VALVES NOT FULLY OPEN)
VN-A611, VN-A612
Ident.: PRO-ABN-28-AA-00014903.0012001 / 13 NOV 13
FUEL MODE SEL.........................................................................................................................MAN

CTR AVAIL BY GRAVITY
L2 If the center tank transfer valves are not fully open, the center tank fuel may be used by gravity.
L1 2 T (4400 LBS) UNUSABLE
Ident.: PRO-ABN-28-AA-00014904.0011001 / 13 NOV 13
STATUS
CTR TK USABLE BY GRAVITY INOP SYS
CTR TK FUEL: 2 T (4400 LBS) UNUSABLE
CTR TK XFR

FCOM I to J 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL CTR TK XFR OFF

Ident.: PRO-ABN-28-00011239.0001001 / 13 AUG 10
Applicable to: ALL
L2
Center tank transfer valves pushbuttons at off.
L1 CTR TK L XFR............................................................................................................................... ON
CTR TK R XFR...............................................................................................................................ON
FUEL ENG 1(2) LP VALVE OPEN

Ident.: PRO-ABN-28-00011217.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
FUEL F. USED/FOB DISAGREE

Ident.: PRO-ABN-28-00011246.0001001 / 13 AUG 10
VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
L2 This caution is triggered, if the difference between the initial FOB and the (actual FOB + fuel used)
data is significant.
L1 FUEL LEAK PROC................................................................................................................... APPLY
FUEL FQI CH 1(2) FAULT

Ident.: PRO-ABN-28-00011216.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

FCOM K to N 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL IMBALANCE
Ident.: PRO-ABN-28-00011257.0003001 / 13 AUG 10
Applicable to: ALL
FOB.......................................................................................................................................... CHECK
Compare the FOB + FU, with the FOB at departure.
If the difference is significant, or if the FOB + FU decreases, suspect a fuel leak.
CAUTION A fuel imbalance may indicate a fuel leak.
Do not apply this procedure, if a fuel leak is suspected.
Refer to PRO-ABN-28 FUEL LEAK.
FUEL X FEED.................................................................................................................................ON
CTR TK L+R XFR......................................................................................................................... OFF
 On the lighter side:
FUEL PUMPS......................................................................................................................... OFF
 When fuel is balanced:
FUEL PUMPS...........................................................................................................................ON
CTR TK L+R XFR.................................................................................................................... ON
FUEL X FEED........................................................................................................................ OFF
Note: There is no requirement to correct an imbalance, until the ECAM fuel advisory is
displayed.
FUEL INERTING SYS FAULT

Crew awareness.
Ident.: PRO-ABN-28-U-00014391.0002001 / 30 MAR 12
STATUS
INOP SYS
FUEL INERT

FCOM O to P 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL LEAK
Ident.: PRO-ABN-28-00011251.0030001 / 26 NOV 12
Applicable to: ALL
A fuel leak may be detected, if:

‐ The sum of FOB and FU significantly less than FOB at engine start or is decreasing, or
‐ A passenger observes fuel spray from engine/pylon or wingtip/sharklet, or
‐ The total fuel quantity is decreasing at an abnormal rate, or
‐ A fuel imbalance is developing, or
‐ Fuel quantity in a tank is decreasing too fast (leak from engine/pylon, or hole in a tank), or
‐ A tank is overflowing (due to pipe rupture in a tank), or
‐ The Fuel flow is excessive (leak from engine), or
‐ Fuel is smelt in the cabin, or
‐ The destination EFOB turns to amber on the F-PLN (or on the FUEL PRED) page, or
‐ ”DEST EFOB BELOW MIN” appears on the MCDU scratchpad.
If visibility permits, leak source may be identified by a visual check from the cabin.
WHEN A LEAK IS CONFIRMED
LAND ASAP
 LEAK FROM ENGINE/PYLON CONFIRMED:
Engine fuel leak can be confirmed by excessive fuel flow indication, or a visual check.
THR LEVER (of affected engine)...................................................................................... IDLE
ENG MASTER (of affected engine)....................................................................................OFF
FUEL X FEED.................................................................................................. USE AS RQRD
If the leak stops, the crossfeed valve can now be opened to re-balance fuel quantity, or to
enable use of fuel from both wings. Do not restart the engine.
 LEAK FROM ENGINE/PYLON NOT CONFIRMED or LEAK NOT LOCATED:
Stop any fuel transfer, and then monitor the depletion rate of each wing tank, to determine
if the leak is from an engine or a wing (case 1), or from the Center tank, or the APU feeding
line (case 2).
FUEL X FEED...........................................................................................MAINTAIN CLOSED
The crossfeed valve must remain closed to prevent the leak from affecting both sides.
CTR TK L+R XFR...............................................................................................................OFF
Each engine is fed via its associated wing tank only.
WING TANK FUEL QUANTITIES.............................................................................MONITOR

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL LEAK (Cont'd)

Monitor the depletion rate of each wing tank.
 CASE 1: IF ONE WING TANK DEPLETES FASTER THAN THE OTHER BY AT
LEAST 300 kg (660 lb) IN LESS THAN 30 MINUTES:
An engine leak may still be suspected. Therefore:
THR LEVER (engine on leaking side)........................................................................ IDLE
ENG MASTER (engine on leaking side)......................................................................OFF
FUEL LEAK........................................................................................................ MONITOR
 If leak stops:
If the wing tank fuel quantity of the affected side stops decreasing, the engine leak is
confirmed and stopped.
CTR TK L+R XFR................................................................................................... ON
FUEL X FEED..................................................................................... USE AS RQRD
The crossfeed valves can now be opened to re-balance fuel quantity, or to enable
use of fuel from both wings. Do not restart the engine.
 If leak continues (after engine shutdown):
The wing tank fuel quantity of the affected side continues to decrease. If the leak has
not stopped after engine shut down, a leak from the wing may be suspected.
ENGINE RESTART....................................................................................CONSIDER
CTR TK XFR (non-leaking side)............................................................................. ON
CAUTION Do not apply the FUEL IMBALANCE procedure. Approach and landing
can be done, even with one full wing/one empty wing.
 CASE 2: IF BOTH WING TANKS DEPLETE AT A SIMILAR RATE:
A leak from the Center tank or the APU feeding line may be suspected.
 If fuel smell in the cabin:
APU (if ON)............................................................................................................OFF
This prevents additional fuel loss through the APU feeding line.
 When fuel quantity in one wing tank is less than 3 tons (6600 lb):
CTR TK L+R XFR................................................................................................... ON
FOR LANDING
CAUTION Do not use reversers.

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1(2) LO PR

Applicable to: ALL
TK PUMP (AFFECTED)................................................................................................................OFF
L2 Note: Aircraft altitude must be limited to 35 000 ft if a single fuel pump feeds both engines with
hot JET B (JP4) fuel (fuel temperature above 30 °C).
STATUS
INOP SYS
TK PUMP (affected)

FCOM R 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1 + 2 LO PR

Applicable to: ALL
L2 The alert is automatically recalled, when reaching FL 150, while climbing or descending.
L1
 IF NO FUEL LEAK:
FUEL X FEED (IF ABOVE FL150).......................................................................................... ON
ENG MODE SEL............................................................................................................................IGN
L2 The selection of continuous relight protects against flame-out, caused by possible fuel supply
surging.
L1 TK PUMP 1 (AFFECTED).............................................................................................................OFF
TK PUMP 2 (AFFECTED).............................................................................................................OFF
 WHEN TK (affected) FUEL RQRD:
TK (AFFECTED) FEED.......................................................................................... GRVTY ONLY
L2 Apply the GRVTY FUEL FEEDING procedure, (Refer to PRO-ABN-28 GRVTY FUEL
FEEDING).
Fuel from the affected tank may be used immediately if there is no ceiling limitation for gravity
fuel feeding.
L1 FUEL X FEED (IF BELOW FL150)...............................................................................................OFF
 If FUEL X FEED off:
L2
As long as fuel X feed is closed, associated engine is fed by gravity only.
L1
L2 Apply the GRVTY FUEL FEEDING procedure, (Refer to PRO-ABN-28 GRVTY FUEL
FEEDING).
L1
AVOID NEGATIVE G FACTOR
L2 Avoiding negative g will prevent fuel surging and therefore reduce the risk of engine
malfunction.

FCOM S→ 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1 + 2 LO PR (Cont'd)

STATUS
• If FUEL X FEED off: INOP SYS
AVOID NEGATIVE G FACTOR TK PUMPS (affected)
TK (AFFECTED) GRVTY FEED ONLY
FUEL L (R) WING TK HI TEMP

Ident.: PRO-ABN-28-00011215.0004001 / 16 NOV 11
Applicable to: ALL
GEN (AFFECTED SIDE)...............................................................................................................OFF

 On the ground:
DELAY T.O.
ENG MASTER (AFFECTED SIDE)........................................................................................ OFF
 In flight:
ENG. F. FLOW (AFFECTED SIDE)............................................................................ INCREASE
L2 Disconnect autothrust. Adjust the thrust lever to increase fuel flow through the IDG oil heat
exchanger and decrease the temperature of the fuel returning to the wing tank.
L1
 IF TEMP ABV 57 DEG C:
APU.........................................................................................................................AS RQRD
L2 APU if available may be started and APU GEN used allow IDG disconnection.
L1
 If opposite GEN avail:
IDG (AFFECTED SIDE).............................................................................................OFF

PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) WING TK LO LVL

Applicable to: ALL
 If center tank not empty:

FUEL MODE SEL.................................................................................................................. MAN
 IF NO FUEL LEAK AND FUEL IMBALANCE:
FUEL X FEED.......................................................................................................................... ON
TK PUMP 1 (ON SIDE WITH LO LVL).................................................................................. OFF
TK PUMP 2 (ON SIDE WITH LO LVL).................................................................................. OFF
L2 Note: TK PUMP 1+2 (on side with LO LVL) LO PR warning will be triggered.
STATUS
• If center tank not empty: INOP SYS
CTR TK FEED: MAN ONLY
TK PUMPS
FUEL L + R WING TK LO LVL

Ident.: PRO-ABN-28-00011182.0003001 / 13 AUG 10
LAND ASAP
FUEL MODE SEL (IF CENTER TANK NOT EMPTY)................................................................. MAN
ALL TK PUMPS.............................................................................................................................. ON
L2 The center tank transfer valves will open if the associated pushbuttons are ON.
All pumps in wing tanks will run.

L1 FUEL X FEED............................................................................................................................... OFF

FCOM U to V → 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L + R WING TK LO LVL

Ident.: PRO-ABN-28-00011182.0005001 / 30 MAR 12
VN-A611, VN-A612
LAND ASAP
FUEL MODE SEL (IF CENTER TANK NOT EMPTY)................................................................. MAN
ALL TK PUMPS.............................................................................................................................. ON
CTR TK L+R XFR...........................................................................................................................ON
L2 The center tank transfer valves will open and all pumps in wing tanks will run.
L1
 IF NO FUEL LEAK:
FUEL X FEED.......................................................................................................................... ON
 IF GRVTY FEED:
FUEL X FEED........................................................................................................................ OFF
FUEL L (R) WING TK LO TEMP

Ident.: PRO-ABN-28-00011209.0001001 / 25 FEB 14
Applicable to: ALL
 On the ground before takeoff:

DELAY T.O
L2 Do not takeoff until temperatures are within limits.
L1
 In flight:
Crew awareness.
L2 Consider descending to a lower altitude and/or increasing mach to increase TAT.

FCOM ← V to W 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) WING TK OVERFLOW

Applicable to: ALL
CTR TK L (R) XFR....................................................................................................................... OFF

 IF UNSUCCESSFUL and if center tank not empty:
L2
pumps. Both engines are fed by R (L) wing tank until the center tank is empty.
L1 FUEL X FEED.......................................................................................................................... ON
L (R) TK PUMP 1................................................................................................................... OFF
L (R) TK PUMP 2................................................................................................................... OFF
 When CTR TK empty:
L (R) TK PUMP 1.............................................................................................................. ON
L (R) TK PUMP 2.............................................................................................................. ON
FUEL X FEED.................................................................................................................. OFF
STATUS
INOP SYS
CTR TK L (R) XFR

FCOM X 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) XFR VALVE FAULT

(VALVE NOT FULLY CLOSED)
CTR TK L (R) XFR....................................................................................................................... OFF

 IF UNSUCCESSFUL and if the center tank is not empty:
L2
pumps ; both engines are fed by the R (L) wing tank until the center tank is empty.
L1 FUEL X FEED.......................................................................................................................... ON
L (R) TK PUMP 1................................................................................................................... OFF
L (R) TK PUMP 2................................................................................................................... OFF
L1
L (R) TK PUMP 1.............................................................................................................. ON
L (R) TK PUMP 2.............................................................................................................. ON
FUEL X FEED.................................................................................................................. OFF
STATUS
INOP SYS
CTR TK L (R) XFR

FCOM Y 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) XFR VALVE FAULT

(VALVE NOT FULLY OPEN)
FUEL MODE SEL.........................................................................................................................MAN

 IF UNSUCCESSFUL and if the center tank is not empty :
L2
Because fuel does not transfer from the center tank to L (R) wing tank, both engines are fed by
R (L) wing tank.
L1 FUEL X FEED.......................................................................................................................... ON
L (R) TK PUMP 1................................................................................................................... OFF
L (R) TK PUMP 2................................................................................................................... OFF
L1
L (R) TK PUMP 1.............................................................................................................. ON
L (R) TK PUMP 2.............................................................................................................. ON
FUEL X FEED.................................................................................................................. OFF
STATUS
INOP SYS
CTR TK L (R) XFR
FUEL X FEED VALVE FAULT

Applicable to: ALL
L2 If valve failed open, maintain fuel balance with selective use of pumps.
If valve failed closed and if unable to maintain an acceptable balance, land as soon as possible.
L1
Crew awareness.

FCOM Z to AA → 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL X FEED VALVE FAULT (Cont'd)

STATUS
INOP SYS
FUEL X FEED
FUEL XFR VALVES FAULT

(XFR VALVES NOT FULLY CLOSED)
CTR TK L XFR..............................................................................................................................OFF
CTR TK R XFR............................................................................................................................. OFF
STATUS
INOP SYS
CTR TK XFR
FUEL XFR VALVES FAULT

(XFR VALVES NOT FULLY OPEN)
FUEL MODE SEL.........................................................................................................................MAN

CTR AVAIL BY GRAVITY
L2 If the center tank transfer valves are not fully open, the center tank fuel may be used by gravity.
L1 2 T (4400 LBS) UNUSABLE

FCOM ← AA to AC → 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL XFR VALVES FAULT (Cont'd)

(XFR VALVES NOT FULLY OPEN)
STATUS
CTR TK USABLE BY GRAVITY INOP SYS
CTR TK FUEL: 2 T (4400 LBS) UNUSABLE
CTR TK XFR

FCOM ← AC 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL
GRVTY FUEL FEEDING

Ident.: PRO-ABN-28-00011261.0001001 / 13 AUG 10
Applicable to: ALL
ENG MODE SEL............................................................................................................................IGN

 DETERMINE GRAVITY FEED CEILING:
Consult the following table to determine the flight altitude limitation.
Flight conditions at time of gravity feeding Gravity feed ceiling
Flight time above FL 300 more than 30 min Current FL(1)
(Fuel deaerated)
Flight time above FL 300 less than 30 min FL 300(1)
(Fuel non-deaerated)
Aircraft flight level never exceeded FL 300 FL 150(1), or 7 000 ft above takeoff
(Fuel non-deaerated) airport, whichever is higher
(1) For JET B, gravity feed ceiling is FL 100 in all cases.
DESCEND TO GRVTY FEED CEILING (if applicable).
 WHEN REACHING GRVTY FEED CEILING:
FUEL X FEED........................................................................................................................ OFF
 IF NO FUEL LEAK AND FOR AIRCRAFT HANDLING:
If no fuel leak, and for flight with only one engine running (this engine being fed by gravity),
apply the following :
FUEL X FEED.......................................................................................................................... ON
BANK ANGLE............................................................. 1° WING DOWN ON LIVE ENGINE SIDE
The fuel from the wing tank on the engine running side is used.
RUDDER TRIM.......................................................................................................................USE
Use rudder trim to maintain constant course and neutral stick.
 WHEN FUEL IMBALANCE REACHES 1 000 kg (2 200 lb):
BANK ANGLE....................................................2° or 3° WING DOWN ON LIVE ENG SIDE
Use fuel from the opposite wing tank, until fuel imbalance is reduced to 0.

FCOM AD 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW FUEL
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B RSVR LO AIR PR

VN-A611, VN-A612
Ident.: PRO-ABN-29-A-00011602.0002001 / 05 MAR 13
 IF PRESS FLUCTUATES:
BLUE ELEC PUMP.................................................................................................................OFF
B SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR LO AIR PR (Cont'd)

L12
STATUS
APPR PROC INOP SYS
BLUE HYD
The probability of cavitation increases with altitude. SPLR 3
CAT 3 DUAL
Therefore, it may be possible to restore the system after
B ELEC PUMP
descending to a lower altitude.
HYD LO PR
BLUE ELEC PUMP................................................. AUTO
 If sys not recovered:

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS SLOW
CAT 3 SINGLE ONLY

FCOM ←A 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR LO AIR PR

BLUE ELEC PUMP.................................................................................................................OFF
B SYS LO PR
SECONDARY FAILURES
*F/CTL
Ident.: PRO-ABN-29-A-00011603.0001001 / 11 MAY 12
L12
STATUS
APPR PROC INOP SYS
BLUE HYD
The probability of cavitation increases with altitude. SPLR 3
CAT 3 DUAL
Therefore, it may be possible to restore the system after
B ELEC PUMP
descending to a lower altitude.
HYD LO PR
BLUE ELEC PUMP................................................. AUTO
SLATS SLOW
CAT 3 SINGLE ONLY

FCOM B 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B ELEC PUMP LO PR OR OVHT

VN-A611, VN-A612
Ident.: PRO-ABN-29-T-00011661.0002001 / 27 NOV 12
BLUE ELEC PUMP....................................................................................................................... OFF

FMS PRED UNRELIABLE
B SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM C→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B ELEC PUMP LO PR OR OVHT (Cont'd)

Ident.: PRO-ABN-29-T-00011662.0010001 / 28 FEB 14
L12
STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3
 IF BLUE OVHT OUT: CAT 3 DUAL
BLUE ELEC PUMP...........................................AUTO B ELEC PUMP

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS SLOW
CAT 3 SINGLE ONLY
HYD B ELEC PUMP LO PR OR OVHT


B SYS LO PR
SECONDARY FAILURES
*F/CTL

PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B ELEC PUMP LO PR OR OVHT (Cont'd)

STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3
SLATS SLOW
CAT 3 SINGLE ONLY
HYD B RSVR LO LVL

VN-A611, VN-A612
Ident.: PRO-ABN-29-C-00011606.0002001 / 05 MAR 13

B SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM ← C to D → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR LO LVL (Cont'd)

L12
STATUS
FUEL CONSUMPT INCRSD BLUE HYD

(1) SPLR 3
See CAT 3 DUAL
FMS PRED UNRELIABLE EMER GEN
(2)
See B ELEC PUMP
SLATS SLOW
CAT 3 SINGLE ONLY
HYD B RSVR LO LVL


B SYS LO PR
SECONDARY FAILURES
*F/CTL

PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR LO LVL (Cont'd)

Ident.: PRO-ABN-29-C-00011607.0001001 / 11 MAY 12
STATUS
SLATS SLOW BLUE HYD

CAT 3 SINGLE ONLY SPLR 3
CAT 3 DUAL
EMER GEN
B ELEC PUMP
HYD B RSVR OVHT

VN-A611, VN-A612

B SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM ← D to E → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3


(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS SLOW
CAT 3 SINGLE ONLY
(1)
HYD B RSVR OVHT


B SYS LO PR
SECONDARY FAILURES
*F/CTL

FCOM ←E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B RSVR OVHT (Cont'd)

STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3

SLATS SLOW
CAT 3 SINGLE ONLY
HYD G ENG 1 PUMP LO PR

(PTU OPERATIVE)
Applicable to: ALL
GREEN ENG 1 PUMP..................................................................................................................OFF

Ident.: PRO-ABN-29-N-00011649.0001001 / 17 MAR 11
STATUS
INOP SYS
G ENG 1 PUMP

PROCEDURES
FCOM A321
OPERATING MANUAL

(PTU INOPERATIVE)

G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
L/G..............................................................GRVTY EXTN INOP SYS
GREEN HYD
SLATS/FLAPS SLOW SPLR 1+5
CAT 3 DUAL
CAT 3 SINGLE N.W. STEER
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
PTU
G ENG 1 PUMP
YAW DAMPER 1

FCOM G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(PTU INOPERATIVE)

G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
GREEN HYD
SLATS/FLAPS SLOW SPLR 1+5
CAT 3 DUAL
CAT 3 SINGLE
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
PTU
G ENG 1 PUMP
YAW DAMPER 1

FCOM G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO AIR PR

PTU......................................................................................................................................... OFF
GREEN ENG 1 PUMP........................................................................................................... OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM H→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO AIR PR (Cont'd)

L12
STATUS
APPR PROC INOP SYS
GREEN HYD
HYD LO PR SPLR 1 + 5
CAT 3 DUAL
The probability of cavitation increases with altitude.
N/W STRG
Therefore, it may be possible to restore the system after AUTO BRK
descending to a lower altitude. NORM BRK
GREEN ENG 1 PUMP.................................................ON L/G RETRACT
REVERSER 1
 IF HYD NOT RECOVERED: YAW DAMPER 1
L/G....................................................... GRVTY EXTN
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION

(1)
See
FMS PRED UNRELIABLE
(2)
See
ALTN Y BRK WITH A/SKID
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
(2)

FCOM ←H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A612
PTU......................................................................................................................................... OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM H→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO AIR PR (Cont'd)

L12
STATUS
APPR PROC INOP SYS
GREEN HYD
CAT 3 DUAL
AUTO BRK
Therefore, it may be possible to restore the system after NORM BRK
descending to a lower altitude. L/G RETRACT
GREEN ENG 1 PUMP.................................................ON REVERSER 1
YAW DAMPER 1
 IF HYD NOT RECOVERED:
L/G....................................................... GRVTY EXTN

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
(2)

FCOM ←H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

PTU......................................................................................................................................... OFF
G ENG 1 PUMP LO PR
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
L12
STATUS
APPR PROC INOP SYS
GREEN HYD
CAT 3 DUAL
AUTO BRK
Therefore, it may be possible to restore the system after NORM BRK
descending to a lower altitude. L/G RETRACT
GREEN ENG 1 PUMP.................................................ON REVERSER 1
YAW DAMPER 1
L/G....................................................... GRVTY EXTN

SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO LVL

PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL
L12
STATUS
GREEN HYD
LDG DIST PROC...................................................APPLY SPLR 1 + 5
CAT 3 DUAL
FUEL CONSUMPT INCRSD N/W STRG
See
(1) AUTO BRK
NORM BRK
FMS PRED UNRELIABLE L/G RETRACT
(2)
See REVERSER 1
ALTN Y BRK WITH A/SKID YAW DAMPER 1
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO LVL

VN-A612
PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO LVL (Cont'd)

L12
STATUS
GREEN HYD
CAT 3 DUAL
FUEL CONSUMPT INCRSD AUTO BRK
See
(1) NORM BRK
L/G RETRACT
FMS PRED UNRELIABLE REVERSER 1
(2)
See YAW DAMPER 1
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
HYD G RSVR LO LVL

PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM ←I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR LO LVL (Cont'd)

Ident.: PRO-ABN-29-F-00011616.0003001 / 01 OCT 12
L12
STATUS
GREEN HYD
CAT 3 DUAL
ALTN Y BRK WITH A/SKID AUTO BRK
SLATS/FLAPS SLOW NORM BRK
CAT 3 SINGLE ONLY L/G RETRACT
REVERSER 1
YAW DAMPER 1
HYD G RSVR OVHT

PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM ← I to J → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
GREEN HYD
 IF GREEN OVHT OUT: CAT 3 DUAL
GREEN ENG 1 PUMP.......................................... ON N/W STRG
AUTO BRK
 IF HYD NOT RECOVERED: NORM BRK
L/G....................................................... GRVTY EXTN L/G RETRACT
REVERSER 1
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION YAW DAMPER 1

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR OVHT

VN-A612
PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
GREEN HYD
GREEN ENG 1 PUMP.......................................... ON AUTO BRK
NORM BRK
 IF HYD NOT RECOVERED: L/G RETRACT
L/G....................................................... GRVTY EXTN REVERSER 1
YAW DAMPER 1

(1)
See
FMS PRED UNRELIABLE
(2)
See
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G RSVR OVHT

PTU................................................................................................................................................OFF
G ENG 1 PUMP LO PR
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
Ident.: PRO-ABN-29-E-00011613.0005001 / 01 OCT 12
L12
STATUS
APPR PROC INOP SYS
GREEN HYD
GREEN ENG 1 PUMP.......................................... ON AUTO BRK
NORM BRK
 IF HYD NOT RECOVERED: L/G RETRACT
L/G....................................................... GRVTY EXTN REVERSER 1
YAW DAMPER 1

SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ELEC PUMP LO PR OR OVHT

L2 If the ELEC PUMP overheats, or if the Y ELEC PUMP fails, while the Y ENG PUMP and the PTU
are inoperative:
L1 YELLOW ELEC PUMP................................................................................................................. OFF
Y SYS LO PR
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is the normal braking using green pressure, the parking brake should not be used
since it is not available and the chocks should be in place before engine 1 shutdown.
FMS PRED UNRELIABLE

SECONDARY FAILURES
*F/CTL

FCOM K→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ELEC PUMP LO PR OR OVHT (Cont'd)

Ident.: PRO-ABN-29-M-00011647.0012001 / 28 FEB 14
L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2+4
 IF YELLOW OVHT OUT: CAT 3 DUAL
YELLOW ENG 2 PUMP........................................ ON REVERSER 2
Y ELEC PUMP
PTU................................................................... AUTO YAW DAMPER 2
The above two lines are only displayed, in case of an
electrical pump overheat.

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM ←K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A612
are inoperative:
Y SYS LO PR
FMS PRED UNRELIABLE

SECONDARY FAILURES
*F/CTL

FCOM K→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ELEC PUMP LO PR OR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2+4
YELLOW ENG 2 PUMP........................................ ON N.W STEER
REVERSER 2
PTU................................................................... AUTO Y ELEC PUMP
The above two lines are only displayed, in case of an YAW DAMPER 2

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM ←K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

are inoperative:
Y SYS LO PR
L1
SECONDARY FAILURES
*F/CTL
L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2+4
YELLOW ENG 2 PUMP........................................ ON N.W STEER
REVERSER 2
PTU................................................................... AUTO Y ELEC PUMP
The above two lines are only displayed, in case of an YAW DAMPER 2
FLAPS SLOW
CAT 3 SINGLE ONLY

FCOM K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ENG 2 PUMP LO PR

(PTU OPERATIVE)
Applicable to: ALL
YELLOW ENG 2 PUMP................................................................................................................OFF

STATUS
INOP SYS
Y ENG 2 PUMP

(PTU INOPERATIVE)

Y SYS LO PR
L2 Note: If yellow system is affected, the yellow electrical pump may be used.
L1
SECONDARY FAILURES
*F/CTL

FCOM L to M → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ENG 2 PUMP LO PR (Cont'd)

(PTU INOPERATIVE)
Ident.: PRO-ABN-29-Q-00011656.0001001 / 18 NOV 13
L12
STATUS
FLAPS SLOW YELLOW HYD

CAT 3 SINGLE SPLR 2+4
(1) CAT 3 DUAL
See REVERSER 2
PTU
Y ENG 2 PUMP
YAW DAMPER 2
(1)
Note: Following a yellow hydraulic system failure, the parking brake may be inoperative due to
a yellow accumulator low pressure.

(PTU INOPERATIVE)

Y SYS LO PR
L2 Note: If yellow system is affected, the yellow electrical pump may be used.
L1
SECONDARY FAILURES
*F/CTL

FCOM ←M→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y ENG 2 PUMP LO PR (Cont'd)

(PTU INOPERATIVE)
Ident.: PRO-ABN-29-Q-00011656.0003001 / 18 NOV 13
L12
STATUS

CAT 3 SINGLE SPLR 2+4
(1) CAT 3 DUAL
See N.W. STEER
REVERSER 2
PTU
Y ENG 2 PUMP
YAW DAMPER 2
(1)

FCOM ←M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO AIR PR

PTU......................................................................................................................................... OFF
YELLOW ENG 2 PUMP......................................................................................................... OFF
YELLOW ELEC PUMP........................................................................................................... OFF
accumulator should be observed on the indicator within 10 min. In that case : The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM N→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO AIR PR (Cont'd)

L2 The probability of cavitation increases with altitude.

Therefore, it may be possible to restore the system after descending to a lower altitude.
L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
YELLOW ENG 2 PUMP...............................................ON CAT 3 DUAL
 If sys not recovered: REVERSER 2
YAW DAMPER 2

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE

FCOM ←N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A612
PTU......................................................................................................................................... OFF
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM N→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO AIR PR (Cont'd)


L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
 If sys not recovered: N/W STRG
REVERSER 2
LDG DIST PROC............................................ APPLY YAW DAMPER 2

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE

FCOM ←N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

PTU......................................................................................................................................... OFF
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
Ident.: PRO-ABN-29-G-00011627.0005001 / 01 OCT 12

L1 STATUS
APPR PROC INOP SYS
YELLOW HYD
 If sys not recovered: N/W STRG
REVERSER 2
LDG DIST PROC............................................ APPLY YAW DAMPER 2
FLAPS SLOW
CAT 3 SINGLE

FCOM N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO LVL

PTU................................................................................................................................................OFF
YELLOW ELEC PUMP................................................................................................................. OFF
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM O→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO LVL (Cont'd)

L12
STATUS
FUEL CONSUMPT INCRSD YELLOW HYD

(1) SPLR 2 + 4
See CAT 3 DUAL
FMS PRED UNRELIABLE REVERSER 2
(2)
See CARGO DOOR
FLAPS SLOW YAW DAMPER 2
CAT 3 SINGLE
(3)
See
(3)

FCOM ←O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO LVL

VN-A612
PTU................................................................................................................................................OFF
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM O→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO LVL (Cont'd)

L12
STATUS
FUEL CONSUMPT INCRSD YELLOW HYD

(1) SPLR 2 + 4
See CAT 3 DUAL
FMS PRED UNRELIABLE N/W STRG
(2)
See REVERSER 2
FLAPS SLOW CARGO DOOR
YAW DAMPER 2
CAT 3 SINGLE
(3)
See
(3)

FCOM ←O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR LO LVL

PTU................................................................................................................................................OFF
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
Ident.: PRO-ABN-29-I-00011633.0005001 / 01 OCT 12
L12
STATUS

CAT 3 SINGLE SPLR 2 + 4
(1) CAT 3 DUAL
See N/W STRG
REVERSER 2
CARGO DOOR
YAW DAMPER 2
(1)

FCOM O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR OVHT

Ident.: PRO-ABN-29-H-00011629.0003001 / 05 MAR 13
PTU................................................................................................................................................OFF
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
YELLOW ENG 2 PUMP........................................ ON REVERSER 2
YAW DAMPER 2
 If not recovered:

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE
(1)

FCOM ←P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR OVHT

VN-A612
PTU................................................................................................................................................OFF
Y SYS LO PR
FMS PRED UNRELIABLE
SECONDARY FAILURES
*F/CTL

FCOM P→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR OVHT (Cont'd)

L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
YELLOW ENG 2 PUMP........................................ ON N/W STRG
REVERSER 2
 If not recovered: YAW DAMPER 2

(1)
See
FMS PRED UNRELIABLE
(2)
See
FLAPS SLOW
CAT 3 SINGLE
(1)

FCOM ←P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD Y RSVR OVHT

PTU................................................................................................................................................OFF
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
Ident.: PRO-ABN-29-H-00011630.0005001 / 01 OCT 12
STATUS
APPR PROC INOP SYS
YELLOW HYD
YELLOW ENG 2 PUMP........................................ ON N/W STRG
REVERSER 2
 If not recovered: YAW DAMPER 2
FLAPS SLOW
CAT 3 SINGLE

FCOM P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B+Y SYS LO PR

Ident.: PRO-ABN-29-L-00011643.0002001 / 30 MAR 15
L2 Note: If the yellow hydraulic system is lost due to low level, the “HYD PTU FAULT” ECAM
message may appear, and requests that the flight crew switches the PTU off.
L1 LAND ASAP
 If yellow sys lost by ENG 2 PUMP LO PR:
YELLOW ELEC PUMP.............................................................................................................ON
 If blue sys lost by ELEC PUMP LO PR:
RAT..................................................................................................................................MAN ON
L2 To extend the RAT, the flight crew must press the RAT MAN ON pb located on the Hydraulic
overhead panel.
L1 MIN RAT SPD....................................................................................................................140 KT
AFFECTED PUMPS......................................................................................................................OFF
MAX SPEED...........................................................................................................................320/0.77
L2 Note: Flight controls remain in normal law.
FMS PRED UNRELIABLE
L2
 If blue or yellow sys recovered:
See procedure for single failure.
L1
 If neither system recovered:
SECONDARY FAILURES
*F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B+Y SYS LO PR (Cont'd)

L12
STATUS
MIN RAT SPD..............................................................140 KT INOP SYS
(If B PUMP LO PR)
B+Y HYD
MAX SPEED.............................................................. 320/0.77 R ELEV
MANEUVER WITH CARE SPLR 2+3+4
SPD BRK
APPR PROC AP 1+2
CARGO DOOR (If Y RSVR LO
LVL)
DUAL HYD LO PR REVERSER 2
(Line not displayed for dual LO LVL) B ELEC PUMP
EMER GEN (If B RSVR LO LVL)
 If sys lost by RSVR LO AIR PR: YAW DAMPER 2
In approach, system lost by RSVR LO AIR PR may CAT 2
be recovered at low altitude.
RELATED PUMP...................................................ON
 If sys lost by RSVR OVHT:
In approach, system lost by RSVR OVHT may be
recovered if OVHT indication disappears.
 IF BLUE OVHT OUT:
BLUE ELEC PUMP.................................... AUTO
 IF YELLOW OVHT OUT:
YELLOW ENG 2 PUMP..................................ON
 IF HYD NOT RECOVERED (line not displayed for
dual LO LVL):
FOR LDG............................................... USE FLAP 3
This line is replaced by “FOR LDG: USE FLAP 3”
GPWS LDG FLAP 3..............................................ON
L/G....................................................... GRVTY EXTN
Landing gear is extended by gravity to preserve
green system integrity Refer to PRO-ABN-32 L/G
GRAVITY EXTENSION.

PROCEDURES
FCOM A321
OPERATING MANUAL

APPR SPD..................................................VREF +10 KT
SLATS/FLAPS SLOW
(1)
See
(2)
See
FMS PRED UNRELIABLE
(3)
See
(1)
yellow accumulator low pressure.

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B+Y SYS LO PR

VN-A612
L1 LAND ASAP
RAT..................................................................................................................................MAN ON
overhead panel.
L1 MIN RAT SPD....................................................................................................................140 KT
MAX SPEED...........................................................................................................................320/0.77
FMS PRED UNRELIABLE
L2
L1
SECONDARY FAILURES
*F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
(If B PUMP LO PR)
B+Y HYD
MAX SPEED.............................................................. 320/0.77 R ELEV
SPD BRK
APPR PROC AP 1+2
N/W STRG
DUAL HYD LO PR LVL)
(Line not displayed for dual LO LVL) REVERSER 2
B ELEC PUMP
 If sys lost by RSVR LO AIR PR: EMER GEN (If B RSVR LO LVL)
YAW DAMPER 2
In approach, system lost by RSVR LO AIR PR may
CAT 2
RELATED PUMP...................................................ON
dual LO LVL):
FOR LDG............................................... USE FLAP 3
GPWS LDG FLAP 3..............................................ON
L/G....................................................... GRVTY EXTN

PROCEDURES
FCOM A321
OPERATING MANUAL

GRAVITY EXTENSION.
APPR SPD..................................................VREF +10 KT
SLATS/FLAPS SLOW
(1)
See
(2)
See
FMS PRED UNRELIABLE
(3)
See
(1)

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD B+Y SYS LO PR

L1 LAND ASAP
RAT..................................................................................................................................MAN ON
overhead panel.
L1 MIN RAT SPD....................................................................................................................140 KT
MAX SPEED...........................................................................................................................320/0.77
L2
L1
SECONDARY FAILURES
*F/CTL

FCOM Q→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
(If B PUMP LO PR)
B+Y HYD
MAX SPEED.............................................................. 320/0.77 R ELEV
SPD BRK
APPR PROC AP 1+2
N/W STRG
DUAL HYD LO PR LVL)
(Line not displayed for dual LO LVL). REVERSER 2
B ELEC PUMP
YAW DAMPER 2
In approach, system lost by RSVR LO AIR PR may
CAT 2
RELATED PUMP...................................................ON
dual LO LVL):
FOR LDG............................................... USE FLAP 3
GPWS LDG FLAP 3..............................................ON
L/G....................................................... GRVTY EXTN

PROCEDURES
FCOM A321
OPERATING MANUAL

GRAVITY EXTENSION.
APPR SPD..................................................VREF +10 KT
SLATS/FLAPS SLOW
(1)
See
(1)

FCOM ←Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+B SYS LO PR

Ident.: PRO-ABN-29-J-00011634.0003001 / 30 MAR 15
L2
Note: If the green hydraulic system is lost due to low level, the “HYD PTU FAULT” ECAM
message may appear, and requests the flight crew to switch the PTU off.
L1 LAND ASAP
RAT..................................................................................................................................MAN ON
MIN RAT SPD....................................................................................................................140 KT
MANEUVER WITH CARE
FMS PRED UNRELIABLE
F/CTL ALTN LAW

(PROT LOST)
L2 The flight control normal laws and associated protections are lost. Only load factor limitation is
furnished (alternate law without protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L2 Speed is limited due to loss of high speed protection.
 If blue sys recovered:

 If blue sys not recovered:
Refer to Landing with Slats or Flaps Jammed.
SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+B SYS LO PR (Cont'd)

L12
STATUS
MIN RAT SPD (IF RAT OUT)...................................... 140 KT INOP SYS
(If B PUMP LO PR)
G+B HYD
MAX SPEED.............................................................. 320/0.77 F/CTL PROT
MANEUVER WITH CARE L ELEV
SPD BRK...........................................................DO NOT USE L+R AIL
SPLR 1+3+5
APPR PROC SLATS
AP 1+2
N/W STRG
DUAL HYD LO PR AUTO BRK
NORM BRK
(Line not displayed for a double LO LVL):
L/G RETRACT
 If sys lost by RSVR LO AIR PR: REVERSER 1
RELATED PUMPS................................................ ON EMER GEN (If B RSVR LO LVL)
G ENG 1 PUMP
 If sys lost by RSVR OVHT: B ELEC PUMP
 IF BLUE OVHT OUT: YAW DAMPER 1
CAT 2
 IF GREEN OVHT OUT:
GREEN ENG 1 PUMP....................................ON
a double LO LVL):
A/THR...................................................................OFF
Select the target speed on the FCU. Due to the loss
of slats and some flight control surfaces, the A/THR
may not satisfactorily maintain speed.
FOR LDG............................................... USE FLAP 3
GPWS LDG FLAP 3..............................................ON
 WHEN SPD 200 KT (displayed when slats are
retracted):
L/G.................................................GRVTY EXTN

PROCEDURES
FCOM A321
OPERATING MANUAL

Refer to PRO-ABN-32 L/G GRAVITY
EXTENSION
Extend the landing gear at 200 kt to revert
sooner in direct law. This provides, below 200 kt
, a better pitch control than in alternate law with
one elevator lost and all slats lost.
APPR SPD..................................................VREF +25 KT
Approach speed must be increased, due to the loss of
ailerons and slats.
ALTN LAW: PROT LOST

(1)
See
(2)
See
FMS PRED UNRELIABLE
(3)
See
FLAPS SLOW
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to
"PRO-ABN-27 F/CTL DIRECT LAW)

FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+B SYS LO PR

VN-A612
L2
L1 LAND ASAP
RAT..................................................................................................................................MAN ON
MIN RAT SPD....................................................................................................................140 KT
MANEUVER WITH CARE
FMS PRED UNRELIABLE
F/CTL ALTN LAW

(PROT LOST)
L1 MAX SPEED...........................................................................................................................320/0.77

SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
(If B PUMP LO PR)
G+B HYD
SPLR 1+3+5
APPR PROC SLATS
AP 1+2
AUTO BRK
DUAL HYD LO PR NORM BRK
L/G RETRACT
REVERSER 1
RELATED PUMPS................................................ ON B ELEC PUMP
YAW DAMPER 1
 If sys lost by RSVR OVHT: CAT 2
GREEN ENG 1 PUMP....................................ON
a double LO LVL):
A/THR...................................................................OFF
FOR LDG............................................... USE FLAP 3
GPWS LDG FLAP 3..............................................ON
retracted):
L/G.................................................GRVTY EXTN

PROCEDURES
FCOM A321
OPERATING MANUAL

EXTENSION
APPR SPD..................................................VREF +25 KT
ailerons and slats.
ALTN LAW: PROT LOST

(1)
See
(2)
See
FMS PRED UNRELIABLE
(3)
See
FLAPS SLOW

FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+B SYS LO PR

L2
L1 LAND ASAP
RAT..................................................................................................................................MAN ON
MIN RAT SPD....................................................................................................................140 KT
MANEUVER WITH CARE
F/CTL ALTN LAW

(PROT LOST)
L1 MAX SPEED...........................................................................................................................320/0.77

SECONDARY FAILURES
*WHEEL
*F/CTL

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
(If B PUMP LO PR)
G+B HYD
SPLR 1+3+5
APPR PROC SLATS
AP 1+2
AUTO BRK
DUAL HYD LO PR NORM BRK
L/G RETRACT
REVERSER 1
RELATED PUMPS................................................ ON B ELEC PUMP
YAW DAMPER 1
 If sys lost by RSVR OVHT: CAT 2
GREEN ENG 1 PUMP....................................ON
a double LO LVL):
A/THR...................................................................OFF
FOR LDG............................................... USE FLAP 3
GPWS LDG FLAP 3..............................................ON
retracted):
L/G.................................................GRVTY EXTN

PROCEDURES
FCOM A321
OPERATING MANUAL

EXTENSION
APPR SPD..................................................VREF +25 KT
ailerons and slats.
ALTN LAW: PROT LOST

(1)
See
FLAPS SLOW
(1)
At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to

FCOM ←R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+Y SYS LO PR

VN-A611, VN-A612
Ident.: PRO-ABN-29-K-00011638.0005001 / 19 SEP 13
LAND ASAP
PTU................................................................................................................................................OFF
MANEUVER WITH CARE
FMS PRED UNRELIABLE
F/CTL ALTN LAW

(PROT LOST)
L2
Flight control normal laws and associated protections are lost. Only load factor limitation, high and
low speed stability are provided (alternate law with reduced protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L1
 If yellow sys recovered:
Refer to procedure for single failure
 If yellow sys not recovered:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed.
SECONDARY FAILURES
*F/CTL
*WHEEL

FCOM S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+Y SYS LO PR (Cont'd)

L12
STATUS
MAX SPEED.............................................................. 320/0.77 INOP SYS
MAX BRK PR.......................................................... 1 000 PSI
MANEUVER WITH CARE G+Y HYD
F/CTL PROT
STABILIZER
APPR PROC REVERSER 1+2
SPLR 1+2+4+5
DUAL HYD LO PR FLAPS
YAW DAMPER
(Line not displayed for a double LO LVL) AP 1+2
 If sys lost by RSVR LO AIR PR: ANTI SKID
RELATED PUMP...................................................ON N.W. STEER
NORM BRK
 If sys lost by RSVR OVHT: AUTO BRK
L/G RETRACT
GREEN ENG 1 PUMP....................................ON LVL)
 IF YELLOW OVHT OUT: CAT 2
a double LO LVL):
FOR LDG............................................... USE FLAP 3
L/G.................................................GRVTY EXTN
EXTENSION. Being stabilized at VAPP, before
selecting the gear down, enables the aircraft to
be trimmed for approach.
APPR SPD..................................................VREF +30 KT
flaps.

FCOM ←S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

ALTN LAW: PROT LOST

(1)
See
BRK Y ACCU PR ONLY
(2)
See
(3)
See
FMS PRED UNRELIABLE
(4)
See
SLATS SLOW
(5)
See
PRO-ABN-27-F/CTL DIRECT LAW).
(2) 7 full brake applications are available.
(5)

FCOM ←S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HYD G+Y SYS LO PR

LAND ASAP
PTU................................................................................................................................................OFF
MANEUVER WITH CARE
F/CTL ALTN LAW

(PROT LOST)
L2
Flight control normal laws and associated protections are lost. Only load factor limitation, high and
low speed stability are provided (alternate law with reduced protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L1
 If yellow sys recovered:
Refer to procedure for single failure.
 If yellow sys not recovered:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed.
SECONDARY FAILURES
*F/CTL
*WHEEL

FCOM S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-29-K-00011640.0086001 / 11 MAY 12
L12
STATUS
MAX BRK PR.......................................................... 1 000 PSI
MANEUVER WITH CARE G+Y HYD
F/CTL PROT
STABILIZER
APPR PROC REVERSER 1+2
SPLR 1+2+4+5
DUAL HYD LO PR FLAPS
YAW DAMPER
(Line not displayed for a double LO LVL) AP 1+2
 If sys lost by RSVR LO AIR PR: ANTI SKID
RELATED PUMP...................................................ON N.W. STEER
NORM BRK
 If sys lost by RSVR OVHT: AUTO BRK
L/G RETRACT
GREEN ENG 1 PUMP....................................ON LVL)
 IF YELLOW OVHT OUT: CAT 2
a double LO LVL):
FOR LDG............................................... USE FLAP 3
L/G.................................................GRVTY EXTN
EXTENSION. Being stabilized at VAPP, before
selecting the gear down, enables the aircraft to
be trimmed for approach.
APPR SPD..................................................VREF +30 KT
flaps.

FCOM ←S→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

ALTN LAW: PROT LOST

(1)
See
BRK Y ACCU PR ONLY
(2)
See
SLATS SLOW
(3)
See
PRO-ABN-27-F/CTL DIRECT LAW).
(2)
7 full brake applications are available.
(3)
HYD PTU FAULT

Applicable to: ALL
L2 Note: This warning is triggered, if the second engine is started within 40 s, following the end of
the cargo doors operation. In this case, reset the warning by switching the yellow ELEC
pump ON, then OFF.
L1
 If green or yellow reservoir low level and system low press:
PTU......................................................................................................................................... OFF
STATUS
INOP SYS
PTU

PROCEDURES
FCOM A321
OPERATING MANUAL
HYD RAT FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
RAT

FCOM U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE ALL PITOT

Applicable to: ALL
Ident.: PRO-ABN-30-U-00010315.0011001 / 05 MAY 14
L2 CAPT, F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same
amount, ADR 1, ADR 2, and ADR 3 speeds will be in agreement, but incorrect. The following
ECAM procedure avoids that the flight controls use erroneous, but coherent, sources.
L1 ADR 1 (2) (3) P/B......................................................................................................................... OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either ADR 1,
2 or 3 be switched OFF.
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs, the
“ADR DISAGREE” ECAM caution will be triggered.
L1
 IF ICING EXPECTED:
ADR 2 (3) P/B........................................................................................................................ OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 2 or 3 be switched OFF.
L1 UNREL SPD PROC........................................................................................................... APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice accretion.
Be prepared to use the UNRELIABLE SPEED INDICATION procedure, Refer to PRO-ABN-34
UNRELIABLE SPEED INDICATION.
L12
NAV ADR FAULT

Single ADR FAULT or double ADR FAULT ECAM cautions may be triggered, depending on the
number of ADRs switched OFF.
L12
F/CTL ALTN LAW

(PROT LOST)
Alternate law becomes active, if:
‐ One ADR has already been switched OFF, and the 2 remaining ADRs are not in agreement, or
‐ Two ADRs have been switched OFF.

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE ALL PITOT (Cont'd)

Ident.: PRO-ABN-30-U-00010316.0012001 / 16 NOV 11
STATUS
 IF ICING EXPECTED: INOP SYS
ADR 2 (3) P/B......................................................OFF
UNREL SPD PROC........................................ APPLY CAPT PITOT
F/O PITOT
STBY PITOT
(1)
CAPT PROBES
(2)
F/O PROBES
(3)
STBY PROBES
(1) (If all CAPT PROBES heating is lost)

(2) (If all F/O PROBES heating is lost)
(3) (If all STBY PROBES heating is lost)
ANTI ICE CAPT (F/O) TAT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
CAPT (F/O) TAT

FCOM ← A to B 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE CAPT + F/O PITOT

Applicable to: ALL
L2 CAPT and F/O pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 2 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
 If ADR 3 operative and ON:
ADR 1 (2) P/B........................................................................................................................ OFF
ADR 1 or 2 be switched OFF
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs,
the “ADR DISAGREE” ECAM caution will be triggered.
L1
 If ADR 3 failed or OFF:
L2
No action is required, as long as there are no icing conditions, in order to keep 2 independent
speed sources.
L1
ADR 1 (2) P/B.................................................................................................................. OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that
either ADR 1 or 2 be switched OFF.
L1 UNREL SPD PROC.....................................................................................................APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice
accretion. Be prepared to use the UNRELIABLE SPEED INDICATION procedure, Refer to
PRO-ABN-34 UNRELIABLE SPEED INDICATION.
L1
NAV ADR FAULT


FCOM C→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE CAPT + F/O PITOT (Cont'd)

Ident.: PRO-ABN-30-R-00010310.0011001 / 17 MAR 11
STATUS
 If ADR 3 failed or OFF: INOP SYS
CAPT PITOT
ADR 1 (2) P/B............................................... OFF F/O PITOT
UNREL SPD PROC.................................. APPLY CAPT PROBES
(1)
(2)
F/O PROBES


FCOM ←C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE CAPT + STBY PITOT

Applicable to: ALL
L2 CAPT and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 3 speeds will be in agreement, but incorrect. Flight controls will consider the
remaining correct source as being faulty, and will reject the only correct source. The following
L1
ADR 1 (3) P/B........................................................................................................................ OFF
ADR 1 or 3 be switched OFF
L1
L2
speed sources.
L1
ADR 1 (3) P/B.................................................................................................................. OFF
L1
NAV ADR FAULT


FCOM D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE CAPT + STBY PITOT (Cont'd)

STATUS
CAPT PITOT
ADR 1 (3) P/B............................................... OFF STBY PITOT
UNREL SPD PROC.................................. APPLY CAPT PROBES
(1)
(2)
STBY PROBES

ANTI ICE CAPT PITOT OR L(R) STAT OR AOA

Applicable to: ALL
L2 Failure of probe heating.

L1 AIR DATA SWTG ...................................................................................................................CAPT 3
L2 ADR 3 supplies data to PFD 1 and ND 1.
Note: AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
STATUS
INOP SYS
CAPT PITOT
CAPT L(R) STAT
CAPT AOA

FCOM ← D to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE CAPT PROBES

Applicable to: ALL
AIR DATA SWTG.................................................................................................................... CAPT 3

L2 Note: AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
STATUS
INOP SYS
CAPT PROBES
ANTI ICE DETECT FAULT

Applicable to: ALL
L2 Both ice detectors failed.

L1 ANTI ICE..............................................................................................................................AS RQRD
STATUS
INOP SYS
ICE DETECT
ANTI ICE ENG 1(2) VALVE CLSD

Applicable to: ALL


FCOM F to H → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE ENG 1(2) VALVE CLSD (Cont'd)

STATUS
ENG 1 (2) A. ICE
ANTI ICE ENG 1(2) VALVE OPEN

Applicable to: ALL
THRUST LIM PENALTY

STATUS
THRUST LIM PENALTY

FCOM ← H to I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE F/O + STBY PITOT

Applicable to: ALL
L2 F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 2 and ADR 3 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
L1
ADR 2 (3) P/B........................................................................................................................ OFF
ADR 2 or 3 be switched OFF.
L1
L2
speed sources.
L1
ADR 2 (3) P/B.................................................................................................................. OFF
L1
NAV ADR FAULT


FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE F/O + STBY PITOT (Cont'd)

Ident.: PRO-ABN-30-T-00010314.0011001 / 14 NOV 11
STATUS
F/O PITOT
ADR 2 (3) P/B............................................... OFF STBY PITOT
UNREL SPD PROC.................................. APPLY F/O PROBES
(1)
(2)
STBY PROBES

ANTI ICE F/O PITOT OR L(R) STAT OR AOA

Applicable to: ALL
L2 Failure of probe heating.

L1 AIR DATA SWTG........................................................................................................................F/O 3
L2 ADR 3 supplies data to PFD 2 and ND 2.
Note: AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
STATUS
INOP SYS
F/O PITOT
F/O L(R) STAT
F/O AOA

FCOM ← J to K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE F/O PROBES

Applicable to: ALL
AIR DATA SWTG........................................................................................................................F/O 3

L2 Note: AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
STATUS
INOP SYS
F/O PROBES
ANTI ICE ICE DETECTED

Ident.: PRO-ABN-30-00010274.0001001 / 05 AUG 10
Applicable to: ALL
L2 In flight, ice is detected.

L1 ENG 1 ANTI ICE.............................................................................................................................ON
ENG 2 ANTI ICE.............................................................................................................................ON
ANTI ICE L + R WINDSHIELD

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
WSHLD HEAT

FCOM L to N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE L(R) WINDOW

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
L(R) WNDW HEAT
ANTI ICE L(R) WINDSHIELD

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
L(R) WSHLD HEAT
ANTI ICE STBY PITOT OR L(R) STAT OR AOA

Applicable to: ALL
Crew awareness.
L2 If standby instruments are used, monitor air data information.

FCOM O to Q → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ANTI ICE STBY PITOT OR L(R) STAT OR AOA (Cont'd)

STATUS
INOP SYS
STBY PITOT
STBY L(R) STAT
STBY AOA
ANTI ICE STBY PROBES

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
STBY PROBES
DOUBLE AOA HEAT FAILURE

Ident.: PRO-ABN-30-00010253.0002001 / 05 AUG 10
Applicable to: ALL
In case of double failure of the alpha probe heaters in icing conditions, the choice made by the
computers among the 3 ADR values may be erroneous.
 If icing conditions cannot be avoided:
One of affected ADRs............................................................................................................ OFF
There will be a disagreement between the two remaining ADRs, which will trigger the ADR
DISAGREE ECAM caution.

FCOM ← Q to S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WING ANTI ICE L(R) HI PR

Applicable to: ALL
THRUST LIM PENALTY

STATUS
THRUST LIM PENALTY INOP SYS
WAI REGUL
WING ANTI ICE L(R) VALVE OPEN

(FAILURE DETECTED IN FLIGHT)
Applicable to: ALL
WAI AVAIL IN FLT

WING ANTI ICE...................................................................................................................AS RQRD
L2 Wing anti-ice is available if needed and anyway is continually on, on failed side.
L1 THRUST LIM PENALTY
 After landing (automatic recall):

ENG BLEED (AFFECTED SIDE)........................................................................................... OFF
X BLEED (IF NOT CLOSED).............................................................................................. SHUT
APU BLEED (IF LEFT WING AFFECTED)............................................................................OFF
WING ANTI ICE......................................................................................................................OFF

FCOM T to U → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WING ANTI ICE L(R) VALVE OPEN (Cont'd)

(FAILURE DETECTED IN FLIGHT)
L12
STATUS
THRUST LIM PENALTY INOP SYS
(2)
See
ENG 1(2) BLEED
WAI AVAIL IN FLT (1)
(2) See
See PACK 1(2)
(1)
See
(1) Displayed on ground.

(2)
Displayed in flight.

FCOM ←U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WING ANTI ICE L(R) VALVE OPEN

(FAILURE DETECTED ON GROUND)
Applicable to: ALL
Ident.: PRO-ABN-30-M-00010278.0001001 / 09 APR 15
WING ANTI ICE............................................................................................................................ OFF

ENG BLEED (AFFECTED SIDE)..................................................................................................OFF
X BLEED (IF NOT CLOSED)..................................................................................................... SHUT
APU BLEED (IF LEFT WING AFFECTED AND IF APU RUNNING)........................................... OFF
WAI AVAIL IN FLT
 After takeoff when above 1 500 ft (automatic recall):
WAI AVAIL IN FLT
ENG BLEED (AFFECTED SIDE)............................................................................................. ON
WING ANTI ICE............................................................................................................ AS RQRD
L2 Wing anti ice is available if needed and anyway is continually on, on failed side.
L1 THRUST LIM PENALTY
 After landing (automatic recall):
WING ANTI ICE......................................................................................................................OFF
ENG BLEED (AFFECTED SIDE)........................................................................................... OFF
X BLEED (IF NOT CLOSED).............................................................................................. SHUT
APU BLEED (IF LEFT WING AFFECTED)............................................................................OFF
L12
STATUS
WAI AVAIL IN FLT INOP SYS
Displayed before takeoff only.
ENG 1 (2) BLEED
THRUST LIM PENALTY See
(1)
Displayed in flight. PACK 1 (2)

(1)
See
(1) Displayed on ground.

FCOM V 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WING ANTI ICE OPEN ON GND

Applicable to: ALL
L2 Following ground test the valves are still open after 35 s.

L1 WING ANTI ICE............................................................................................................................ OFF
STATUS
WAI AVAIL IN FLT
WING ANTI ICE SYS FAULT

(ONE WING VALVE REMAINS CLOSED WHEN THE WING ANTI-ICE IS TURNED ON)
Applicable to: ALL
Ident.: PRO-ABN-30-P-00010285.0002001 / 16 NOV 11
WING ANTI ICE............................................................................................................................ OFF

Ident.: PRO-ABN-30-P-00010286.0003001 / 26 OCT 12
L12
STATUS
• IF SEVERE ICE ACCRETION:
MIN SPD................................................. VLS +10/G DOT WING ANTI ICE
MANEUVER WITH CARE
(1)
See
(1)
Note: In the case of severe ice accretion, with wing anti-ice failed, the Angle-of-Attack (AOA)
protections remain efficient. Manoeuvre with care: avoid large roll inputs at high AoA
and high thrust setting. In the case of abnormal response in pitch or roll, release the
backstick and reduce thrust.

FCOM W to X 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WING ANTI ICE SYS FAULT

(THE WING ANTI-ICE IS TURNED ON AFTER ONE ENGINE
SHUTDOWN OR AFTER THE LOSS OF ONE BLEED)
Ident.: PRO-ABN-30-00010292.0001001 / 05 AUG 10
Applicable to: ALL
X BLEED.................................................................................................................................... OPEN
L2 Note: The affected pack has to be selected OFF due to precooler performance.
SEVERE ICE DETECTED

Ident.: PRO-ABN-30-00010277.0005001 / 18 MAR 14
Applicable to: ALL
L2 In flight, severe ice is detected.

L1 WING ANTI ICE.............................................................................................................................. ON
ENG MODE SEL............................................................................................................................IGN
L2 This line does not normally appear since continuous ignition has already been selected with the
"ICE DETECTED" warning (selection of ENG ANTI ICE).

FCOM Y to Z 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
DISPLAY UNIT FAILURE

Ident.: TDU / PRO-ABN-31-00014847.0002001 / 07 MAY 13
VN-A612
Impacted DU: 00010061 DISPLAY UNIT FAILURE
 AFFECTED DU FLASHES INTERMITTENTLY:

This phenomenon may be due to Intermittent Electrical Power Supply Interruptions. It is
evidenced by one, or a combination, of the following :
‐ Flashing of PFD, ND, ECAM DUs (blank screen or INVALID DATA message),
‐ Flashing of MCDU,
‐ Intermittent flight control law reversion.
 IF THE CAPTAIN SIDE IS AFFECTED:
Captain PFD, captain ND, ECAM DUs or MCDU 1 is(are) affected.
GEN 1...............................................................................................................................OFF
 If DUs do not stop flashing :
GEN 1..........................................................................................................................ON
 If DUs stop flashing :
GEN 1............................................................................................................. KEEP OFF
Keep the generator OFF for the rest of the flight.
RUD TRIM............................................................................................... CHECK/RESET
Intermittent Electrical Power Supply Interruptions may cause offset in the rudder trim.
Check the need of the rudder trim to be reset using the sideslip indication
AP and/or A/THR............................................................................................. AS RQRD
APU START................................................................................................... CONSIDER
 IF THE FIRST OFFICER SIDE IS AFFECTED:
First officer PFD, first officer ND, lower ECAM or MCDU 2 is(are) affected.
GEN 2...............................................................................................................................OFF
 If DUs do not stop flashing:
GEN 2..........................................................................................................................ON
 If DUs stop flashing:
GEN 2............................................................................................................. KEEP OFF

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
DISPLAY UNIT FAILURE (Cont'd)

 DU is blank (with or without a large letter “F” in amber), or the display is distorted, or DU
brightness reduces to the minimum:
DU (affected) brightness knob ................................................................................OFF then ON
The display will recover after 10 s.
DU (affected)...........................................................................................................AS RQRD
The DU can be switched off.
ECAM/ND XFR (if the ECAM DUs are affected).............................................................USE
Transfer SD to the F/O or CAPT ND.
PFD/ND XFR (if the EFIS DUs are affected).................................................................. USE
 INVALID DISPLAY UNIT message is displayed:
This may be caused by a DU failure.
FOR AUTOMATIC DU RECOVERY......................................................WAIT MORE THAN 40 s
 IF DU IS AUTOMATICALLY RECOVERED:
No crew action is required.
 IF DU IS NOT RECOVERED:
Non-recovered DU.................................................................................................. AS RQRD
 INVALID DATA message appears (not on all DUs):
EIS DMC SWITCHING..................................................................................................AS RQRD
DU (affected).................................................................................................. OFF THEN ON
Note: The ND display may disappear, if too many waypoints and associated information
are displayed. Reduce the range, or deselect WPT or CSTR, and the display will
automatically recover, after about 30 s.
 INVALID DATA message appears on all DUs:
The autopilot, autothrust and MCDU navigation data are still available, and may be used.

PROCEDURES
FCOM A321
OPERATING MANUAL

FOR AUTOMATIC DUs RECOVERY ................................................... WAIT MORE THAN 40 s
 IF ALL DUs ARE AUTOMATICALLY RECOVERED:
 IF ONE OR MORE DUs ARE NOT RECOVERED:
Non-recovered DUs.........................................................................................OFF FOR 40 s
Non-recovered DUs............................................................................ BACK ON sequentially
 If the initial failure re-occurs (INVALID DATA message appears on all DUs), when
switching a given DU back ON:
Apply the entire procedure again, from the beginning.
Leave this specific DU permanently OFF.
 INVERSION OF THE EWD AND THE SD:
ECAM UPPER DISPLAY .....................................................................................OFF THEN ON
The same action on the EIS DMC SWITCHING selector produces the same effect.

FCOM ←A 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-31-00010061.0001001 / 07 APR 11

‐ Flashing of PFD, ND, ECAM DUs (blank screen or diagonal line),
Captain PFD, captain ND, Upper ECAM or MCDU 1 is(are) affected.
GEN 1...............................................................................................................................OFF
GEN 1..........................................................................................................................ON
GEN 1............................................................................................................. KEEP OFF
GEN 2...............................................................................................................................OFF
GEN 2..........................................................................................................................ON
GEN 2............................................................................................................. KEEP OFF

FCOM B→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

 The AFFECTED DU IS BLANK or the DISPLAY IS DISTORTED:
DU (affected)................................................................................................................. AS RQRD
ECAM/ND XFR (if the ECAM DUs are affected)................................................................... USE
Transfer SD to F/O or CAPT ND.
PFD/ND XFR (if the EFIS DUs are affected).........................................................................USE
 DIAGONAL LINE ON THE AFFECTED DU:
This failure may be caused by a DMC FAULT, or a communication interruption between the
DMC and DU.

PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-31-00010061.0002001 / 07 APR 11
VN-A612
Impacted by TDU: 00014847 Display Unit Failure

GEN 1...............................................................................................................................OFF
GEN 1..........................................................................................................................ON
GEN 1............................................................................................................. KEEP OFF
GEN 2...............................................................................................................................OFF
GEN 2..........................................................................................................................ON
GEN 2............................................................................................................. KEEP OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

 DU is blank (with or without a large letter “F” in amber), or the display is distorted:

PROCEDURES
FCOM A321
OPERATING MANUAL


PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-31-00010061.0002001 / 07 APR 11

GEN 1...............................................................................................................................OFF
GEN 1..........................................................................................................................ON
GEN 1............................................................................................................. KEEP OFF
GEN 2...............................................................................................................................OFF
GEN 2..........................................................................................................................ON
GEN 2............................................................................................................. KEEP OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

 DU is blank (with or without a large letter “F” in amber), or the display is distorted:

PROCEDURES
FCOM A321
OPERATING MANUAL

EIS DMC 1(2)(3) FAULT

Applicable to: ALL
 DMC 1
EIS DMC SWITCH .......................................................................................................... CAPT 3
L2 DMC 3 replaces DMC 1.
L1
 DMC 2
EIS DMC SWITCH............................................................................................................... F/O 3
L2 DMC 3 replaces DMC 2.
L1
 DMC 3
Crew awareness.
STATUS
INOP SYS
DMC 1(2)(3)

FCOM ← B to C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EIS DMC/FWC COM FAULT

Ident.: PRO-ABN-31-00014308.0001001 / 25 FEB 14
VN-A611, VN-A612
Crew awareness.
ECAM SINGLE DISPLAY

Ident.: PRO-ABN-31-00010062.0001001 / 07 APR 11
Applicable to: ALL
Only the EWD is available. There is no SD on the other DUs.

 To call a SYS page:
PRESS AND MAINTAIN the SYS Page key on the ECP.
 OVERFLOW ON THE STATUS Page:
PRESS AND MAINTAIN the STS key on the ECP
The first page of STATUS appears.
RELEASE IT, THEN PRESS AGAIN WITHIN 2 s
The second page of STATUS appears.
CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS.
When the STS key is released for more than 2 s, the EWD reappears.

FCOM D to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
FWS FWC 1 + 2 FAULT

Applicable to: ALL
MONITOR SYS
MONITOR OVERHEAD PANEL
NOT AVAIL
ECAM WARN
ALTI ALERT
STATUS
A/CALL OUT
MEMO
L2
Other INOP SYS
CAT2
ECAM Cautions and Warnings, aural warnings, master caution and warning lights are lost.
ECAM system pages are still available. therefore check regularly (more often than usual)
cockpit panels for local warnings and ECAM system pages for system checks.
Check the general status of the systems for the DES/APPR preparation.
FWS FWC 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
CAT 3 DUAL
FWC 1(2)

FCOM F to G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
FWS OEB/FWC DISCREPANCY

Ident.: PRO-ABN-31-00010050.0001001 / 10 AUG 10
Applicable to: ALL
OEB DATABASE................................................................................................................... XCHECK

L2 This action is normally performed by maintenance.
FWS SDAC 1 + 2 FAULT

Applicable to: ALL
MONITOR OVERHEAD PANEL

L2 Amber cautions are lost. Aircraft status on the ECAM STATUS page is lost.
Only red warnings, engine and fuel parameters, and slat/flap positions are available on the upper
ECAM DU.
L1 ECAM ENG FUEL F/CTL WHEEL (L/G POS IND) SYS PAGES AVAIL.
STATUS
INOP SYS
SDAC 1 + 2
FWS SDAC 1(2) FAULT

Applicable to: ALL
Crew awareness.

FCOM H to J → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
FWS SDAC 1(2) FAULT (Cont'd)

L12
STATUS
INOP SYS
SDAC 1(2)
Note: Although the ECAM may display some symbols and/or parameters in amber, this does
not always signify that additional systems are failed.

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
MULTIPLE UNDUE ECAM ALERTS

Ident.: TDU / PRO-ABN-31-00012928.0001001 / 07 APR 11
Impacted DU: NONE
In the case of multiple undue ECAM alerts concerning :

‐ ENG 1(2) N1(N2) (EGT) (FF) OVER LIMIT or
‐ ENG 1(2) N1(N2) (EGT) (EPR) (FF) DISCREPANCY or,
‐ NAV ATT (ALT) (HDG) DISCREPANCY or,
‐ NAV FM/GPS POS DISAGREE or,
‐ FUEL F.USED/FOB DISAGREE or
‐ MINIMUM or HUNDRED ABOVE callouts,
possibly associated with EFIS red flags, apply the below procedure :
AFFECTED PARAMETERS........................................................................................CROSSCHECK
Crosscheck the affected parameters on the E/WD, PFD, ND or on the related SD page to confirm
that the alerts are spurious.
 If it is confirmed that the ECAM alerts are spurious, identify the faulty DMC:
EIS DMC SWITCH............................................................................................................CAPT 3
DMC3 replaces DMC1. If the undue alerts stop, DMC1 is the faulty DMC.
 If unsuccessful :
EIS DMC SWITCH.........................................................................................................F/O 3
DMC3 replaces DMC2. If the undue alerts stop, DMC2 is the faulty DMC.
RECORDER DFDR FAULT

Applicable to: ALL
Crew awareness.

FCOM K to L → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
RECORDER DFDR FAULT (Cont'd)

STATUS
INOP SYS
DFDR
RECORDER SYS FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
RECORDER SYS

FCOM ← L to M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES - N/WS MINOR FAULT

Ident.: PRO-ABN-32-00011326.0001001 / 25 FEB 14
Crew awareness.
BRAKES A/SKID NWS FAULT OR ANTI SKID/NWS OFF

Applicable to: ALL
L2 Either both BSCU channels are failed, or the A/SKID & N/W STRG sw is OFF.
L1 MAX BRK PR........................................................................................................................ 1000 PSI
L2 Monitor brake pressure on the BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required. Avoid landing on an icy
runway.
L12
STATUS
MAX BRK PR............................................................1000 PSI INOP SYS
CAT 3 DUAL
• If Y SYS LO PR ANTI SKID
N/W STRG
BRK Y ACCU PR ONLY
NORM BRK
CAT 3 SINGLE ONLY AUTO BRK
(1)
See
(1)
Note: Automatic rollout is not permitted as specified in QRH,Refer to QRH/OPS Required
Equipment for CAT2 and CAT3.

PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES ALTN BRK FAULT

L2 Alternate braking function is lost.

L1
Crew awareness.
STATUS
INOP SYS
ALTN BRK
BRAKES ALTN L(R) RELEASED

L2 As long as the normal braking system is available, braking is normal. In alternate braking mode,
braking of all wheels on one gear is lost.
L1
 If normal braking is lost:
ASYM BRK PROC............................................................................................................. APPLY
STATUS
 If normal braking is lost: INOP SYS
ALTN L(R) BRK

PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES AUTO BRK FAULT

L2 The AUTOBRAKE FAULT warning may be due to a failure of the autobrake mode itself, or to a
brake released condition. The crew should, therefore, be prepared to counter a possible slight
lateral drift at landing, by using the rudder.
L1
Crew awareness.
BRAKE RELEASED
STATUS
AUTO BRK
(1)
NORM BRK
(1) (NORM BRK is inoperative in case of failure causing the AUTO BRK FAULT caution to trigger
with a switch to alternate braking (failures affecting the BSCU, the Normal Selector Valve, the
Normal Servo Valve, or brake pedal transmitter unit).)
BRAKES AUTO BRK FAULT

L2 Autobrake function is lost.

L1
Crew awareness.

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES AUTO BRK FAULT (Cont'd)

Ident.: PRO-ABN-32-N-00011314.0004001 / 29 MAR 12
STATUS
INOP SYS
AUTO BRK
BRAKES BRK Y ACCU LO PR

L2 The yellow electrical pump can be used to pressurize the accumulator. If the accumulator pressure
is still low, chocks are required before Engine 1 shut down. This message is replaced on ground by
BRAKES PARK BRK LO PR if parking brake is on and yellow hydraulic system pressure is low.
L1
 On ground:
 BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
• If Y SYS LO PR INOP SYS
NORM BRK ONLY
BRK Y ACCU

PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES HOT
VN-A611, VN-A612
 On ground:
PARK BRK: PREFER CHOCKS
L2 ‐ If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should not
set the PARKING BRK ON.
L1 BRK FAN (IF INSTALLED)...................................................................................................... ON
L2 Note: Before selecting the brake fans at the gate, the flight crew should first warn the ground
personnel in order to avoid blowing carbon brake dust on them.
L1
DELAY T.O. FOR COOL
L2 ‐ Delay takeoff, until the brake temperature is below 300 °C with the brake fans OFF, and
150 °C with the brake fans  ON.
‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for
brake temperature limitations requiring maintenance actions.
L1
 In flight:
 IF PERF PERMITS:
MAX SPEED................................................................................................................250/.60
L/G..................................................................................................................DN FOR COOL
L2 If performance permits, the landing gear should be extended or, if already extended, it
should remain so, to improve brake cooling.
L1
 For L/G RETRACTION:
MAX SPEED................................................................................................................220/.54
L2 Reduce speed for landing gear retraction, when the brake temperature is within limits.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES HOT (Cont'd)

L12
STATUS
MAX SPEED................................................................ 280/.67
(1)
See
(1) As long as the landing gear is extended, limit the speed to 280 kt/M 0.67.
For landing gear retraction when the brake temperature is within limits, reduce the speed to
220 kt.

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES HOT
 On ground:
PARK BRK: PREFER CHOCKS
L2 ‐ If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should not
set the PARKING BRK ON.
L1 BRK FAN (IF INSTALLED)...................................................................................................... ON
L2 Note: Before selecting the brake fans at the gate, the flight crew should first warn the ground
personnel in order to avoid blowing carbon brake dust on them.
L1
DELAY T.O. FOR COOL
L2 ‐ Delay takeoff, until the brake temperature is below 300 °C with the brake fans OFF, and
150 °C with the brake fans  ON.
‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for
brake temperature limitations requiring maintenance actions.
L1
 In flight:
L/G..................................................................................................................DN FOR COOL
MAX SPEED................................................................................................................250/.60
L2 If performance permits, the landing gear should be extended or, if already extended, it
should remain so, to improve brake cooling.
L1
 For L/G RETRACTION:
MAX SPEED................................................................................................................220/.52
L2 Reduce speed for landing gear retraction, when the brake temperature is within limits.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES HOT (Cont'd)

L12
STATUS
MAX SPEED................................................................ 280/.67
(1)
See
(1) As long as the landing gear is extended, limit the speed to 280 kt/M 0.67.
For landing gear retraction when the brake temperature is within limits, reduce the speed to
220 kt.
BRAKES NORM + ALTN FAULT

L2 Normal and alternate braking functions are lost.

L1 PARK BRK ONLY
STATUS
PARK BRK ONLY INOP SYS
CAT 3
CAT 2 ONLY ANTI SKID
N/W STRG
NORM BRK
AUTO BRK
ALTN BRK

PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES NORM BRK FAULT

L2 Normal braking function is lost.

L1
Crew awareness.
STATUS
ALTN Y BRK WITH A/SKID CAT 3

CAT 2 ONLY NORM BRK
AUTO BRK
BRAKES PARK BRK FAULT

Ident.: PRO-ABN-32-00013625.0005001 / 17 MAR 11
 On ground:
 If PARKING BRK handle is OFF and parking brake pressure is still applied:
BRK PRESS STILL ON
 If PARKING BRK handle is ON and no parking brake pressure is applied:
PARK BRK....................................................................................................................... OFF
 BEFORE ENG SHUT DOWN
CHOCKS CONSIDER

FCOM I to J → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES PARK BRK FAULT

Ident.: PRO-ABN-32-00013625.0006001 / 30 MAR 12
 On ground:
 If PARKING BRK handle is OFF and parking brake pressure is still applied:
BRK PRESS STILL APPLIED
 If PARKING BRK handle is ON and no parking brake pressure is applied:
BRK PRESS RELEASED
PARK BRK....................................................................................................................... OFF
 BEFORE ENG SHUT DOWN
CHOCKS........................................................................................................ CONSIDER
BRAKES PARK BRK LO PR

L2 On ground, yellow hydraulic system and accumulator pressures are low with parking brake valve
on. Chocks are required before Engine 1 shut down.
L1
 On ground:
 BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
NORM BRK ONLY INOP SYS
BRK Y ACCU

PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES PARK BRK ON

Ident.: PRO-ABN-32-00011320.0001001 / 17 MAR 11
Applicable to: ALL
L2 Parking brake is selected in flight.

L1 PARK BRK.................................................................................................................................... OFF
BRAKES RELEASED
L2 At least one wheel is released.

L1
Crew awareness.
STATUS
AUTO BRK
BRAKES SYS 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
BRK SYS 1(2)

FCOM L to N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ASYMMETRIC BRAKING
Ident.: PRO-ABN-32-00011331.0001001 / 11 MAY 12
Normal braking is faulty, or the green hydraulic system is in low pressure, and one gear is released.
Progressively apply brake on the available side. Counter swing with the rudder.
Avoid crosswind in excess of 10 kt from the side of available brake.
 IF ONLY ONE REVERSE IS AVAILABLE:
Do not use Reverse on the side of available brake
LDG DIST PROC......................................................................................................................APPLY

FCOM O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LOSS OF BRAKING
Ident.: PRO-ABN-32-00011315.0001001 / 17 MAR 11
Applicable to: ALL
 IF NO BRAKING AVAILABLE:
REV........................................................................................................................................ MAX
BRAKE PEDALS........................................................................................................... RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since
the pedal force or displacement produces more braking action in alternate mode than in normal
mode.
A/SKID & N/W STRG............................................................................................................. OFF
Braking system reverts to alternate mode.
BRAKE PEDALS................................................................................................................PRESS
Apply brake with care, since initial pedal force or displacement produces more braking action in
alternate mode than in normal mode.
MAX BRK PR..................................................................................................................1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required.
 If STILL NO BRAKING:
PARKING BRAKE...........................................SHORT AND SUCCESSIVE APPLICATIONS
Use short successive parking brake applications to stop the aircraft. Brake onset
asymmetry may be felt at each parking brake application. If possible, delay the use of the
parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.

FCOM P 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
RESIDUAL BRAKING PROC

Ident.: PRO-ABN-32-00011318.0001001 / 05 AUG 10
Applicable to: ALL
 IN FLIGHT:
BRAKE PEDALS.................................................................................. APPLY SEVERAL TIMES
Press the brake pedals several times. This could zero a residual pressure on the alternate
system.
 IF RESIDUAL PRESSURE REMAINS:
A/SKID & N/W STRG selector................................................................................ KEEP ON
 IF AUTOBRAKE IS AVAILABLE:
FOR LANDING......................................................................................AUTO/BRK MED
Using MED mode gives immediate priority to normal braking upon landing gear
touchdown, which cancels residual alternate pressure.
 IF AUTOBRAKE IS NOT AVAILABLE:
JUST AFTER TOUCHDOWN.............................................................. APPLY BRAKING
Pressing the brake pedals gives immediate priority to normal braking, which cancels
residual alternate pressure.
Beware of possible braking asymmetry after touchdown, which can be controlled by using
the pedals.
Note: In case of taxi with deflated or damaged tires, Refer to LIM-32 Taxi with Deflated
Tires.
CONFIG PARK BRK ON

Ident.: PRO-ABN-32-00011302.0001001 / 05 AUG 10
Applicable to: ALL
L2
Check that the parking brake handle is in the OFF position. If warning stays on, check that the
brake pressure is at zero on the BRAKES PRESSURE indicator.

FCOM Q to R 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G DOORS NOT CLOSED

VN-A611, VN-A612
Ident.: PRO-ABN-32-D-00011287.0003001 / 01 DEC 14
 If the L/G lever is UP:

 WHEN SPD < 220/0.54:
L/G LEVER............................................................................................................. RECYCLE
L2 Note: To recycle the landing gear, the flight crew must perform the following actions:
‐ Move the landing gear lever down
‐ Wait for the landing gear to downlock and for the landing gear doors to close.
Simultaneously monitor the WHEEL page on the System Display (SD)
‐ Move the landing gear lever up.
The active LGCIU changes when the landing gear is recycled.
L1
MAX SPEED.................................................................................................................... 250/0.60
FMS PRED UNRELIABLE
L12
STATUS
FUEL CONSUMPT INCRSD L/G DOOR

(1)
See
FMS PRED UNRELIABLE
(2)
See
(2) Disregard FMS fuel predictions and Refer to QRH/PER-B Fuel Penalty Factors Tables in order to

FCOM S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G DOORS NOT CLOSED

Ident.: PRO-ABN-32-D-00011287.0002001 / 01 DEC 14
 If the L/G lever is UP:

 WHEN SPD < 220/0.54:
L/G.......................................................................................................................... RECYCLE
L1
MAX SPEED.................................................................................................................... 250/0.60
L12
STATUS
INCREASED FUEL CONSUMP L/G DOOR

(1)
See
(1) Disregard FMS fuel predictions and Refer to QRH/PER-B Fuel Penalty Factors Tables in order to

FCOM S 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT DOWN

Ident.: PRO-ABN-32-00011294.0002001 / 25 FEB 14
VN-A611, VN-A612
L2 This warning appears in approach at 750 ft RA, if the landing gear is not set to DOWN, and the
system has not failed. When this warning appears, the red arrow on the instrument panel comes
on.
L1
Crew awareness.
L/G GEAR NOT DOWN

Ident.: PRO-ABN-32-00011294.0001001 / 25 FEB 14
L2 This warning appears in approach at 750 ft RA, if the landing gear is not set to DOWN, and the
system has not failed. When this warning appears, the red arrow on the instrument panel comes
on.
This warning could be wrongly triggered in case of landing gear position sensors disagreement
between LGCIU 1 and LGCIU 2. In this case, check that at least one green triangle is displayed
on each landing gear strut on the WHEEL SD page page. This confirms that the landing gear is
downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the
landing gear is downlocked. Press the EMER CANC pb Cancel the warning by on the ECAM
Control Panel (ECP) to stop the Continus Repetitive Chime (CRC) and press CLR pb on the ECP to
clear the warning on the ECAM display.
L1
Crew awareness.

FCOM T 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED

Ident.: PRO-ABN-32-C-00011284.0002001 / 01 DEC 14
L2 This warning appears, if the landing gear sequence is not completed after 30 s.
L1 L/G LEVER.......................................................................................................................... RECYCLE
‐ Move the landing gear lever up
‐ Wait for the landing gear to uplock and for the landing gear doors to close.
‐ Move the landing gear lever down.
L1
 IF UNSUCCESSFUL AFTER 120 s:
L/G.......................................................................................................................... GRVTY EXTN
L2 Rotate the handle clockwise about 3 turns until reaching the mechanical stop. Refer to
PRO-ABN-32 L/G GRAVITY EXTENSION.
L12
STATUS

(2) N.W. STEER
See (1)
See
(1) As nose gear doors remain open, hydraulic power for nosewheel steering is lost.
(2) If gravity extension is unsuccessful, Refer to PRO-ABN-32 LDG WITH ABNORMAL L/G.

FCOM U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A612
L1 L/G LEVER.......................................................................................................................... RECYCLE
L1
 IF UNSUCCESSFUL AFTER 120 s:
L/G.......................................................................................................................... GRVTY EXTN
L12
STATUS

(1)
See

FCOM U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L1 L/G....................................................................................................................................... RECYCLE
L1
L/G.......................................................................................................................... GRVTY EXTN
L12
STATUS

(1)
See

FCOM U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT UPLOCKED

VN-A611, VN-A612
Ident.: PRO-ABN-32-B-00011061.0003001 / 01 DEC 14
L2 This warning appears if the landing gear sequence is not completed after 30 s.
L1
 L/G doors closed:
AVOID EXCESS G FACTOR
L2 Because the gear rests on the doors, avoid excessive load factors in order not to damage door
structure.
L1
 L/G doors not closed and shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G...................................................................................................................................... DOWN
MAX SPEED.................................................................................................................... 280/0.67
 L/G doors not closed and no shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G LEVER....................................................................................................................RECYCLE
L1
L/G................................................................................................................................DOWN
MAX SPEED..............................................................................................................280/0.67
FMS PRED UNRELIABLE

FCOM V→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT UPLOCKED (Cont'd)

L12
STATUS
FUEL CONSUMPT INCRSD L/G RETRACT

FMS PRED UNRELIABLE
(1)
See
(1)
If the flight is continued (to destination or to alternate) with landing gear extended:
‐ Disregard FMS fuel predictions. Refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
‐ Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
‐ Do not use the managed speed mode (except in approach)
‐ Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.

FCOM ←V 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT UPLOCKED

L2 This warning appears if the landing gear sequence is not completed after 30 s.
L1
 L/G doors closed:
AVOID EXCESS G FACTOR
L2 Because the gear rests on the doors, avoid excessive load factors in order not to damage door
structure.
L1
 L/G doors not closed and shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G...................................................................................................................................... DOWN
MAX SPEED.................................................................................................................... 280/0.67
 L/G doors not closed and no shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G.................................................................................................................................RECYCLE
L1
L/G................................................................................................................................DOWN
MAX SPEED..............................................................................................................280/0.67

FCOM V→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR NOT UPLOCKED (Cont'd)

L12
STATUS
INCREASED FUEL CONSUMP L/G RETRACT

(1)
See
(1)
L/G GEAR UPLOCK FAULT

VN-A611, VN-A612
L/G.................................................................................................................................. KEEP DOWN

L2 The landing gear must be left down to avoid structural damage, because the uplock device will stay
in the locked position.
L1 MAX SPEED.............................................................................................................................280/.67

FMS PRED UNRELIABLE

FCOM ← V to W → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR UPLOCK FAULT (Cont'd)

L12
STATUS
L/G..................................................................... KEEP DOWN
L/G RETRACT
(1)
See
FMS PRED UNRELIABLE
(2)
See
(2)
L/G GEAR UPLOCK FAULT

L/G.................................................................................................................................. KEEP DOWN

L2 The landing gear must be left down to avoid structural damage, because the uplock device will stay
in the locked position.
L1 MAX SPEED.............................................................................................................................280/.67

FCOM ←W→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GEAR UPLOCK FAULT (Cont'd)

L12
STATUS
L/G..................................................................... KEEP DOWN
L/G RETRACT
INCREASED FUEL CONSUMP
(1)
See
(1)
L/G LGCIU 1 FAULT

Applicable to: ALL
GPWS............................................................................................................................................ OFF
L2 GPWS receives “L/G in up position” information even if the landing gear is down.
Setting the GPWS SYS pb-sw to OFF will prevent untimely warnings during the approach.

FCOM ← W to X → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G LGCIU 1 FAULT (Cont'd)

L12
STATUS
(1)
See
LGCIU 1
REVERSER 1
GPWS
Note: 1. The partial spoiler extension  at landing when only one main landing gear is
compressed is not available. The spoilers extend normally on ground when wheel
speed greater than 72 kt.
2. Depending on the LGCIU failure, only a part of the above systems may be lost.
(1) When idle is selected on the ground with slats extended, only approach idle is available.
L/G LGCIU 1(2) FAULT

(TWO LGCIUS FAULTY)
L2 Normal landing gear control and position indications are lost. LDG GEAR lights on LDG GEAR
control panel remain available if LGCIU 1 is electrically supplied.
L1 L/G................................................................................................................................. GRVTY EXTN
L1 GPWS............................................................................................................................................ OFF
L2 As LGCIU 1 is lost, GPWS receives “L/G in up position” information even if the landing gear is
down. Setting the GPWS SYS pb-sw to OFF will prevent untimely warnings during approach.

FCOM ← X to Y → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G LGCIU 1(2) FAULT (Cont'd)

(TWO LGCIUS FAULTY)
Ident.: PRO-ABN-32-I-00011300.0005001 / 14 NOV 11
L12
STATUS
L/G CONTROL NOT AVAIL REVERSER 1 + 2

(1)
ENG 1 APPR IDLE ONLY AP 1 + 2
ENG 2 APPR IDLE ONLY A/THR
LGCIU 1
LGCIU 2
GPWS
(1)
CAT 2
3. In flight with both LGCIUs "faulty", the Wing Anti-Ice pb will illuminate "on" and will
be only 30 s of heating. This loss of Wing Anti-Ice have an ECAM/Aural warning.
Although BLEED SD page shows a "no-Anti-Ice" legend.
(1) (except in LAND mode)
L/G LGCIU 2 FAULT

Applicable to: ALL
Crew awareness.

FCOM ← Y to Z → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G LGCIU 2 FAULT (Cont'd)

L12
STATUS
(1)
See
LGCIU 2
REVERSER 2
(1) When idle is selected on the ground with slats extended, only approach idle is available.
L/G LGCIU 1+2 FAULT

Ident.: PRO-ABN-32-V-00014298.0001001 / 30 MAR 12
L1 L/G................................................................................................................................. GRVTY EXTN
L1 GPWS............................................................................................................................................ OFF

FCOM ← Z to AA → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G LGCIU 1+2 FAULT (Cont'd)

L12
STATUS

(1)
N.W STEER
LGCIU 1
LGCIU 2
GPWS
(1)
CAT 2

FCOM ← AA 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G LGCIU 1+2 FAULT

VN-A612
L1 L/G................................................................................................................................. GRVTY EXTN
L1 GPWS............................................................................................................................................ OFF
L12
STATUS

(1)
LGCIU 1
LGCIU 2
GPWS
(1)
CAT 2

FCOM AA 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G SHOCK ABSORBER FAULT

(SHOCK ABSORBER EXTENDED ON THE GROUND)
Ident.: PRO-ABN-32-00011056.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

(SHOCK ABSORBER NOT EXTENDED AFTER LIFTOFF)
VN-A611, VN-A612
 Shock absorber not extended after liftoff and L/G uplocked :

Crew awareness.
 Shock absorber not extended after liftoff and L/G not uplocked :
MAX SPEED...................................................................................................................... 280/.67
 If L/G lever still down :
L/G.....................................................................................................................KEEP DOWN
 If L/G lever selected up :
L/G................................................................................................................................DOWN
FMS PRED UNRELIABLE

FCOM AB to AC → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G SHOCK ABSORBER FAULT (Cont'd)

L12
STATUS
• If L/G not uplocked: INOP SYS
MAX SPEED..........................................................280/.67
L/G............................................................... KEEP DOWN L/G RETRACT

FMS PRED UNRELIABLE
(1)
See
(1)
Note: If WHEEL N.W. STEER FAULT is also displayed, then the nose wheels may be at
maximum deflection. (Turned 90 ° from center.) During landing, delay nose wheel
touchdown for as long as possible.

FCOM ← AC 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

 Shock absorber not extended after liftoff and L/G uplocked :

Crew awareness.
 Shock absorber not extended after liftoff and L/G not uplocked :
MAX SPEED...................................................................................................................... 280/.67
 If L/G lever still down :
L/G.....................................................................................................................KEEP DOWN
 If L/G lever selected up :
L/G................................................................................................................................DOWN
L12
STATUS
• If L/G not uplocked: INOP SYS
MAX SPEED..........................................................280/.67
L/G............................................................... KEEP DOWN L/G RETRACT
INCREASED FUEL CONSUMP

(1)
See
(1)
Note: If WHEEL N.W. STEER FAULT is also displayed, then the nose wheels may be at
maximum deflection. (Turned 90 ° from center.) During landing, delay nose wheel
touchdown for as long as possible.

FCOM AC 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G SYS DISAGREE

Ident.: PRO-ABN-32-00011293.0002001 / 25 FEB 14
Applicable to: ALL
L2 Disagreement between the landing gear positions are detected by LGCIU 1 and LGCIU 2.
L1
Crew awareness.

FCOM AD 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GRAVITY EXTENSION

Ident.: PRO-ABN-32-00011286.0010001 / 30 MAR 12
CAUTION Do not apply this procedure if at least one green triangle is displayed on each
landing gear on the WHEEL SD page. This is sufficient to confirm that the landing
gear is downlocked. Disregard any possible GPWS "TOO LOW GEAR" aural alert.
GRAVITY GEAR EXTN handcrank......................................................................... PULL AND TURN
Rotate the handle clockwise 3 turns until reaching the mechanical stop, even if resistance is felt.
L/G lever....................................................................................................................................DOWN
The landing gear lever should be confirmed in the DOWN position for the following reasons:
‐ To extinguish the UNLK lights on the landing gear indication panel.
‐ To prevent the L/G CTL message from appearing on the WHEEL SD page.
‐ To minimize the risk of landing gear retraction on the ground, due to an unknown system fault,
when the free-fall system is reset.
GEAR DOWN indications (if available)....................................................................................CHECK
Note: 1. Depending on aircraft speed, the display may show the landing gear doors in the amber
transit position.
2. In the event of gravity extension, caused by the failure of both LGCIUs, landing gear
position indication on ECAM are lost. LDG GEAR lights on LDG GEAR control panel
remain available, if LGCIU 1 is electrically supplied.
3. The L/G LGCIU 2 FAULT or BRAKES SYS 1(2) FAULT warning may be spuriously
triggered after a gravity extension.
4. If the three green downlock arrows are not on, it is possible that the handcrank is not at
the mechanical stop. Check that the handcrank is firmly against the mechanical stop.
CAUTION Nosewheel steering is lost.
 If successful:
Do not reset the free-fall system. This will avoid such undesirable effects as further loss of fluid,
in the event of a leak, or possible landing gear unlocking, in the event of a gear selector valve
jamming in the UP position.
Note: The free-fall system may be reset in flights used for training. If the green hydraulic
system is available, resetting the free-fall system allows the landing gear doors to be
closed and the nosewheel steering to operate.
The flight crew should not reset the free-fall system on the ground after flight.

FCOM AE → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
L/G GRAVITY EXTENSION (Cont'd)

 If unsuccessful:
LDG WITH ABNORMAL L/G procedure............................................................................ APPLY

FCOM ← AE → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-32-00011286.0009001 / 14 NOV 11
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
L/G lever....................................................................................................................................DOWN
‐ To extinguish the UNLK lights on the landing gear indication panel.
‐ To prevent the L/G CTL message from appearing on the WHEEL SD page.
transit position.
 If successful:
closed.

PROCEDURES
FCOM A321
OPERATING MANUAL


PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-32-00011286.0011001 / 28 AUG 13
VN-A612
L/G lever....................................................................................................................................DOWN
‐ To extinguish the UNLK lights on the landing gear indication panel
‐ To prevent the L/G CTL message from appearing on the WHEEL SD page
transit position.
 If successful:
closed.

PROCEDURES
FCOM A321
OPERATING MANUAL


FCOM ← AE 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LDG WITH ABNORMAL L/G

Ident.: PRO-ABN-32-00011301.0006001 / 09 OCT 12
VN-A611, VN-A612
The procedure is intended for use when the nose or main landing gear fail to extend and/or lock
down following the application of the L/G GRVTY EXTN procedure.
It is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended.
Full advantage should be taken of any foam, spread on the runway.
PREPARATION
CABIN CREW......................................................................................................................NOTIFY
Notify the cabin crew of the nature of the emergency encountered and state intentions. Specify
the amount of available preparation time.
ATC......................................................................................................................................NOTIFY
Notify ATC of the nature of the emergency and state intentions.
Consider fuel reduction to a safe minimum. This reduces VREF and, consequently, the load
factor at impact and the energy to be dissipated.
GALY & CAB pb-sw.................................................................................................................. OFF
 If NOSE L/G abnormal:
CG location (if possible)......................................................................................................AFT
‐ 10 passengers from front to rear moves the CG roughly 4 % aft
‐ 10 passengers from mid to rear moves the CG roughly 2.5 aft.
 If one MAIN L/G abnormal:
FUEL IMBALANCE................................................................................................. CONSIDER
Open the fuel X-FEED valve and switch off the pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY........................................................................................................OFF
SIGNS..........................................................................................................................................ON
CABIN and COCKPIT..................................................................................................... PREPARE
Secure loose equipment, prepare survival equipment, and lock belts and shoulder harnesses.

FCOM AF → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
LDG WITH ABNORMAL L/G (Cont'd)

APPROACH
GPWS SYS............................................................................................................................... OFF
L/G lever..................................................................................................................CHECK DOWN
GRVTY GEAR EXTN handcrank.......................................................... TURN BACK TO NORMAL
Rotating three turns back to normal may, in certain cases, pressurize the landing gear down
actuators, thereby reducing the probability of gear collapse after touchdown.
AUTOBRAKE............................................................................................................ DO NOT ARM
Manual braking will enable better pitch and roll control. Moreover, with at least one main landing
gear in the abnormal position the autobrake cannot be activated (ground spoilers not armed).
EMER EXIT LT........................................................................................................................... ON
CABIN REPORT..................................................................................................................OBTAIN
A/SKID & N/W STRG................................................................................................................OFF
With one main landing gear not extended, the reference speed used by the anti-skid to detect
a wheel blockage is not correctly initialized. As a result, the anti-skid must be switched off to
prevent permanent brake release.
MAX BRAKE PR.................................................................................................................1000PSI
Modulate the brake pressure to 1 000 PSI because the anti-skid is off.
 If one or both MAIN L/G abnormal:
GROUND SPOILERS.........................................................................................DO NOT ARM
To keep as much roll authority as possible for maintaining the wings level.
Ground spoiler extension would prevent spoilers from acting as roll surfaces.
BEFORE LANDING
RAM AIR..................................................................................................................................... ON
To ensure full depressurization of the aircraft before impact.
BRACE FOR IMPACT......................................................................................................... ORDER
 If the external light condition is poor at landing:
DOME LT.............................................................................................................................DIM
Set the dome light to DIM to ensure that there is a light source after both engines are shut
down after landing, in order to see and read the BRAKE PRESS indicator.
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles
impact, but sufficiently late to ensure adequate hydraulic supplies for the flight controls.
Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown.

FCOM ← AF → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

REVERSE.................................................................................................................. DO NOT USE
Do not use reverse in order to prevent:
‐ The engine(s) from touching the ground during rollout
‐ Ground spoilers extension, in the case of abnormal main landing gear.
NOSE.................................................................................................................. MAINTAIN UP
After touchdown, keep the nose off the runway by the use of the elevator. Then, lower the
nose on to the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency)...............................................................APPLY
ENG MASTERS.................................................................................................................. OFF
Shutdown the engines before nose impact.
ENG MASTERS.................................................................................................................. OFF
At touchdown, shut down both engines.
FAILURE SIDE WING........................................................................................ MAINTAIN UP
Use roll control, as necessary, to maintain the unsupported wing up as long as possible.
DIRECTIONAL CONTROL....................................................................................... MAINTAIN
Use rudder and brakes (maximum 1 000 PSI) to maintain the runway axis as long as
possible.
 If both MAIN L/G abnormal:
ENG MASTERS.................................................................................................................. OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touchdown)........................................................... NOT LESS THAN 6°
WHEN A/C STOPPED
ENG (all) and APU FIRE pushbutton.....................................................................................PUSH
Pressing the ENG FIRE pushbutton shuts off the related hydraulic pressure within a short time.
ALL ENG and APU AGENT..................................................................................................DISCH
 If Evacuation required:
EVACUATION..............................................................................................................INITIATE
Make a short and precise announcement to order the emergency evacuation.
 If Evacuation not required:
CABIN CREW and PASSENGERS (PA)......................................................................NOTIFY

PROCEDURES
FCOM A321
OPERATING MANUAL

Ensure that all the landing gears are secured before initiating the disembarkation (before
switching OFF the seat belts signs).
REFERENCE AIRCRAFT ATTITUDE AFTER IMPACT

PROCEDURES
FCOM A321
OPERATING MANUAL
LDG WITH ABNORMAL L/G

Ident.: PRO-ABN-32-00011301.0003001 / 09 OCT 12
The procedure is intended for use when the nose or main landing gear fail to extend and/or lock
down following the application of the L/G GRVTY EXTN procedure.
It is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended.
Full advantage should be taken of any foam, spread on the runway.
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
PREPARATION
CABIN CREW......................................................................................................................NOTIFY
Notify the cabin crew of the nature of the emergency encountered and state intentions. Specify
the amount of available preparation time.
ATC......................................................................................................................................NOTIFY
Notify ATC of the nature of the emergency and state intentions.
Consider fuel reduction to a safe minimum. This reduces VREF and, consequently, the load
factor at impact and the energy to be dissipated.
GALY & CAB pb-sw.................................................................................................................. OFF
CG location (if possible)......................................................................................................AFT
‐ 10 passengers from front to rear moves the CG roughly 4 % aft
‐ 10 passengers from mid to rear moves the CG roughly 2.5 aft.
FUEL IMBALANCE................................................................................................. CONSIDER
Open the fuel X-FEED valve and switch off the pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY........................................................................................................OFF
SIGNS..........................................................................................................................................ON
Secure loose equipment, prepare survival equipment, and lock belts and shoulder harnesses.

PROCEDURES
FCOM A321
OPERATING MANUAL

APPROACH
GPWS SYS............................................................................................................................... OFF
L/G lever..................................................................................................................CHECK DOWN
GRVTY GEAR EXTN handcrank.......................................................... TURN BACK TO NORMAL
Rotating three turns back to normal may, in certain cases, pressurize the landing gear down
actuators, thereby reducing the probability of gear collapse after touchdown.
AUTOBRAKE............................................................................................................ DO NOT ARM
Manual braking will enable better pitch and roll control. Moreover, with at least one main landing
gear in the abnormal position the autobrake cannot be activated (ground spoilers not armed).
EMER EXIT LT........................................................................................................................... ON
CABIN REPORT..................................................................................................................OBTAIN
A/SKID & N/W STRG................................................................................................................OFF
With one main landing gear not extended, the reference speed used by the anti-skid to detect
a wheel blockage is not correctly initialized. As a result, the anti-skid must be switched off to
prevent permanent brake release.
MAX BRAKE PR.................................................................................................................1000PSI
Modulate the brake pressure to 1 000 PSI because the anti-skid is off.
 If one or both MAIN L/G abnormal:
GROUND SPOILERS.........................................................................................DO NOT ARM
To keep as much roll authority as possible for maintaining the wings level.
Ground spoiler extension would prevent spoilers from acting as roll surfaces.
BEFORE LANDING
RAM AIR..................................................................................................................................... ON
To ensure full depressurization of the aircraft before impact.
 If the external light condition is poor at landing:
DOME LT.............................................................................................................................DIM
Set the dome light to DIM to ensure that there is a light source after both engines are shut
down after landing, in order to see and read the BRAKE PRESS indicator.
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles
impact, but sufficiently late to ensure adequate hydraulic supplies for the flight controls.
Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown.

PROCEDURES
FCOM A321
OPERATING MANUAL

REVERSE.................................................................................................................. DO NOT USE
Do not use reverse in order to prevent:
‐ The engine(s) from touching the ground during rollout
‐ Ground spoilers extension, in the case of abnormal main landing gear.
NOSE.................................................................................................................. MAINTAIN UP
After touchdown, keep the nose off the runway by the use of the elevator. Then, lower the
nose on to the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency)...............................................................APPLY
ENG MASTERS.................................................................................................................. OFF
Shutdown the engines before nose impact.
ENG MASTERS.................................................................................................................. OFF
At touchdown, shut down both engines.
FAILURE SIDE WING........................................................................................ MAINTAIN UP
Use roll control, as necessary, to maintain the unsupported wing up as long as possible.
DIRECTIONAL CONTROL....................................................................................... MAINTAIN
Use rudder and brakes (maximum 1 000 PSI) to maintain the runway axis as long as
possible.
 If both MAIN L/G abnormal:
ENG MASTERS.................................................................................................................. OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touchdown)........................................................... NOT LESS THAN 6°
WHEN A/C STOPPED
ENG (all) and APU FIRE pushbutton.....................................................................................PUSH
Pressing the ENG FIRE pushbutton shuts off the related hydraulic pressure within a short time.
ALL ENG and APU AGENT..................................................................................................DISCH
EVACUATION..............................................................................................................INITIATE
CABIN CREW and PASSENGERS (PA)......................................................................NOTIFY

PROCEDURES
FCOM A321
OPERATING MANUAL

Ensure that all the landing gears are secured before initiating the disembarkation (before
switching OFF the seat belts signs).
REFERENCE AIRCRAFT ATTITUDE AFTER IMPACT

FCOM ← AF 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WHEEL HYD SEL FAULT

Ident.: PRO-ABN-32-00011316.0001001 / 05 AUG 10
L2 Failure of normal brake selector valve, or the steering selector valve, in the open position:
‐ If the normal brake selector valve is failed open, full green hydraulic pressure is present at
normal servovalves’ entry.
Nosewheel steering remains available.
‐ On ground, do not tow the aircraft with the green hydraulic system pressurized: If the steering
selector valve is failed open, nosewheel steering remains pressurized, and so towing may either
break the towbar shear pin, or the nose gear (if towbarless towing).
‐ If the steering selector valve is failed open, setting A/SKID & N/W STRG sw to OFF will cause
the nosewheel to go to maximum deflection.
L1 A/SKID & N/W STRG...........................................................................................................KEEP ON
L2 As long as antiskid is operative, brake pressure is regulated by normal servovalves.
WHEEL HYD SEL FAULT

Ident.: PRO-ABN-32-00011316.0002001 / 05 AUG 10
L2 Failure of normal brake selector valve, or the steering selector valve, in the open position:
‐ If the normal brake selector valve is failed open, full green hydraulic pressure is present at
normal servovalves’ entry.
Nosewheel steering remains available.
‐ On ground, do not tow the aircraft with the yellow hydraulic system pressurized: If the steering
selector valve is failed open, nosewheel steering remains pressurized, and so towing may either
break the towbar shear pin, or the nose gear (if towbarless towing).
‐ If the steering selector valve is failed open, setting A/SKID & N/W STRG sw to OFF will cause
the nosewheel to go to maximum deflection.
L1 A/SKID & N/W STRG...........................................................................................................KEEP ON
L2 As long as antiskid is operative, brake pressure is regulated by normal servovalves.

FCOM AG 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WHEEL N/W STRG FAULT

Ident.: PRO-ABN-32-00011304.0001001 / 18 MAR 11
Applicable to: ALL
L12
STATUS
(1)
See
CAT 3 DUAL
N/W STRG
(1)
Note: 1. If the L/G SHOCK ABSORBER FAULT is also displayed, then the nose wheels may
be at maximum deflection. (turned 90 ° from center). During landing, delay nose wheel
touchdown as long as possible.
2. As specified in theRefer to QRH/OPS Required Equipment for CAT2 and CAT3
automatic rollout is not permitted.
WHEEL TYRE LO PR
Ident.: PRO-ABN-32-00011317.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

FCOM AH to AI 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
ADR 1+2+3 FAULT

Ident.: PRO-ABN-34-C-00012574.0001001 / 22 OCT 14
The ECAM does not display this procedure. In the case of a triple ADR failure, the ECAM only
displays dual ADR warnings.
ADR (all)........................................................................................................................................ OFF
STBY INST....................................................................................................................................USE
Note: Disregard ECAM actions for AIR DATA SWTG and ATC, because these have no effect in
the case of a total loss of ADRs.
F/CTL ALTN LAW

(PROT LOST)
Note: The STALL WARNING is lost.
MAX SPEED...........................................................................................................................320/0.82
See the following table for the IAS/M relationship for 0.82
FL 390 370 350 330 310 290 280 and below
MAX SPD 252 265 278 290 305 315 320

At landing gear extension, control reverts to direct law in pitch, as well as in roll Refer to
PRO_ABN_27 F/CTL DIRECT LAW.
Note: Use manual control of cabin pressurization:
MODE SEL.................................................................................................................... MAN
MAN V/S CTL....................................................................................................... AS RQRD
These lines are not displayed on the ECAM. (For details, Refer to Abnormal and
Emergency Section (Pressurization)).

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ADR 1+2+3 FAULT (Cont'd)

STATUS
(1) F/CTL PROT
See WINDSHEAR DET
GPWS
APPR PROC ADR 1+2+3
AP 1+2
A/THR
FOR LDG......................................................USE FLAP 3
RUD TRV LIM 1+2
Do not select CONF FULL, so as not to degrade handling CAB PR 1+2
qualities. ATC/XPDR 1 
GPWS LDG FLAP 3.................................................... ON ATC/XPDR 2 
TCAS 
Displayed, when CONF 3 is selected.
APPR SPD..................................................VREF +10 KT Other INOP SYS
CAT 2
Note: As the landing gear safety valve is closed, L/G RETRACT
landing gear extension must be performed by ATC ALTI MODE
gravity (Refer to PRO-ABN-32 L/G GRAVITY RAT AUTOMATIC EXTENSION
EXTENSION).
At landing gear extension, control reverts to direct law in
pitch, as well as in roll.
 DURING FINAL APPR
MAN V/S CTL.............................................. FULL UP
Note: In case of a go-around, respect the
maximum speed of 215 kt in CONF 1+F,
due to loss of flap auto retraction to CONF
1.
CAUTION Check that the outflow valve is fully
open and that cabin altitude is at
airfield elevation before opening the
doors.

PROCEDURES
FCOM A321
OPERATING MANUAL

(1) The rudder travel limit value is frozen at the moment when the failure occurs. Therefore, to
prevent damage to the aircraft structure, use the rudder with care, when the speed is above
160 kt. At slats’ extension, full rudder travel authority is recovered.
ADR 1+2+3 FAULT

Applicable to: VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358, VN-A359, VN-A360, VN-A361, VN-A362
ADR (all)........................................................................................................................................ OFF
STBY INST....................................................................................................................................USE
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...........................................................................................................................320/0.82
FL 390 370 350 330 310 290 280 and below
MAX SPD 252 265 278 290 305 315 320

MODE SEL.................................................................................................................... MAN
MAN V/S CTL....................................................................................................... AS RQRD

FCOM ← A to B → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

STATUS
(1) F/CTL PROT
See WINDSHEAR DET
GPWS
APPR PROC ADR 1+2+3
AP 1+2
A/THR
FOR LDG......................................................USE FLAP 3
RUD TRV LIM 1+2
TCAS 
CAT 2
EXTENSION).
MAN V/S CTL.............................................. FULL UP
1.
doors.

PROCEDURES
FCOM A321
OPERATING MANUAL

ADR 1+2+3 FAULT

ADR (all)........................................................................................................................................ OFF
STBY INST....................................................................................................................................USE
F/CTL ALTN LAW

(PROT LOST)
Note: When the aircraft is in clean configuration, the flight control law reverts to direct law.
MAX SPEED...........................................................................................................................320/0.82
FL 390 370 350 330 310 290 280 and below
MAX SPD 252 265 278 290 305 315 320

MODE SEL.................................................................................................................... MAN
MAN V/S CTL....................................................................................................... AS RQRD

FCOM ← B to C → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

STATUS
(1) F/CTL PROT
See WINDSHEAR DET
GPWS
APPR PROC ADR 1+2+3
AP 1+2
A/THR
FOR LDG......................................................USE FLAP 3
RUD TRV LIM 1+2
TCAS 
CAT 2
EXTENSION).
MAN V/S CTL.............................................. FULL UP
1.
doors.

PROCEDURES
FCOM A321
OPERATING MANUAL


FCOM ←C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ALL ADR OFF

Ident.: PRO-ABN-34-Y-00012464.0026001 / 28 APR 14
Apply this paper procedure when requested by the "NAV ADR 1+2+3 FAULT" ECAM alert.
SPD......................................................................................................................... FLY THE GREEN
Fly within the green area of the speed scale to ensure safe flight. For slats/flaps retraction, it is
better to fly at the top of the green area of the speed scale.
CAUTION The altitude displayed on the PFD is a GPS altitude.
BACK UP NAV..............................................................................................................................USE
When all ADRs are OFF, both FMs are lost.
Revert to Back Up Nav via the NAV B/UP prompt on the MCDU MENU page.
NAVAID TUNING.................................................................................................................USE RMP
Set both RMPs to NAV.
MANUAL CABIN PRESSURE CONTROL
MODE SEL............................................................................................................................... MAN
MAN V/S CTL.................................................................................................................. AS RQRD
MAN CAB PR CTL
TGT V/S : CLIMB 500 FT/MIN
DESC 300 FT/MIN
A/C GPS ALT CAB ALT TGT
410 8000
350 7000
300 5500
250 3000
<200 0
FOR APPROACH
SPD......................................................................................................................FLY THE GREEN
Before extending the slats/flaps, it is better to fly at the bottom of the speed scale green area,
and to be in straight flight.
FOR LDG.....................................................................................................................USE FLAP 3

FCOM D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ALL ADR OFF (Cont'd)
Note: Do not select CONF FULL so as not to degrade the handling qualities. Since ADR
parameters are lost, the SFCCs will set CONF 1+F instead of CONF 1
GPWS LDG FLAP 3................................................................................................................... ON
Displayed when CONF 3 is selected.
LDG DIST PROC..................................................................................................................APPLY
APPR SPD............................................................................................................... FLY THE BUG
During the approach, the bug indicates Vapp.
 WHEN FLAP 2
LDG GRVTY EXTN.......................................................................................PULL AND TURN
CAUTION All gear doors remain open.
 WHEN L/G DOWNLOCKED:
L/G lever......................................................................................................................... DOWN
GEAR DOWN indications..............................................................................................CHECK
 DURING FINAL APPROACH:
MAN V/S CTL............................................................................................................. FULL UP
CAUTION Check that the outflow valve is fully open and that cabin altitude is at airfield
elevation before opening the doors.

PROCEDURES
FCOM A321
OPERATING MANUAL
ALL ADR OFF (Cont'd)

Ident.: PRO-ABN-34-Y-00012465.0003001 / 22 DEC 14
STATUS
INOP SYS
REAC W/S DET

PRED W/S DET 
F/CTL PROT
ADR 1+2+3
RUD TRV LIM
YAW DAMPER
AP 1+2
A/THR
CAB PR 1+2
TCAS
ATC/XPDR 1
ATC/XPDR 2
GPWS
GPWS TERR 
Other INOP SYS
RAT automatic extension

L/G RETRACT

FCOM ←D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EGPWS ALERTS
Ident.: PRO-ABN-34-00012453.0008001 / 19 AUG 10
Applicable to: ALL
CAUTION During night or IMC conditions, immediately apply the procedure. Do not delay
reaction for diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert stops,
or until a safe trajectory is ensured.
 “PULL UP” - “TERRAIN TERRAIN PULL UP” - “OBSTACLE OBSTACLE PULL UP”
Simultaneously:
AP............................................................................................................................................OFF
PITCH............................................................................................................................. PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS............................................................................................................... TOGA
SPEED BRAKES lever...............................................................................CHECK RETRACTED
BANK................................................................................................. WINGS LEVEL or ADJUST
Best climb performance is obtained when close to wings level. Then, for “TERRAIN TERRAIN
PULL UP” or for “OBSTACLE OBSTACLE PULL UP”, and if the crew concludes that turning is
the safest way of action, a turning maneuver can be initiated.
 When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
 When speed is above VLS, and vertical speed is positive:
Clean up aircraft, as required.
 “TERRAIN TERRAIN” – “TOO LOW TERRAIN”:
Adjust the flight path, or initiate a go-around.
 “CAUTION TERRAIN” - “CAUTION OBSTACLE”
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all
available instruments and information.
 “SINK RATE” – “DON’T SINK”:
Adjust pitch attitude and thrust to silence the alert.
 “TOO LOW GEAR” - “TOO LOW FLAPS”:
Perform a go-around.

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EGPWS ALERTS (Cont'd)

 “GLIDE SLOPE”:
Establish the aircraft on the glideslope, or switch OFF the G/S mode pb-sw, if flight below the
glideslope is intentional (non precision approach (NPA)).
NAV ADR DISAGREE

Applicable to: ALL
L2 If one ADR is faulty, or has been rejected by the ELAC, and if there is a speed or alpha
disagreement between the 2 remaining ADRs, alternate law becomes active, and protections are
lost.
L1 AIR SPD............................................................................................................................... X CHECK
 IF SPD DISAGREE:
ADR CHECK PROC...........................................................................................................APPLY
L2
To determine the faulty ADR, Refer to PRO-ABN-34 UNRELIABLE SPEED INDICATION .
L1
 IF NO SPD DISAGREE:
AOA DISCREPANCY
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED.............................................................................................................................320 KT

FCOM ← E to F → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR DISAGREE (Cont'd)

L12
STATUS
MAX SPEED..........................................................320 KT INOP SYS
FOR LDG......................................................USE FLAP 3

Do not select CONF FULL, so as not to degrade handling
qualities.
GPWS LDG FLAP 3.................................................... ON
APPR SPD........................................................VREF +10
 IF NO SPD DISAGREE:
RISK OF UNDUE STALL WARN
ALTN LAW: PROT LOST

(1)
See

FCOM ←F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
IR ALIGNMENT IN ATT MODE

Ident.: PRO-ABN-34-00012425.0002001 / 17 MAR 11
If IR alignment is lost, the navigation mode is inoperative (red ATT flag on PFD and red HDG flag
on ND).
Aircraft attitude and heading may be recovered by applying the following procedure.
Aircraft must stay level with constant speed during 30 s.
MODE SELECTOR........................................................................................................................ATT
ALIGN light on during 30 s.
ATT MODE displayed on CDU.
LEVEL A/C ATTITUDE...............................................................................................................HOLD
CONSTANT A/C SPEED.................................................................................................... MAINTAIN
DISPLAY SYS switch................................................................................................AFFECTED SYS
DISPLAY DATA switch.................................................................................................................HDG
 MCDU INITIALIZATION
DATA (MCDU KEY)...........................................................................................................PRESS
The DATA INDEX page is displayed
IRS MONITOR (2L KEY)...................................................................................................PRESS
The IRS MONITOR page is displayed.
A/C HEADING....................................................................................................................ENTER
The heading must be entered in the SET HDG field (5R KEY).
 CDU INITIALIZATION:
Depending on the CDU keyboard installed, an “H” may be written on the “5” key:
 If “H” is written on the “5” key:
H KEY..........................................................................................................................PRESS
Degree marker, 0 decimal point, ENT and CLR lights come on.
A/C HEADING............................................................................................................. ENTER
 If “H” is not written on the “5” key:
A/C HEADING............................................................................................................. ENTER
Enter aircraft magnetic heading on CDU keyboard. Then press ENT key to enter data.
Example : to enter heading 320 °, dial 3, 2, 0, 0 then press ENT.
Heading will be displayed on the associated ND.
“HDG–ATT MODE” will be displayed on CDU.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
IR ALIGNMENT IN ATT MODE (Cont'd)

Due to IR drift, magnetic heading has to be periodically crosschecked with standby compass and
updated if required.
IR ALIGNMENT IN ATT MODE

Ident.: PRO-ABN-34-00012425.0006001 / 17 MAR 11
VN-A611, VN-A612
If IR alignment is lost, the navigation mode is inoperative (red ATT flag on PFD and red HDG flag
on ND).
Aircraft attitude and heading may be recovered by applying the following procedure.
Aircraft must stay level with constant speed during 30 s.
MODE SELECTOR........................................................................................................................ATT
LEVEL A/C ATTITUDE...............................................................................................................HOLD
CONSTANT A/C SPEED.................................................................................................... MAINTAIN
 MCDU INITIALIZATION
DATA (MCDU KEY)...........................................................................................................PRESS
The DATA INDEX page is displayed
IRS MONITOR (2L KEY)...................................................................................................PRESS
The IRS MONITOR page is displayed.
A/C HEADING....................................................................................................................ENTER
The heading must be entered in the SET HDG field (5R KEY).

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1(2)(3) FAULT

Applicable to: ALL
Ident.: PRO-ABN-34-A-00012414.0042001 / 07 JUL 14
L2
Note: In case of simultaneous failure of ADR and IR (same ADIRU), apply ADR FAULT
procedure before IR FAULT procedure.
L1
 ADR 1 FAULT:
AIR DATA SWTG..............................................................................................................CAPT 3
L2 Select ADR 3 to captain side.
The GPWS TERR FAULT light comes on, because the predictive functions of the GPWS are
inhibited. As such, the GPWS TERR pb-sw should be switched OFF.
L1 ADR 1 P/B.............................................................................................................................. OFF
 ADR 2 FAULT:
AIR DATA SWTG................................................................................................................. F/O 3
L2 Select ADR 3 to first officer side.
L1 ADR 2 P/B.............................................................................................................................. OFF
BARO REF........................................................................................................................ CHECK
L2 If ADR 2 fails, both baro reference channels are driven by the same FCU channel.
Consequently the baro reference displays must be checked.
L1
 ADR 3 FAULT:
AIR DATA SWTG (IF ADR 3 IN USE)............................................................................... NORM
ADR 3 P/B.............................................................................................................................. OFF
STATUS
ADR 1(2)(3)
CAT 3 DUAL
(1)
GPWS
(1) (in case of ADR 1 FAULT only)

FCOM H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT

L2 Flight control normal laws are lost. Pitch alternate law preserves the neutral static stability. All
protections, except maneuver protections are lost.
L1
 ADR 1+2 FAULT:
L2 Set ADR 3 pb-sw (if available) to the captain's side.
L1 ADR (AFFECTED) P/B........................................................................................................... OFF
L2 The GPWS TERR FAULT light comes on, as the enhanced functions of the EGPWS are
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L1
 ADR 1+3 (or 2+3) FAULT:
L2
Air data information is lost on one PFD.
Note: In case of an ADR 1+3 FAULT, the landing gear safety valve is controlled closed:
‐ Landing gear retraction is inoperative
‐ Landing gear extension must be performed by gravity.
L1 AIR DATA SWTG................................................................................................................NORM
ATC/XPDR 2(1)...............................................................................................................SYS 2(1)
ADR (AFFECTED) P/B........................................................................................................... OFF
L2 In case of an ADR 1+3 FAULT, the GPWS TERR FAULT light comes on, as the enhanced
functions of the EGPWS are inhibited. As such, the GPWS TERR pb-sw should be switched
OFF.
L1
F/CTL ALTN LAW

(PROT LOST)

FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT (Cont'd)

MAX SPEED...................................................................................................................... 320 KT
Ident.: PRO-ABN-34-B-00012417.0046001 / 16 APR 14
L12
STATUS

ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
(1)
This line is replaced by “FOR LDG : USE FLAP 3” when RUD TRV LIM 1(2)
CONF 3 is selected, as a reminder GPWS (if ADR1 fault)
(2)
GPWS LDG FLAP 3.................................................... ON N.W. STEER
CAT 2
Appears when CONF 3 is selected.
 If ADR 1+3 FAULT:
L/G....................................................... GRVTY EXTN
APPR SPD.................................................VREF + 10 KT
At L/G extension, control reverts to direct law in pitch and
roll (Refer to PRO-ABN-27 F/CTL DIRECT LAW).
 If ADR 1 + 3 (or 2 + 3) FAULT:
BOTH PFD ON THE SAME FAC
In the case of an ADR 1 + 3 FAULT, the GPWS
TERR FAULT light comes on, because the enhanced
EGPWS functions are inhibited. So, the GPWS
TERR pb-sw should be switched OFF.
(1) (in the case of an ADR 1 + 3 FAULT or in the case of an ADR 2 + 3 FAULT)
(2) (if ADR 1 + 3 fault)

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT

VN-A362, VN-A363, VN-A365, VN-A366, VN-A367
L1
 ADR 1+2 FAULT:
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L1
L2
ATC/XPDR 2(1)...............................................................................................................SYS 2(1)
OFF.
L1
F/CTL ALTN LAW


FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L12
STATUS

ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
(1)
This line is replaced by “FOR LDG : USE FLAP 3” when RUD TRV LIM 1(2)
CONF 3 is selected, as a reminder. GPWS (if ADR1 fault)
CAT 2
GPWS LDG FLAP 3.................................................... ON
Appears when CONF 3 is selected.
L/G....................................................... GRVTY EXTN
APPR SPD.................................................VREF + 10 KT
 If ADR 1 + 3 (or 2 + 3) FAULT:

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT

L1
 ADR 1+2 FAULT:
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L1
L2
ATC/XPDR 2(1)...............................................................................................................SYS 2(1)
OFF.
L1
F/CTL ALTN LAW


FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L12
STATUS

ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
(1)
This line is replaced by “FOR LDG : USE FLAP 3” when ATC/XPDR 1
CONF 3 is selected, as a reminder. ATC/XPDR 2
(2)
(3)
GPWS LDG FLAP 3.................................................... ON RUD TRV LIM 1(2)
Appears when CONF 3 is selected. GPWS (if ADR1 fault)
CAT 2
L/G....................................................... GRVTY EXTN
APPR SPD.................................................VREF + 10 KT
 If ADR 1 + 3 (or 2 + 3) FAULT:
(1) (ATC/XPDR 1 in the case of ADR 1 failure)

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT

Ident.: PRO-ABN-34-B-00012416.0012001 / 19 SEP 13
L1
 ADR 1+2 FAULT:
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L1
L2
ATC/XPDR (IF ADR 1 FAILED).......................................................................................... SYS 2
ATC/XPDR (IF ADR 2 FAILED).......................................................................................... SYS 1
OFF.
L1
F/CTL ALTN LAW


FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L12
STATUS

ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
(1)
This line is replaced by “FOR LDG : USE FLAP 3” when ATC/XPDR 1
CONF 3 is selected, as a reminder. ATC/XPDR 2
(2)
(3)
GPWS LDG FLAP 3.................................................... ON RUD TRV LIM 1(2)
Appears when CONF 3 is selected. GPWS (if ADR1 fault)
CAT 2
L/G....................................................... GRVTY EXTN
APPR SPD.................................................VREF + 10 KT
 If ADR 1 + 3 (or 2 + 3) FAULT:

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2+3 FAULT

L2 This alert triggers if each of the three ADRs self-detects a failure, or receives irrelevant data from
the probes. This procedure requires that the 3 ADRs be switched OFF, to replace the PFD’s normal
speed scale and altitude indication by the backup speed scale and GPS altitude indication.
L1 AP+FD........................................................................................................................................... OFF
A/THR............................................................................................................................................ OFF
PROBE/WINDOW HEAT................................................................................................................ ON
ADR 1+2+3 P/B.............................................................................................................................OFF
L2 Note: The STALL WARNING is not lost.
L1 SPD......................................................................................................................... FLY THE GREEN
L2 Fly the green area of the speed scale to ensure safe flight.
L1 STBY INST................................................................................................................MAY BE UNREL
L2 Depending on the source of the ADR 3 pb-sw FAULT, the standby instruments’ indication may be
unreliable. Therefore, standby instrument must be used with care.

L1 ALL ADR OFF PROC...............................................................................................................APPLY
L2 Refer to PRO-ABN-34 ALL ADR OFF.
L1
F/CTL ALTN LAW

(PROT LOST)
L2
L2 Note: The rudder travel limiter is frozen at the value it had at the moment when the failure
occurred, and may not be in correct position for the flight speed. At slats extension, full
rudder travel authority is recovered.

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2+3 FAULT (Cont'd)

Ident.: PRO-ABN-34-X-00012463.0006001 / 22 DEC 14
STATUS
MANEUVER WITH CARE INOP SYS
SPD BRK...........................................................DO NOT USE
STBY INST............................................. MAY BE UNREL REAC W/S DET
PRED W/S DET 
ADR 1+2+3
RUD TRV LIM
FOR LDG......................................................USE FLAP 3 YAW DAMPER
LDG............................................................ GRVTY EXTN AP 1+2
A/THR
ALTN LAW: PROT LOST CAB PR 1+2
GPWS
GPWS TERR 
ATC/XPDR 1
ATC/XPDR 2

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2+3 FAULT

L1 AP+FD........................................................................................................................................... OFF
A/THR............................................................................................................................................ OFF
ADR 1+2+3 P/B.............................................................................................................................OFF

L1
F/CTL ALTN LAW

(PROT LOST)
L2

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

STATUS
SPD BRK...........................................................DO NOT USE
PRED W/S DET 
ADR 1+2+3
RUD TRV LIM
LDG............................................................ GRVTY EXTN AP 1+2
A/THR
GPWS
GPWS TERR 

FCOM ←J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ADR 1+2+3 FAULT

L1 AP+FD........................................................................................................................................... OFF
A/THR............................................................................................................................................ OFF
PROBE/WINDOW HEAT................................................................................................................ ON
ADR 1+2+3 P/B.............................................................................................................................OFF

L1
F/CTL ALTN LAW

(PROT LOST)
MANEUVER WITH CARE

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

STATUS
SPD BRK...........................................................DO NOT USE
PRED W/S DET 
ADR 1+2+3
RUD TRV LIM
LDG............................................................ GRVTY EXTN AP 1+2
A/THR
GPWS
GPWS TERR 
ATC/XPDR 1
ATC/XPDR 2
NAV ALTI DISCREPANCY

Ident.: PRO-ABN-34-00012411.0002001 / 09 APR 14
Applicable to: ALL
ALT....................................................................................................................................... X CHECK
L2 Crosscheck with the standby altimeter.
L1 AIR DATA SWTG................................................................................................................ AS RQRD
L2 Select ADR 3 to the faulty side.
NAV ATC/XPDR 1(2) FAULT

ATC/XPDR............................................................................................................................. SYS 2(1)


FCOM ← J to L → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ATC/XPDR 1(2) FAULT (Cont'd)

STATUS
INOP SYS
ATC/XPDR 1(2)
NAV ATC/XPDR 1+2 FAULT

Ident.: PRO-ABN-34-AA-00013542.0001001 / 25 FEB 14
Crew awareness.
Ident.: PRO-ABN-34-AA-00013543.0001001 / 17 MAR 11
STATUS
INOP SYS
TCAS
ATC/XPDR 1
ATC/XPDR 2
NAV ATC/XPDR STBY

Ident.: PRO-ABN-34-00013545.0001001 / 25 FEB 14
Crew awareness.

FCOM ← L to N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ATT DISCREPANCY

Ident.: PRO-ABN-34-00012410.0001001 / 19 AUG 10
Applicable to: ALL
ATT.......................................................................................................................................X CHECK
L2 Crosscheck with standby horizon.
L1 ATT HDG SWTG................................................................................................................. AS RQRD
L2 Select IR 3 (if available) to faulty side.
NAV BARO REF DISCREPANCY

Ident.: PRO-ABN-34-00012413.0001001 / 16 NOV 11
VN-A611, VN-A612
BARO REF........................................................................................................................... X CHECK

L2 Crosscheck the barometric reference selection, captain side versus first officer side.
NAV CAPT (F/O) (STBY) AOA FAULT

Applicable to: ALL
Crew awareness.
Ident.: PRO-ABN-34-V-00012459.0003001 / 19 JUN 12
STATUS
INOP SYS
CAPT (F/O) (STBY)

AOA

PROCEDURES
FCOM A321
OPERATING MANUAL
NAV FM/GPS POS DISAGREE

Applicable to: ALL
Ident.: PRO-ABN-34-AG-00012440.0015001 / 08 FEB 13
L2 The ECAM alert is displayed when the FMS and GPS positions differ by more than:
‐ A longitude threshold that depends on the latitude:
• 0.5 min between 55 ° N and 55 ° S
• 0.9 min between latitudes 55 ° and 70 °
‐ A latitude threshold of 0.5 min, regardless of the latitude.
L1 A/C POS...................................................................................................................................CHECK
The following procedure is not displayed on the ECAM:
 If the ECAM alert is displayed during takeoff initiation:
Continue takeoff and monitor navigation.
 If the ECAM alert is displayed during Climb, Cruise, or Descent:
Check accuracy on the MCDU PROG page:
 If the ESTIMATED accuracy is below the REQUIRED accuracy:
NAV mode and ND ARC/ROSE NAV may be used.
 If the ESTIMATED accuracy is above the REQUIRED accuracy:
HDG/TRK mode and raw data must be used.
When possible, compare the positions of both FMs with the GPIRS position, on the MCDU
POSITION MONITOR page:
 If one FM position agrees with the onside GPIRS position:
Use the associated AP/FD.
 If not:
Deselect GPS and use raw data.
 If the ECAM alert is displayed during ILS/LOC approach (LOC green):
Continue the approach.
 If the ECAM alert is displayed during a RNP approach:
Go around if visual references are not sufficient.
 If the ECAM alert is displayed during a GLS  approach:
Go around if visual references are not sufficient.

FCOM R→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV FM/GPS POS DISAGREE (Cont'd)

 If the ECAM alert is displayed during a VOR, VOR-DME, NDB, or NDB-DME approach:
Select HDG or TRK, and use raw data.
NAV GPS 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
GPS 1(2)
NAV GPWS FAULT

Applicable to: ALL
Ident.: PRO-ABN-34-N-00012443.0001001 / 16 NOV 11
GPWS............................................................................................................................................ OFF
L2 This line remains displayed, even after the GPWS pb-sw has been switched OFF.
STATUS
INOP SYS
GPWS

FCOM ← R to T 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV GPWS TERR DET FAULT

Ident.: PRO-ABN-34-00012454.0001001 / 19 AUG 10
Applicable to: ALL
L2 The enhanced TCF and TAD modes of the EGPWS are inoperative.
L1 GPWS TERR.................................................................................................................................OFF
L2 The basic GPWS mode 1 to mode 5 are still operative if SYS pusbutton switch lights FAULT or
OFF are not illuminated.
NAV HDG DISCREPANCY

Ident.: PRO-ABN-34-00012409.0001001 / 19 AUG 10
HDG......................................................................................................................................X CHECK
L2 Compare the 3 IR headings on ADIRS CDU or crosscheck with standby compass.
NAV HDG DISCREPANCY

Ident.: PRO-ABN-34-00012409.0003001 / 19 AUG 10
VN-A611, VN-A612
HDG......................................................................................................................................X CHECK
L2 Compare the 3 IR headings on MCDU or crosscheck with standby compass.
NAV IAS DISCREPANCY

Applicable to: ALL
Ident.: PRO-ABN-34-W-00012460.0007001 / 12 JAN 11
AIR SPD............................................................................................................................... X CHECK

AIR DATA SWTG................................................................................................................ AS RQRD

FCOM U to W → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IAS DISCREPANCY (Cont'd)

STATUS
CAT 3 DUAL
NAV ILS (1+2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
ILS 1+2
GPWS
NAV ILS 1(2) FAULT

Applicable to: ALL
Crew awareness.

FCOM ← W to Y → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV ILS 1(2) FAULT (Cont'd)

STATUS
INOP SYS
ILS 1(2)
CAT 2
(1)
GPWS
(1) (if ILS 1 fault on ground)
NAV IR 1(2)(3) FAULT

L2
Note: In case of a simultaneous ADR and IR (same ADIRU) failure, apply the ADR FAULT
procedure before the IR FAULT procedure.
L1
 IR 1 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
ATC/XPDR...........................................................................................................................SYS 2
 IR 2 FAULT:
ATT HDG SWTG.................................................................................................................. F/O 3
ATC/XPDR...........................................................................................................................SYS 1
 IR 3 FAULT:
ATT HDG SWTG (IF IR 3 IN USE).................................................................................... NORM
L2 This line is not displayed on the ECAM.

FCOM ← Y to Z → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR 1(2)(3) FAULT (Cont'd)

L12
STATUS
IR MAY BE AVAIL IN ATT INOP SYS
Refer to PRO-ABN-34 IR ALIGNMENT IN ATT MODE
IR 1(2)(3)
(1)
GPWS TERR
(1)
TCAS
(2)
See
(1) (In case of an IR 1 fault)

(2)
Note: In case of an IR 1 fault, the TCAS may be inoperative (depending on the TCAS
manufacturer). If the IR 1 is available in ATT mode, the TCAS can be recovered by
entering the aircraft magnetic heading into the CDU, as per the IR ALIGNMENT IN ATT
MODE procedure.

FCOM ←Z 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A606, VN-A608, VN-A609, VN-A610
L2
L1
 IR 1 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
ATC/XPDR...........................................................................................................................SYS 2
 IR 2 FAULT:
ATT HDG SWTG.................................................................................................................. F/O 3
ATC/XPDR...........................................................................................................................SYS 1
 IR 3 FAULT:

FCOM Z→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
IR 1(2)(3)
(1)
GPWS TERR
(1)
TCAS
(1)
ATC/XPDR 1
(2)
ATC/XPDR 2
(3)
See

(2) (In case of an IR 2 fault )
(3)
MODE procedure.
Ident.: PRO-ABN-34-D-00015142.0001001 / 29 JUL 13
The loss or the failure of an Inertial Reference System (IRS) may result in the loss of the FMS.
Refer to PRO-SUP-22-20-15 Loss Of FMS Position Further To IRS Loss.

FCOM ←Z 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L2
L1
 IR 1 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
ATC/XPDR...........................................................................................................................SYS 2
 IR 2 FAULT:
ATT HDG SWTG.................................................................................................................. F/O 3
ATC/XPDR...........................................................................................................................SYS 1
 IR 3 FAULT:

FCOM Z→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
IR 1(2)(3)
(1)
GPWS TERR
(1)
TCAS
(1)
ATC/XPDR 1
(2)
ATC/XPDR 2
(3)
See

(2) (In case of an IR 2 fault )
(3)
MODE procedure.

FCOM ←Z 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT

 If IR 1 + 2 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
L2 Set IR 3 (If available) to the Captain's side.
Attitude information is lost on first officer's PFD.
L1
 If IR 1 + 3 (or 2 + 3) FAULT:
ATT HDG SWTG................................................................................................................ NORM
L2 Attitude information is lost on one side (Captain or first officer).
L1
F/CTL ALTN LAW

(PROT LOST)
L2 Flight control normal laws are lost. Pitch alternate law with static stability becomes active.
All protections, except maneuver protections, are lost.
L1 MAX SPEED...................................................................................................................... 320 KT
L2 Speed is limited, due to the loss of high speed protection.

FCOM AA → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT (Cont'd)

Ident.: PRO-ABN-34-E-00012423.0025001 / 11 MAY 12
L12
STATUS

IR 1 (2)(3)
IR 1+2 or 1+3 or 2+3
FOR LDG .....................................................USE FLAP 3 AP 1+2
(1)
CONF 3 is selected, as a reminder. YAW DAMPER 1
(2)
GPWS LDG FLAP 3.................................................... ON YAW DAMPER 2
GPWS TERR (if IR 1 fault)
Will appear, when CONF 3 is selected. TCAS
APPR SPD : VREF + 10 KT CAT 2
At landing gear extension, control reverts to direct law,
in pitch, as well as in roll (Refer to PRO-ABN-27 F/CTL
DIRECT LAW).
IR (AFFECTED) MAY BE AVAIL IN ATT
entering the aircraft magnetic heading into the CDU, as per IR ALIGNMENT IN ATT
MODE procedure.
(1)
(In case of an IR 1+3 fault)
(2) (In case of an IR 2+3 fault)

PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT

ATT HDG SWTG.............................................................................................................. CAPT 3
L2 Set IR 3 (If available) to the Captain's side.
Attitude information is lost on first officer's PFD.
L1
ATT HDG SWTG................................................................................................................ NORM
L2 Attitude information is lost on Captain's PFD.
L1
ATT HDG SWTG................................................................................................................ NORM
L2 Attitude information is lost on first officer's PFD.
L1 ATC/XPDR............................................................................................................................ SYS1
F/CTL ALTN LAW

(PROT LOST)
L2 Flight control normal laws are lost. Pitch alternate law with static stability becomes active.
All protections, except maneuver protections, are lost.

L1 MAX SPEED.............................................................................................................................320 KT
L2 Speed is limited, due to the loss of high speed protection.

FCOM AA → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT (Cont'd)

Ident.: PRO-ABN-34-E-00012423.0036001 / 08 DEC 14
L12
STATUS

IR 1 (2)(3)
IR 1+2 or 1+3 or 2+3
FOR LDG .....................................................USE FLAP 3 AP 1+2
(1)
CONF 3 is selected, as a reminder. YAW DAMPER 1
(2)
GPWS LDG FLAP 3.................................................... ON YAW DAMPER 2
GPWS TERR (if IR 1 fault)
Will appear, when CONF 3 is selected. TCAS
APPR SPD : VREF + 10 KT CAT 2
LDG DIST PROC...................................................APPLY ATC/XPDR 1
(3)
ALTN LAW : PROT LOST ATC/XPDR 2

(4)

At landing gear extension, control reverts to direct law,
in pitch, as well as in roll (Refer to PRO-ABN-27 F/CTL
DIRECT LAW).
IR (AFFECTED) MAY BE AVAIL IN ATT
entering the aircraft magnetic heading into the CDU, as per IR ALIGNMENT IN ATT
MODE procedure.
In the case of an IR 1+2 fault, the TCAS is inoperative.

(3) (In the case of an IR 1 or IR 1+2 or IR 1+3 failure)
(4) (In the case of an IR 2 or IR 1+2 or IR 2+3 failure)

PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR DISAGREE
L2
Disagreement between two IRs, the third one having failed or been rejected by the ELACs. Pitch
direct, roll direct, and yaw mechanical laws become active. All protections (pitch and roll) are lost.
L1 ATT.......................................................................................................................................X CHECK
L2 Use the standby horizon to determine the faulty IR.
L1
 IF DISAGREE CONFIRMED:
FAULTY IR..............................................................................................................................OFF
L2 Set the ADIRS selector to OFF. This action will also switch off the associated ADR.
L1 ELAC 2..................................................................................................................OFF THEN ON
ELAC 1..................................................................................................................OFF THEN ON
L2 Note: When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground
setting position (0 °).
After corrective action (faulty IR switched off and ELACs reset), pitch alternate law
with reduced protections is recovered.
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT

PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR DISAGREE (Cont'd)

L12
STATUS
FOR LDG......................................................USE FLAP 3

qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when CONF 3 is selected.
APPR SPD...................................................... VREF + 10
ALTN LAW: PROT LOST

(1)
See

FCOM ← AB 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR DISAGREE
VN-A611, VN-A612
L2
Disagreement between two IRs, the third one having failed or been rejected by the ELACs. Pitch
direct, roll direct, and yaw mechanical laws become active. All protections (pitch and roll) are lost.
L1 ATT.......................................................................................................................................X CHECK
L2 Use the standby horizon to determine the faulty IR.
L1
 IF DISAGREE CONFIRMED:
FAULTY IR P/B...................................................................................................................... OFF
ELAC 2..................................................................................................................OFF THEN ON
ELAC 1..................................................................................................................OFF THEN ON
L2 Note: When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground
setting position (0 °).
After corrective action (faulty IR switched off and ELACs reset), pitch alternate law
with reduced protections is recovered.
L1
F/CTL ALTN LAW

(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT

PROCEDURES
FCOM A321
OPERATING MANUAL
NAV IR DISAGREE (Cont'd)

L12
STATUS
FOR LDG......................................................USE FLAP 3

qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when CONF 3 is selected.
APPR SPD...................................................... VREF + 10
ALTN LAW: PROT LOST

(1)
See
NAV IR NOT ALIGNED

Ident.: PRO-ABN-34-00012570.0001001 / 19 AUG 10
L2 This caution is available in Phase 2 (after first engine start, until takeoff)
L1 POSITION DISAGREE
POSITION MISSING
PRESENT POS....................................................................................................................... INSERT
EXCESS MOTION
IR 1 (2) (3) (1+2) (2+3) (1+2+3) IN ALIGN

FCOM ← AB to AC 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV LS TUNING DISAGREE

Ident.: PRO-ABN-34-AI-00014335.0001001 / 25 FEB 14
Crew awareness.
L2 The FMGS detects a discrepancy between MMR1 and MMR2 on landing system type, frequency,
channel or course.
When the alert is triggered, the AP/FD:
‐ Inhibits APPR mode arming, or
‐ Disarms the APPR mode if already armed, or
‐ Reverts to basic AP/FD modes if APPR mode already engaged.
Ident.: PRO-ABN-34-AI-00014337.0001001 / 29 MAR 12
STATUS
INOP SYS
CAT 2
NAV PRED W/S DET FAULT

Applicable to: ALL
L2
The predictive windshear function is lost.
L1
Crew awareness.
Ident.: PRO-ABN-34-F-00012427.0001001 / 16 NOV 11
STATUS
INOP SYS
PRED W/S DET

FCOM AD to AE 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV RA 1 AND 2 FAULT

(DUAL RA FAILURE)
Applicable to: ALL
Crew awareness.
Ident.: PRO-ABN-34-J-00012433.0013001 / 21 APR 15
L12
STATUS
WHEN L/G DN: DIRECT LAW INOP SYS
(1)
See
RA 1+2
A/CALL OUT
GPWS
CAT 2
REAC W/S DET
TCAS
(1) At landing gear extension, flight controls revert to direct law in pitch, as well as in roll (Refer to
ILS APPR mode cannot be engaged, LOC mode is available via the FCU LOC pb.
NAV RA 1(2) FAULT

Applicable to: ALL
Crew awareness.
STATUS
CAT 2 ONLY INOP SYS
RA 1(2)
CAT 3
GPWS (If RA 1 fault)

FCOM AF to AG 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV RA DEGRADED
Ident.: PRO-ABN-34-00012436.0001001 / 19 AUG 10
Applicable to: ALL
Crew awareness.
L2 If a significant discrepancy occurs in flight between the two radio altimeters, the NAV RA
DEGRADED alert only appears after landing.
NAV TCAS FAULT

Ident.: TDU / PRO-ABN-34-K-00015480.0017001 / 14 FEB 14

Impacted DU: 00012434 NAV TCAS FAULT (If Installed)
Crew awareness.
Note: On ground, if the alert is triggered while the ADIRUs are OFF, or while IR1 is not yet
aligned, the flight crew can disregard it. The alert automatically disappears once the
ADIRUs are powered and upon the alignment of IR1.

Impacted by TDU: 00015480 NAV TCAS FAULT
Crew awareness.
STATUS
INOP SYS
TCAS
NAV TCAS  FAULT

Crew awareness.

FCOM AH to AJ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV TCAS  FAULT (Cont'd)

Impacted by TDU: 00013538 NAV TCAS FAULT (If Installed) - FWSPAGE
STATUS
INOP SYS
TCAS
Ident.: TDU / PRO-ABN-34-K-00013538.0001001 / 16 NOV 11

Impacted DU: 00012435 NAV TCAS FAULT (If Installed) - FWSPAGE
L12
STATUS
INOP SYS
Note: Disregard this message, if the TCAS
automatically recovers normal operation within TCAS
15 s.
NAV TCAS STBY

Ident.: PRO-ABN-34-00012437.0001001 / 19 AUG 10
Applicable to: ALL
Crew awareness.
L2 If the flight crew sets the TCAS on STBY in flight, the NAV TCAS STBY alert appears.
NAV L(R) CAPT(F/O) STATIC FAULT

Ident.: PRO-ABN-34-AJ-00015067.0001001 / 08 AUG 13
IAS/ALTI MAY BE UNREL


FCOM ← AJ to AL → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
NAV L(R) CAPT(F/O) STATIC FAULT (Cont'd)

Ident.: PRO-ABN-34-AJ-00015068.0001001 / 08 AUG 13
STATUS
INOP SYS
CAPT(F/O) (R)(L) STAT

(1)
CAPT PROBES
(2)
F/O PROBES
(1) ((If the CAPT AOA and STAT are failed, and the heating systems of the CAPT PITOT and TAT
are lost), or (If all the heating systems of the CAPT PROBES are lost))
(2)
((If the F/O AOA and STAT are failed, and the heating systems of the F/O PITOT and TAT are
lost), or (If all the heating systems of the F/O PROBES are lost))
OVERSPEED
Ident.: PRO-ABN-34-00012412.0006001 / 16 NOV 11
VN-A612
VMO/MMO................................................................................................................................ 350/.82
L2 (235/0.60 in case of dispatch with landing gear down).
L1 VLE........................................................................................................................................... 280/.67
VFE..................................................................................................................................SEE BELOW
CONF VFE
FULL 190
3 195
2 215
1+F 215
1 230

FCOM ← AL to AM → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
OVERSPEED
Ident.: PRO-ABN-34-00012412.0024001 / 16 NOV 11
VMO/MMO................................................................................................................................ 350/.82
L2 (235/0.60 in case of dispatch with landing gear down).
L1 VLE........................................................................................................................................... 280/.67
VFE..................................................................................................................................SEE BELOW
CONF VFE
FULL 190
3 195
2 215
1+F 225
1 235
STALL WARNING
Ident.: PRO-ABN-34-00013994.0001001 / 22 JUL 11
Applicable to: ALL
When the threshold is reached, a permanent aural warning is triggered "STALL + CRICKET"
as long as a correct angle-of-attack is not recovered. (Refer to FCOM/PRO/ABN - Operating
Techniques Section - Stall Recovery and Stall Warning At Lift-Off procedures).

FCOM ← AM to AN 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
TCAS WARNINGS
Ident.: PRO-ABN-34-00012455.0022001 / 08 FEB 13
 Traffic advisory: “TRAFFIC” messages:

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

FCOM AO → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
TCAS WARNINGS
Ident.: PRO-ABN-34-00012455.0007001 / 17 MAR 11
VN-A367
 Traffic advisory: “TRAFFIC” messages:

Do not perform a maneuver based on a TA alone.
 Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED
MAINTAIN” or “ADJUST VERTICAL SPEED ADJUST” or “MONITOR VERTICAL SPEED”
type messages:
AP (if engaged).......................................................................................................................OFF
BOTH FDs.............................................................................................................................. OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the
red area of the VSI, and within the green area. If necessary, use the full speed range
between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Notify ATC.
 GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE
CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.
 When “CLEAR OF CONFLICT” is announced
Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.

FCOM ← AO 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
UNRELIABLE SPEED INDIC/ADR CHECK PROC

Ident.: PRO-ABN-34-00012555.0001001 / 13 JAN 14
Unreliable speed indication may be due to radome damage, or due to air probe failure or
obstruction.
The indicated altitude may also be affected, if static probes are affected.
Unreliable speed cannot be detected by the ADIRU. The flight control and flight guidance
computers normally reject erroneous speed/altitude source(s), provided a significant difference is
detected.
However, they will not be able to reject two erroneous speeds or altitudes that synchronously
and similarly drift away. In this remote case, the aircraft systems will consider the remaining
correct source as being faulty and will reject it. Consequently, the flight control and flight guidance
computers will use the remaining two wrong ADRs for their computation.
Therefore, in all cases of unreliable speed situation, the pilots must identify the faulty ADR(s)
and then switch it (them) OFF. If all ADRs provide unreliable data, keep one ADR on to keep the
stall warning protection. During this failure identification time, since the flight control laws may be
affected, it is recommended to maneuver the aircraft with care until the ADR(s) is (are) switched
OFF.
Unreliable speed indications may be suspected, either by:
‐ Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
‐ Fluctuating or unexpected increase/decrease/steady indicated speed, or pressure altitude.
‐ Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust, climb rate).
‐ Abnormal AP/FD/ATHR behavior.
‐ STALL warning, or OVERSPEED warnings, that contradicts with at least one of the indicated
speeds.
• Rely on the stall warning that could be triggered in alternate or direct law. It is not affected by
unreliable speeds, because it is based on angle of attack.
• Depending on the failure, the OVERSPEED warning may be false or justified. Buffet,
associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
‐ Inconsistency between radio height and pressure altitude.
‐ Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with
decreasing speed.
‐ Impossibility of extending the landing gear by the normal landing gear control.

PROCEDURES
FCOM A321
OPERATING MANUAL
UNRELIABLE SPEED INDIC/ADR CHECK PROC

Ident.: PRO-ABN-34-00012555.0002001 / 13 JAN 14
Unreliable speed indication may be due to radome damage, or due to air probe failure or
obstruction.
The indicated altitude may also be affected, if static probes are affected.
Unreliable speed cannot be detected by the ADIRU. The flight control and flight guidance
computers normally reject erroneous speed/altitude source(s), provided a significant difference is
detected.
However, they will not be able to reject two erroneous speeds or altitudes that synchronously
and similarly drift away. In this remote case, the aircraft systems will consider the remaining
correct source as being faulty and will reject it. Consequently, the flight control and flight guidance
computers will use the remaining two wrong ADRs for their computation.
Therefore, in all cases of unreliable speed, the pilots must identify the faulty ADR(s) and then
switch it (them) OFF.
If all ADRs provide unreliable data:
‐ Below FL250: Switch OFF the 3 ADRs to display the Backup Speed Scale (BUSS) and fly the
green area of the speed scale.
‐ Above FL250: Keep one ADR ON to prevent the display of the BUSS, and fly the aircraft using
the Pitch/Thrust tables.
Unreliable speed indications may be suspected, either by:
‐ Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
‐ Fluctuating or unexpected increase/decrease/steady indicated speed, or pressure altitude.
‐ Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust, climb rate).
‐ Abnormal AP/FD/ATHR behavior.
‐ STALL warning, or OVERSPEED warnings, that contradicts with at least one of the indicated
speeds.
• Rely on the stall warning that could be triggered in alternate or direct law. It is not affected by
unreliable speeds, because it is based on angle of attack.
• Depending on the failure, the OVERSPEED warning may be false or justified. Buffet,
associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
‐ Inconsistency between radio height and pressure altitude.
‐ Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with
decreasing speed.
‐ Impossibility of extending the landing gear by the normal landing gear control.

FCOM ← AP 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ADR CHECK PROC

Ident.: PRO-ABN-34-00015311.0001001 / 03 MAR 14
Applicable to: ALL
For the ADR CHECK procedure, apply the UNRELIABLE SPEED INDICATION procedure. Refer to
UNRELIABLE SPEED INDICATION

 If the safe conduct of the flight is impacted:

MEMORY ITEMS:
AP/FD.................................................................................................................................... OFF
A/THR.................................................................................................................................... OFF
PITCH/THRUST:
Below THRUST RED ALT.........................................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100............................................................. 10° / CLB
Above THRUST RED ALT and Above FL 100...............................................................5° / CLB
FLAPS (if CONF 0(1)(2)(3)).......................................................... MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)........................................................ SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES........................................................................................CHECK RETRACTED
L/G........................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
GPS ALTITUDE................................................................................................ Display on MCDU

FCOM AQ to AR → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
UNRELIABLE SPEED INDICATION (Cont'd)

 To level off for troubleshooting:

AP/FD......................................................................................................................................OFF
A/THR......................................................................................................................................OFF
Note: Check the actual slat/flap config. on ECAM, as flap auto-retraction may occur.
PITCH/THRUST FOR INITIAL LEVEL OFF
SLATS/FLAPS EXTENDED
Above 81 t 81 t - 68 t Below 68 t
CONF Speed Pitch (°)/Thrust (% N1)
3 F 4.0/70.7 4.0/66.4 4.0/61.5
2 F 7.0/68.9 7.0/64.6 7.0/59.9
1+F S 3.5/67.6 3.0/63.8 3.0/58.6
1 S 7.5/65.5 7.5/61.4 7.5/56.5
CLEAN
FL Speed Pitch (°)/Thrust (% N1)
Below FL 200 270 kt 3.5/69.0 2.5/66.1 1.5/63.7
FL 200 - FL 280 300 kt 2.0/78.9 1.5/75.9 1.0/73.9
Above FL 280 M 0.76 2.5/83.7 2.5/81.6 2.0/79.0
FLYING TECHNIQUE TO STABILIZE SPEED:

Adjust pitch in order to fly the required flight path.
When target pitch is reached, flying intended flight path, adjust thrust to target:
If the aircraft pitch tends to increase, aircraft is slow, then increase thrust;
If the aircraft pitch tends to decrease, aircraft is fast, then decrease thrust.

FCOM ← AR → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

WHEN FLIGHT PATH IS STABILIZED

PROBE/WINDOW HEAT.............................................................................................................ON
TECHNICAL RECOMMENDATIONS
Respect Stall Warning.
To monitor speed, refer to IRS Ground Speed or GPS Ground Speed variations.
 If remaining altitude indication is unreliable:
Do not use FPV and/or V/S, which are affected.
ATC altitude is affected. Notify the ATC.
Refer to GPS altitude: altitude variations may be used to control level flight, and is an
altitude cue.
Refer to Radio altimeter.
CAUTION If the failure is due to radome destruction, the drag will increase and therefore
N1 must be increased by 5 %. Fuel flow will increase by about 27 %.
AFFECTED ADR IDENTIFICATION
Crosscheck all speed indications and Refer to QRH/Operating Speeds table of the In Flight
Performance section (for F, S speeds) or Refer to QRH/Severe Turbulence table of QRH
Operational Data section (for speed in clean conf):
 If at least one ADR is reliable:
Faulty ADR(s)..................................................................................................................OFF
REMAINING AIR DATA........................................................................................ CONFIRM
Alternates sources may be used to evaluate the air data:
‐ GPS altitude.
‐ GPS and IRS ground speeds, taking into account altitude and wind effect.
 If affected ADR(s) cannot be identified, or if all ADRs are affected:
ONE ADR...............................................................................................................KEEP ON
Keep one ADR ON to maintain the STALL WARNING protection.
TWO ADRS.....................................................................................................................OFF
This prevents the flight control laws from using two coherent but unreliable ADR data.
LDG CONF........................................................................................................USE FLAP 3
APP SPD................................................................................................................ VLS + 10

PROCEDURES
FCOM A321
OPERATING MANUAL

LDG DIST PROC....................................................................................................... APPLY
 To return to departure airport:
Keep takeoff configuration preferably.
Refer to Approaches tables.
 To accelerate and clean up after takeoff:
Accelerate and clean up the aircraft in level flight:
THRUST....................................................................................................................CLB
FLAPS.............................................................................................................RETRACT
Retract from 3 or 2 to 1, once CLB thrust is set.
Retract from 1 to 0, when the aircraft pitch is lower than the pitch for S speed (Refer to
Level-Off table).
Once in clean configuration, Refer to Climb, Cruise and Descent tables, Refer to
Approaches tables for flight continuation.
 Other cases:
Refer to Climb, Cruise and Descent tables, Refer to Approaches tables for flight
continuation.

PROCEDURES
FCOM A321
OPERATING MANUAL

CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CLIMB

Set the thrust to CL.
CLEAN
Below FL 50 8.5/CLB 9.0/CLB 10.0/CLB
FL 50 - FL 100 8.0/CLB 8.0/CLB 9.0/CLB
270 kt
FL 100 - FL 150 7.0/CLB 7.0/CLB 8.0/CLB
FL 150 - FL 200 6.0/CLB 6.0/CLB 6.5/CLB
FL 200 - FL 250 4.0/CLB 4.0/CLB 4.0/CLB
300 kt
FL 250 - FL 280 3.5/CLB 3.0/CLB 3.0/CLB
Above FL 280 M 0.76 3.5/CLB 3.5/CLB 3.5/CLB
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CRUISE

Adjust N1 to maintain approximate level flight with pitch attitude held constant. When time
permits, Refer to PRO-SUP-91-10 General (SEVERE TURBULENCE) and adjust pitch to
maintain level flight.
CLEAN
Below FL 200 270 kt 3.5/69.0 2.5/66.1 1.5/63.7
FL 200 - FL 280 300 kt 2.0/78.9 1.5/75.9 1.0/73.9
Above FL 280 M 0.76 2.5/83.7 2.5/81.6 2.0/79.0
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - DESCENT

Set the thrust to IDLE.
CLEAN
Above FL 280 M 0.76 -1.0/IDLE -1.5/IDLE -2.0/IDLE
FL 280 - FL 200 300 kt -0.5/IDLE -1.5/IDLE -2.5/IDLE
FL 200 - FL 100 270 kt 0.5/IDLE -0.5/IDLE -1.5/IDLE
Below FL 100 270 kt 0.5/IDLE -0.5/IDLE -2.0/IDLE
Below FL 100 G-DOT 2.0/IDLE 2.0/IDLE 2.0/IDLE

PROCEDURES
FCOM A321
OPERATING MANUAL

INITIAL AND INTERMEDIATE APPROACH IN LEVEL FLIGHT

The approach phase between Green Dot speed (clean configuration) and the landing
configuration (CONF 3), is flown in level flight.
LANDING GEAR UP IN LEVEL FLIGHT
CONF Speed (kts) Pitch (°)/Thrust (% N1)
0 G-DOT 5.0/63.4 5.0/59.4 5.0/54.6
1 S 7.5/65.6 7.5/61.4 7.5/56.6
1 + F (1) S 3.5/67.6 3.0/63.8 3.0/58.6
2 F 7.0/68.5 7.0/64.7 7.0/59.9
LANDING GEAR DOWN IN LEVEL FLIGHT (EXPECT GRVTY EXTENSION)
3 F 4.0/74.8 4.0/71.0 4.0/65.8
(1) Due to the fact that the speed is unreliable, the SFCC may select the 1 + F configuration in
approach, instead of 1.
FINAL APPROACH AT STANDARD - 3 ° DESCENT FLIGHT PATH
LANDING GEAR DOWN
CONF Speed (kts) Pitch (°)/Thrust (% N1)
3 VLS +10 2.0/60.0 2.0/56.0 1.5/51.6

When target pitch is reached, flying intended flight path, adjust thrust to target.

FCOM ← AR 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
UNRELIABLE SPEED INDICATION

 If the safe conduct of the flight is impacted:

MEMORY ITEMS:
AP/FD.................................................................................................................................... OFF
A/THR.................................................................................................................................... OFF
PITCH/THRUST:
Below THRUST RED ALT.........................................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100............................................................. 10° / CLB
Above THRUST RED ALT and Above FL 100...............................................................5° / CLB
FLAPS (if CONF 0(1)(2)(3)).......................................................... MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)........................................................ SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES........................................................................................CHECK RETRACTED
L/G........................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
GPS ALTITUDE................................................................................................ Display on MCDU

FCOM AR → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

 To level off for troubleshooting:

AP/FD......................................................................................................................................OFF
A/THR......................................................................................................................................OFF
Note: Check the actual slat/flap config. on ECAM, as flap auto-retraction may occur.
PITCH/THRUST FOR INITIAL LEVEL OFF
SLATS/FLAPS EXTENDED
CONF Speed Pitch (°)/Thrust (% N1)
3 F 4.0/70.7 4.0/66.4 4.0/61.5
2 F 7.0/68.9 7.0/64.6 7.0/59.9
1+F S 3.5/67.6 3.0/63.8 3.0/58.6
1 S 7.5/65.5 7.5/61.4 7.5/56.5
CLEAN
Below FL 200 270 kt 3.5/69.0 2.5/66.1 1.5/63.7
FL 200 - FL 280 300 kt 2.0/78.9 1.5/75.9 1.0/73.9
Above FL 280 M 0.76 2.5/83.7 2.5/81.6 2.0/79.0

When target pitch is reached, flying intended flight path, adjust thrust to target:

PROCEDURES
FCOM A321
OPERATING MANUAL

WHEN FLIGHT PATH IS STABILIZED

PROBE/WINDOW HEAT.............................................................................................................ON
TECHNICAL RECOMMENDATIONS
Respect Stall Warning.
To monitor speed, refer to IRS Ground Speed or GPS Ground Speed variations.
 If remaining altitude indication is unreliable:
Do not use FPV and/or V/S, which are affected.
ATC altitude is affected. Notify the ATC.
Refer to GPS altitude: altitude variations may be used to control level flight, and is an
altitude cue.
Refer to Radio altimeter.
CAUTION If the failure is due to radome destruction, the drag will increase and therefore
N1 must be increased by 5 %. Fuel flow will increase by about 27 %.
AFFECTED ADR IDENTIFICATION
Crosscheck all speed indications and Refer to QRH/Operating Speeds table of the In Flight
Performance section (for F, S speeds) or Refer to QRH/Severe Turbulence table of QRH
Operational Data section (for speed in clean conf):
 If at least one ADR is reliable:
Faulty ADR(s)..................................................................................................................OFF
REMAINING AIR DATA........................................................................................ CONFIRM
Alternates sources may be used to evaluate the air data:
‐ GPS altitude.
‐ GPS and IRS ground speeds, taking into account altitude and wind effect.
 If affected ADR(s) cannot be identified, or if all ADRs are affected:
 When above FL 250:
ONE ADR........................................................................................................ KEEP ON
TWO ADRs...............................................................................................................OFF
This prevents the flight control laws from using two coherent but unreliable ADR data.
For flight continuation, Refer to Climb, Cruise and Descent tables.

PROCEDURES
FCOM A321
OPERATING MANUAL

 When below FL 250, if speed still unreliable:
ALL ADRs P/B..........................................................................................................OFF
All ADRs must be switched OFF to replace the PFD's normal speed scale and altitude
indication to the Back Up Speed Scale and GPS altitude indication.
SPD.....................................................................................................FLY THE GREEN
NAV ADR 1+2+3 FAULT
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CLIMB

Set the thrust to CL.
CLEAN
FL 250 - FL 280 300 kt 3.5/CLB 3.0/CLB 3.0/CLB
Above FL 280 M 0.76 3.5/CLB 3.5/CLB 3.5/CLB
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CRUISE

Adjust N1 to maintain approximate level flight with pitch attitude held constant. When time
permits, Refer to PRO-SUP-91-10 General (SEVERE TURBULENCE) and adjust pitch to
maintain level flight.
CLEAN
FL 250 - FL 280 300 kt 2.0/78.9 1.5/75.9 1.0/73.9
Above FL 280 M 0.76 2.5/83.7 2.5/81.6 2.0/79.0
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - DESCENT

Set the thrust to IDLE.
CLEAN
Above FL 280 M 0.76 -1.0/IDLE -1.5/IDLE -2.0/IDLE
FL 280 - FL 250 300 kt -0.5/IDLE -1.5/IDLE -2.5/IDLE

FCOM ← AR 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR APU BLEED FAULT

L2 The valve position disagrees with the commanded position, when the APU is running.
L1
Crew awareness.
STATUS
INOP SYS
APU BLEED (If valve closed)
AIR APU BLEED FAULT

L2 The valve position disagrees with the commanded position, when the APU is running.
L1
Crew awareness.
L2
Note: Switching the APU BLEED pb-sw once may allow APU bleed recovery.
STATUS
INOP SYS
APU BLEED (If valve closed)

PROCEDURES
FCOM A321
OPERATING MANUAL
AIR APU BLEED LEAK

APU BLEED (IF NOT CLOSED)...................................................................................................OFF

L2 ‐ With the APU BLEED pb-sw ON, the FAULT light remains on.
‐ With the APU BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
STATUS
INOP SYS
APU BLEED
AIR APU BLEED LEAK

L2 Note: This warning may spuriously appear after electrical transients. In that case, an APU bleed
reset may be attempted by switching the APU BLEED pb-sw OFF, then on.
L1 APU BLEED (IF NOT CLOSED)...................................................................................................OFF
L2 ‐ With the APU BLEED pb-sw ON, the FAULT light remains on.
‐ With the APU BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
STATUS
INOP SYS
APU BLEED

FCOM C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR BLEED 1(2) OFF

Ident.: PRO-ABN-36-00011082.0001001 / 25 FEB 14
Applicable to: ALL
L2 One engine bleed is switched off with no fault.

L1
Crew awareness.
AIR ENG 1(2) BLEED ABNORM PR

VN-A611, VN-A612
 If wing anti-ice is off, and both packs are on:

ECON FLOW............................................................................................................................ ON
AFT CRG HOT AIR................................................................................................................ OFF
L2 The ECON FLOW pb must be selected ON, and the aft cargo heat must be selected off, due to
precooler performance.
L1
 If wing anti-ice is on, and both packs are on:
PACK (AFFECTED)................................................................................................................OFF
L2 One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
L1 X BLEED.................................................................................................................................... OPEN
STATUS
ONE PACK ONLY IF WAI ON INOP SYS
ENG 1(2) BLEED

PACK 1(2) (If closed)

FCOM D to E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORM PR

 If wing anti-ice is on, and both packs are on:

PACK (AFFECTED)................................................................................................................OFF
performance.
L1 X BLEED.................................................................................................................................... OPEN
ECON FLOW............................................................................................................................ ON
STATUS
ENG 1(2) BLEED


FCOM E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED FAULT

VN-A611, VN-A612
ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED)................................................OFF

L2 ‐ With the ENG BLEED pb-sw on, the FAULT light remains on.
‐ With the ENG BLEED pb-sw OFF, the FAULT light goes out when the failure (overheat or
overpressure) disappears.
L1
ECON FLOW............................................................................................................................ ON
L1
 If wing anti-ice is on and both packs are on:
PACK AFFECTED.................................................................................................................. OFF
performance.
L1 X BLEED.................................................................................................................................... OPEN
STATUS
ENG 1(2) BLEED


FCOM F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED FAULT


‐ With the ENG BLEED pb-sw OFF, the FAULT light goes out when the failure (overheat or
overpressure) disappears.
L1
 If wing anti-ice is on and both packs are on:
PACK AFFECTED.................................................................................................................. OFF
performance.
L1 X BLEED.................................................................................................................................... OPEN
ECON FLOW............................................................................................................................ ON
STATUS
ENG 1(2) BLEED


FCOM F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT

Ident.: PRO-ABN-36-00011094.0002001 / 03 DEC 13
Applicable to: ALL
Apply this procedure when both engine bleed supply systems are failed. In this configuration, the
CAB PR EXCESS CAB ALT may trigger. In this case, apply the ECAM procedure associated to the
CAB PR EXCESS CAB ALT before continuing this paper procedure.
 If either AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR
and
If either AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PR:
X BLEED .............................................................................................................................SHUT
ENG 1+2 BLEED ................................................................................................. OFF THEN ON
Attempt one reset only. If the fault occurs again, consider reset unsuccessful.
 If unsucessful (no ENG BLEED recovered):
DESCENT TO FL 100/MEA-MORA......................................................................... INITIATE
L2 Descend rapidly to FL 100/MEA-MORA, to prevent excessive cabin altitude.
L1 ENG 1+2 BLEED............................................................................................................. OFF
APU BLEED..................................................................................................................... OFF
APU..............................................................................................................................START
L2 Start APU during descent.
L1 WING A.ICE..................................................................................................................... OFF
 When below FL 200 and APU AVAIL:
WING A.ICE....................................................................................................KEEP OFF
L2 APU BLEED must not be used for wing anti-ice.
L1 APU BLEED.................................................................................................................ON
L2 When APU BLEED is ON and pressurization is recovered, reduce rate of descent and
consider MAX FL 200.
L1
 If APU BLEED available:
L2 CABIN PRESSURE MONITOR
L1
MAX FL 200
ENG 1+2 BLEED.................................................................................................. ON
APU BLEED........................................................................................................ OFF

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT (Cont'd)

 If no ENG BLEED recovered:
APU BLEED................................................................................................... ON
ENG 1+2 BLEED..........................................................................................OFF
 If PACK 1 inoperative:
X BLEED............................................................................................. OPEN
L2 To supply the PACK 2 from the APU bleed.
L1
 If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA........................................................ CONTINUE
APU BLEED........................................................................................................ OFF
 When at or below FL 100/MEA-MORA:
ENG 1+2 BLEED............................................................................................ON
 If no ENG BLEED recovered:
ENG 1+2 BLEED................................................................................... OFF
 When DIFF PR < 1 PSI:
RAM AIR............................................................................................ON
MAX FL........................................................................ 100/MEA-MORA
 If ice accretion during approach:
APPR SPD........................................................................ VLS + 10 KT
LDG DIST PROC........................................................................ APPLY
 In all other cases:
Applicable when at least one engine bleed supply system is failed due to LEAK, ENG FIRE,
Start Air Valve Failed Open:
DESCENT TO FL 100/MEA-MORA................................................................................INITIATE
L2 Descend rapidly to FL 100/MEA-MORA, to prevent excessive cabin altitude.
L1 X BLEED.............................................................................................................................. SHUT
ENG 1+2 BLEED.................................................................................................................... OFF
APU BLEED............................................................................................................................OFF
APU.................................................................................................................................... START
L2 Start APU during descent.
L1 WING A.ICE............................................................................................................................OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

 If only AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PR:
ENG 2 BLEED.............................................................................................................ON
 If no ENG 2 BLEED recovered:
ENG 2 BLEED.................................................................................................... OFF
RAM AIR.........................................................................................................ON
MAX FL..................................................................................... 100/MEA-MORA
APPR SPD..................................................................................... VLS + 10 KT
LDG DIST PROC..................................................................................... APPLY
 If only AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR:
 When at or below FL 200 and APU AVAIL:
WING A.ICE....................................................................................................KEEP OFF
L2 APU BLEED must not be used for wing anti-ice.
L1 APU BLEED.................................................................................................................ON
L2 When APU BLEED is ON and pressurization is recovered, reduce rate of descent and
consider MAX FL 200.
L1
 If APU BLEED available:
MAX FL 200
ENG 1 BLEED...................................................................................................... ON
APU BLEED........................................................................................................ OFF
APU BLEED................................................................................................... ON
ENG 1 BLEED.............................................................................................. OFF
 If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA........................................................ CONTINUE
APU BLEED........................................................................................................ OFF
ENG 1 BLEED................................................................................................ON
ENG 1 BLEED....................................................................................... OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

RAM AIR............................................................................................ON
MAX FL........................................................................ 100/MEA-MORA
APPR SPD........................................................................ VLS + 10 KT
LDG DIST PROC........................................................................ APPLY
 If neither AIR ENG 1(2) BLEED FAULT nor AIR ENG 1(2) BLEED ABNORM PR on any
side:
 When at or below FL 100/MEA-MORA
and
DIFF PR < 1 PSI:
RAM AIR......................................................................................................................ON
MAX FL.................................................................................................. 100/MEA-MORA
APPR SPD.................................................................................................. VLS + 10 KT
LDG DIST PROC.................................................................................................. APPLY
AIR ENG 1(2) BLEED LO TEMP

(OPPOSITE BLEED AVAILABLE)
Applicable to: ALL
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
X BLEED..............................................................................................................................OPEN
ENG BLEED (AFFECTED).....................................................................................................OFF
ASSOCIATED PACK (IF OPPOSITE PACK ON).................................................................. OFF
L2 One pack must be closed, when the pilot is using wing anti-ice, due to precooler performance.

FCOM ← G to H → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED LO TEMP (Cont'd)

(OPPOSITE BLEED AVAILABLE)
STATUS
ENG 1(2) BLEED

PACK 1(2) (If selected OFF)
AIR ENG 1(2) BLEED LO TEMP

(OPPOSITE BLEED NOT AVAILABLE)
Applicable to: ALL
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L1
WING A. ICE.......................................................................................................................... OFF
STATUS
MIN SPD...............................................VLS +10 / G DOT WING A. ICE
MANEUVER WITH CARE

FCOM ← H to I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1 + 2 BLEED LO TEMP

Applicable to: ALL
A/THR ...........................................................................................................................................OFF
THR LEVERS......................................................................................................................ADVANCE
L1
WING A. ICE.......................................................................................................................... OFF
STATUS
MIN SPD...............................................VLS +10 / G DOT
MANEUVER WITH CARE

FCOM J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED HI TEMP

VN-A611, VN-A612
This alert triggers if the precooler outlet temperature of the remaining bleed exceeds 240 °C within
2 min after X BLEED valve opening.
 If wing anti-ice off:
PACK 2 (1)............................................................................................................................. OFF
 If wing anti-ice on and opposite pack off:
Note: If Wing Anti-Ice is required (icing conditions) while operating with one PACK, consider
switching OFF the remaining pack, if aircraft’s altitude permits.
PACK 1 (2) OR WAI...............................................................................................................OFF

 If wing anti-ice on and affected pack off:
PACK 2 (1) OR WAI...............................................................................................................OFF
L12
STATUS
MIN SPD.................................................. VLS+10/G DOT WING A. ICE
Note: In the case of severe ice accretion, with wing

anti-ice failed, the Angle-of-Attack (AOA)
protections remain efficient.
MANEUVER WITH CARE

FCOM K 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) BLEED NOT CLSD

Applicable to: ALL
L2 Engine bleed valve fails to close:

‐ During engine start or when APU BLEED pb-sw is selected on.
‐ At engine shutdown or when APU BLEED pb-sw is selected OFF with engine not running.
L1 ENG BLEED.................................................................................................................................. OFF
L2 Note: The warning may be triggered due to residual pressure between the HP or IP valves and
the engine bleed valve:
‐ After engine shutdown, or
‐ After APU BLEED pb-sw is selected OFF with engine not running.
Select the ENG BLEED pb-sw OFF then on. If the warning disappears, no maintenance
action is due.
STATUS
ENG 1(2) BLEED
AIR ENG 1(2) HP VALVE FAULT

Applicable to: ALL
Crew awareness.
STATUS
AIR PRESS LOW AT IDLE

FCOM L to M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR ENG 1(2) LEAK DET FAULT

Crew awareness.
STATUS
INOP SYS
ENG 1(2) LK DET
AIR L(R) WING OR ENG 1(2) BLEED LEAK


‐ With the ENG BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
L1
 If left wing or engine 1 bleed leak:
APU BLEED (IF NOT CLOSED)............................................................................................ OFF
WING ANTI-ICE............................................................................................................................ OFF
Ident.: PRO-ABN-36-D-00011096.0003001 / 11 MAY 12
STATUS
MIN SPD...............................................VLS +10 / G DOT WING A.ICE
ENG 1(2) BLEED
MANEUVER WITH CARE PACK 1(2)

FCOM N to O 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR L(R) WING OR ENG 1(2) BLEED LEAK

Ident.: PRO-ABN-36-D-00011095.0004001 / 20 SEP 13
L2 Note: On ground, spurious ENG 1(2) BLEED LEAK or L(R) WING LEAK warnings may be
triggered after electrical transients. Reset in these cases the affected ENG BLEED
pushbutton-switch for an ENG BLEED LEAK, or both ENG BLEED pushbutton-switches
for a WING LEAK.
L1 ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED)................................................OFF
‐ With the ENG BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
L1
 If left wing or engine 1 bleed leak:
APU BLEED (IF NOT CLOSED)............................................................................................ OFF
WING ANTI-ICE............................................................................................................................ OFF
Ident.: PRO-ABN-36-D-00011096.0003001 / 11 MAY 12
STATUS
MIN SPD...............................................VLS +10 / G DOT WING A.ICE
ENG 1(2) BLEED
MANEUVER WITH CARE PACK 1(2)
AIR L(R) WNG LEAK DET FAULT

Applicable to: ALL
Crew awareness.

FCOM O to P → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
AIR L(R) WNG LEAK DET FAULT (Cont'd)

STATUS
INOP SYS
L(R) WNG LK DET
AIR X BLEED FAULT

Applicable to: ALL
X BLEED.............................................................................................................................. MAN CTL

L2 Select OPEN, when the APU BLEED pb-sw is ON, or for engine start, or when WING ANTI-ICE
pb-sw is ON and one bleed is inoperative.

Select SHUT in other cases.
L1
 If manual opening inoperative, and only one bleed available:
WING ANTI ICE......................................................................................................................OFF
Ident.: PRO-ABN-36-E-00011098.0003001 / 11 MAY 12
STATUS
 If manual opening inoperative: INOP SYS
X BLEED
 IF SEVERE ICE ACCRETION: WING A.ICE
MIN SPD..................................VLS +10 / G DOT
MANEUVER WITH CARE
X BLEED MAN CTL

FCOM ← P to Q 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BLEED MONITORING FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
BMC 1 + 2
BLEED MONIT SYS 1(2) FAULT

Crew awareness.
STATUS
INOP SYS
BMC 1(2)

FCOM R to S 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
DATALINK ATSU FAULT

Applicable to: ALL
Crew awareness.
ATSU INIT FAULT
L2 Displayed, in case of failure upon ATSU initialization. Refer to PRO-SUP-46 ATSU Initialization
STATUS
INOP SYS
ATSU
DATA COMPANY
DATALINK COMPANY FAULT

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
DATA COMPANY

PROCEDURES
FCOM A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW APU
OPERATING MANUAL
APU AUTO (EMER) SHUT DOWN

Applicable to: ALL
L2 APU EMER SHUT DOWN is triggered if:

‐ An APU fire is detected on ground, or
‐ The ground crew shuts down the APU manually by pushing the APU SHUT OFF pb on the nose
gear interphone panel, or
‐ The flight crew presses the APU FIRE pb in the cockpit.
L1 MASTER SW.................................................................................................................................OFF
STATUS
INOP SYS
APU

FCOM A 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW APU
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW DOORS
OPERATING MANUAL
DOORS (L/R/FWD/AFT) AVIONICS

Applicable to: ALL
 On the ground:
Crew awareness.
 In flight:
No crew action required as long as cabin pressure is normal.
 IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
Avionics doors are of plug type. Therefore full depressurization is not recommended.
STATUS
• IF ABN CAB V/S:
MAX FL.............................................................. 100/MEA
DOORS CABIN/EMER EXIT/CARGO

Applicable to: ALL
Ident.: PRO-ABN-52-B-00010182.0002001 / 30 JAN 13
 On the ground:
L2 Crew may confirm a cabin door warning by checking the visual indicator on the door.
Crew may confirm a cargo door warning by checking the indication on the cargo door.
L1
Crew awareness.
 In flight:
No crew action required as long as cabin pressure is normal.
 IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
If door warning is accompanied by abnormal increase of cabin altitude, flight crew must
reduce cabin ΔP and altitude by descending.

FCOM A to B → 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW DOORS
OPERATING MANUAL
DOORS CABIN/EMER EXIT/CARGO (Cont'd)

STATUS
• IF ABN CAB V/S:
MAX FL...............................................................100/MEA

FCOM ←B 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) AIRCRAFT FADEC SUPPLY

Applicable to: ALL
L2
On ground, loss of aircraft 28 V supply of either EEC channel, or, in flight, loss of aircraft 28 V
supply of:
‐ Both EEC channels, or
‐ One EEC channel without switching to the other channel.
L1
Crew awareness.
L12
STATUS
INOP SYS
The ECAM only displays these inoperative systems, if there
is: REVERSER 1(2)
‐ A loss of aircraft 28 V supply of both EEC channels, or ENG 1(2) START
‐ A loss of aircraft 28 V supply of one EEC channel without
switching to the other channel.
ENG 1(2) AIR EXCHGR FAULT

Ident.: PRO-ABN-70-00012278.0001001 / 18 AUG 14
Applicable to: ALL
L2 Failure of air/oil heat exchanger valve on ground.

Depending of the failure one of the following messages is displayed:
L1 AIR VALVE OPEN
L2 Refer to MMEL/ME-70 ENG 1(2) AIR EXCHANGR FAULT [AIR VALVE OPEN].
L1 AIR VALVE CLOSED

PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) BEARING 4 OIL SYS

Ident.: PRO-ABN-70-00012298.0002001 / 12 JAN 11
Applicable to: ALL
L2 One of the two following messages is displayed:

L1 SCAVENGE VALVE FAULT
L2
N° 4 bearing scavenge valve stuck open.
L1 HI PRESS
L2
N° 4 bearing carbon seal is failed or due to scavenge valve stuck closed or due to a clogged
scavenge valve restrictor.
ENG 1(2) COMPRESSOR VANE

Applicable to: ALL
Ident.: PRO-ABN-70-N-00012601.0012001 / 28 APR 14
L2 Low Pressure Compressor Bleed Valve (LPCBV) or Variable Stator Vane (VSV) failure.
Engine stall may occur at any thrust change.
L1
 On ground:
THR LEVER (AFFECTED).................................................................................................... IDLE
AVOID THR CHANGES (not displayed if LPCBV goes to open position).
L2 If autothrust engaged, adjust the thrust levers to align thrust lever commands with actual EPR and
disconnect autothrust.
L1 AVOID RAPID THRUST CHANGES (displayed when the VSV position disagrees with the
command).
L2 Engine stall may occur at any rapid thrust change.
STATUS
AVOID THR CHANGES

PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) EGT EXCEEDED DURING AIR START

Ident.: PRO-ABN-70-00012124.0001001 / 12 JAN 11
Applicable to: ALL
L2 EGT limit has been exceeded during ENG relight in flight (only displayed on ground).
Report in maintenance log.
ENG 1(2) EIU FAULT

Applicable to: ALL
L2 The data bus between the EIU and EEC fails. Therefore:
‐ Affected engine start is lost
‐ Autothrust control is lost
‐ Thrust reverser on the affected engine is lost
‐ When idle is selected, only approach idle is available
‐ Bleed corrections on EPR limit are lost
‐ Continuous ignition is on.
L1
Crew awareness.
L12
STATUS
ENG 1(2) APPR IDLE ONLY INOP SYS
Minimum idle is lost.
A/THR
CAT 2 ONLY CAT 3
REVERSER 1(2)
ENG 1(2) START

FCOM E to F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) EPR MODE FAULT

VN-A611, VN-A612
Ident.: PRO-ABN-70-H-00012115.0010001 / 03 APR 13
L2 EEC has reverted to the N1 MODE. Autothrust control is lost.

L1
 On ground if degraded N1 MODE is active:
N1 DEGRADED MODE.
THR LVR 1(2) NOT ABOVE IDLE.
 In flight if degraded N1 MODE is active:
L2 Loss of these upper ECAM indications: Max N1, N1 thrust lever, N1 mode, N1 rating limit.
L1 N1 DEGRADED MODE.
ENG 1 N1 MODE ....................................................................................................................ON
ENG 2 N1 MODE ....................................................................................................................ON
L2 N1 mode is confirmed on the affected engine.
The other engine must be reverted to the rated N1 mode to ease thrust setting.
L1 NOT EXCEED N1 LIMIT.
L2 As there is no N1 limit, an overboost can occur at full forward thrust lever position.
L1 MAN THR.........................................................................................................................ADJUST
L2 Align the N1 of the affected engine on the N1 of the other engine. Refer to PER-THR-N1 N1
MODE THRUST CONTROL, for power management tables.
L1
 In flight if rated N1 MODE is active:
T.O THRUST LIMITED (ON GROUND)
L2 When dispatching in rated N1 mode, apply thrust penalties provided in the MMEL.
L1 ENG 1 N1 MODE.....................................................................................................................ON
ENG 2 N1 MODE.....................................................................................................................ON
MAN THR.........................................................................................................................ADJUST
L2 Refer to PER-THR-N1 N1 MODE THRUST CONTROL, for power management tables.
Note: Recovery of EPR MODE on both engines may be attempted by switching off both ENG
N1 MODE pb-sw.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) EPR MODE FAULT (Cont'd)

STATUS
 On ground, if rated N1 mode is active: INOP SYS
T.O THRUST LIMITED
A/THR
 If degraded N1 MODE is active: CAT 3
ENG 1(2) N1 DEGRADED MODE
CAT 2 ONLY

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) EPR MODE FAULT

L2 EEC has reverted to the N1 MODE. Autothrust control is lost.

L1
 If degraded N1 MODE is active:
L2 Loss of these upper ECAM indications: Max N1, N1 thrust lever, N1 mode, N1 rating limit.
L1 N1 DEGRADED MODE.
ENG 1 N1 MODE ....................................................................................................................ON
ENG 2 N1 MODE ....................................................................................................................ON
L2 N1 mode is confirmed on the affected engine.
The other engine must be reverted to the rated N1 mode to ease thrust setting.
L1 NOT EXCEED N1 LIMIT.
L2 As there is no N1 limit, an overboost can occur at full forward thrust lever position.
L1 MAN THR.........................................................................................................................ADJUST
L2 Align the N1 of the affected engine on the N1 of the other engine. Refer to PER-THR-N1 N1
MODE THRUST CONTROL, for power management tables.
L1
 If rated N1 MODE is active:
T.O THRUST LIMITED (ON GROUND)
L2 When dispatching in rated N1 mode, apply thrust penalties provided in the MMEL.
L1 ENG 1 N1 MODE.....................................................................................................................ON
ENG 2 N1 MODE.....................................................................................................................ON
MAN THR.........................................................................................................................ADJUST
L2 Refer to PER-THR-N1 N1 MODE THRUST CONTROL, for power management tables.
Note: Recovery of EPR MODE on both engines may be attempted by switching off both ENG
N1 MODE pb-sw.

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) EPR MODE FAULT (Cont'd)

STATUS
 On ground, if rated N1 mode is active: INOP SYS
T.O THRUST LIMITED
A/THR
 If degraded N1 MODE is active: CAT 3
ENG 1(2) N1 DEGRADED MODE
CAT 2 ONLY
ENG 1(2) FADEC A(B) FAULT

Ident.: PRO-ABN-70-00012284.0002001 / 25 FEB 14
Applicable to: ALL
L2 Loss of one FADEC channel.

L1
Crew awareness.
ENG 1(2) FADEC ALTERNATOR

Ident.: PRO-ABN-70-00012108.0002001 / 25 FEB 14
Applicable to: ALL
L2 Loss of electrical auto supply of FADEC.

L1
Crew awareness.

FCOM ← G to I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FADEC FAULT

Ident.: PRO-ABN-70-00012285.0009001 / 21 NOV 11
Applicable to: ALL
 On ground:
THR LVR (affected) NOT ABOVE IDLE
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
L2 Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
L1
 IF ABNORMAL:
ENG MASTER (AFFECTED)........................................................................................... OFF
 In flight:
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
L2 Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
L1
 IF ABNORMAL:
THR LEVER (AFFECTED)..............................................................................................IDLE
L12
ENG 1(2) SHUT DOWN

(Refer to PRO-ABN-70 ENG 1(2) SHUT DOWN).

FCOM J 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FADEC OVHT

Ident.: PRO-ABN-70-00012287.0010001 / 21 NOV 11
Applicable to: ALL
 On the ground:
 In flight:
L2 Reducing engine power should decrease temperature in area of ECU.
If overheating is severe enough, EEC failure could result with consequent loss of engine
function.
L1 ENG (AFFECTED) PARAMETERS...................................................................................CHECK
 IF ABN ENG OPERATION:
THR LEVER (AFFECTED)..............................................................................................IDLE
L12
ENG 1(2) SHUT DOWN

(Refer to PRO-ABN 70 ENG 1(2) SHUT DOWN).
ENG 1(2) FADEC PLUG FAULT

Ident.: PRO-ABN-70-00012295.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
L2 Maintenance action is due.

FCOM K to L 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FAIL

Ident.: PRO-ABN-70-00012128.0015001 / 09 APR 14
Applicable to: ALL
L2 An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF and EPR.
Engine damage may be accompanied by:
‐ Loud noise,
‐ Significant increase in aircraft vibrations and/or buffeting,
‐ Repeated or uncontrollable engine stalls,
‐ Associated abnormal indications such as hydraulic fluid loss, or no N2 indication.
L1 LAND ASAP
 Before takeoff or after landing:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
 IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE)......................................................................... PUSH
AGENT 1...................................................................................................................... DISCH
 IF NO DAMAGE:
ENG (AFFECTED) RELIGHT...............................................................................CONSIDER
L2 If no damage, a new start sequence may be initiated.
L12
ENG 1(2) SHUT DOWN

Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70 ENG 1(2) SHUT
DOWN), If damage or if engine relight is unsuccessful.
L1
 In flight:
ENG MODE SEL..................................................................................................................... IGN
L2 Selection of continuous ignition confirms the immediate relight attempt made by the FADEC.
L1 THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
L2 Note: In case of GPWS (EGPWS  ) alerts, reduce speed with care below VLS with flaps
extended (at light weights VMC may be reached before αMax) when applying the
GPWS (EGPWS  ) procedure.

FCOM M→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FAIL (Cont'd)

L1
 IF NO ENG RELIGHT AFTER 30 S:
L2 The 30 s countdown  starts as soon as the ENG 1(2) FAIL alert is triggered.
L1 ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
 IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE)...................................................................PUSH
AGENT 1 (AFTER 10 SECONDS IN FLIGHT)..................................................... DISCH
L12
ENG 1(2) SHUT DOWN

L2 Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70 ENG 1 (2) SHUT
DOWN), if damage or if engine relight is unsuccessful.
If high vibration occurs and continues after engine shutdown, reduce airspeed and
descent to a safe altitude
Attempt to determine and use a practical airspeed and altitude for minimum
vibrations.
L1
 IF NO DAMAGE:
ENG (AFFECTED) RELIGHT........................................................................ CONSIDER
L2 If there is no damage, an engine relight can be considered. To restart the engine,
(Refer to PRO-ABN-70 ENG RELIGHT (In Flight)) apply the ENG RELIGHT (in flight)
procedure.

FCOM ←M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FUEL CTL FAULT

Applicable to: ALL
Ident.: PRO-ABN-70-O-00012163.0004001 / 14 NOV 11
L2
 FMV position disagreement:
Crew awareness.
Fuel Metering Valve position disagreement between the commanded position and the real one.
L1
 Failure of FMV command or FMV position feedback:
ENG 1(2) MIN FUEL FLOW.
L2 FADEC is no longer able to control the fuel flow. It automatically sets a fail safe minimum fuel
flow corresponding to idle or sub-idle fuel flow which may result in an engine shut-down.
L1 THR LEVER (AFFECTED).................................................................................................... IDLE
 In flight:
 IF ENG (affected) NOT AT IDLE:
ENG MASTER (AFFECTED).....................................................................................OFF
 On the ground:
Ident.: PRO-ABN-70-O-00012164.0006001 / 06 JUL 11
STATUS
APPR PROC
REV (AFFECTED)..................................... DO NOT USE

 AFTER TOUCH DOWN:
THR LEVER (AFFECTED)..................................IDLE
ENG MASTER (AFFECTED) ..............................OFF
ENG (affected) MIN FUEL FLOW.

FCOM N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) FUEL FILTER CLOG

Ident.: PRO-ABN-70-00012068.0001001 / 18 AUG 14
Applicable to: ALL
Crew awareness.
L2
ENG 1(2) FUEL HEAT SYS

Ident.: PRO-ABN-70-00012281.0002001 / 12 JAN 11
Applicable to: ALL
FUEL RETURN VALVE OPEN.

FUEL DIVERTER VALVE.
TEMPS SENSORS
L2 Maintenance action is due.
ENG 1(2) FUEL VALVE FAULT

Ident.: PRO-ABN-70-00012102.0004001 / 29 MAR 12
Applicable to: ALL
 Associated engine at or below idle:

FUEL VALVE NOT OPEN.
 On ground:
 IF NO ENG LIGHT UP (fuel valve is failed in the closed position):
 If the EGT does not increase, the warning is confirmed:
MAN START (IF MANUAL START PERFORMED)............................................OFF
ENG MASTER (AFFECTED).............................................................................. OFF
 Associated engine above idle:
 Failure of fuel valve position feedback:
FUEL SWITCH FAULT.
 Failure of fuel valve in open position:
FUEL VALVE NOT CLOSED.
L2 Due to the fuel quantity between the LP valve and nozzles, the engine shuts down after
approximately 2 min and 30 s.

PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) HOT FUEL

Applicable to: ALL
GEN 1(2)....................................................................................................................................... OFF

Ident.: PRO-ABN-70-P-00012174.0002001 / 12 JAN 11
STATUS
CAT 3 SINGLE ONLY. INOP SYS
GEN 1(2)
(1)
MAIN GALLEY
CAT 3 DUAL
(1) (Only if APU GEN not in line)
ENG 1(2) IGN FAULT (IGN A OR B FAULT)

Applicable to: ALL
Crew awareness.
STATUS
INOP SYS
ENG 1(2) IGN A (B)
ENG 1(2) IGN FAULT (IGN A+B FAULT)

Applicable to: ALL
Ident.: PRO-ABN-70-K-00012139.0001001 / 12 JAN 11
AVOID ADVERSE CONDITIONS


FCOM R to T → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) IGN FAULT (IGN A+B FAULT) (Cont'd)

Ident.: PRO-ABN-70-K-00012141.0002001 / 12 JAN 11
STATUS
INOP SYS
ENG 1(2) IGN (If EIU is failed)

ENG 1(2) START (If EIU is
failed)
ENG 1(2) EPR OR N1 OR N2 OR EGT OR FF DISCREPANCY

Ident.: PRO-ABN-70-00012106.0002001 / 18 AUG 14
Applicable to: ALL
L2 Discrepancy between displayed value on ECAM and real value. On ECAM upper display a CHK
message is displayed besides affected indication.
If both thrust levers are at the same position, cross check with the opposite parameter.
L1
Crew awareness.

FCOM ← T to U 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) N1/N2/EGT OVER LIMIT

Ident.: PRO-ABN-70-00012079.0012001 / 14 OCT 14
Applicable to: ALL
 Max pointer indication:

L2 EGT 650 °C or above, or EGT between 610 °C and 650 °C (except during takeoff, alpha floor
protection or reverse selected), or
N1 between 100 % and 109.4 %, or
N2 between 100 % and 105.7 %
L1 THR LEVER (OF AFFECTED ENGINE)................................................................ BELOW LIMIT
L2 Normal operation may be resumed and maintained until next landing.
Report the observed maximum value and time spent above limit in the logbook.
If EGT OVER LIMIT caution persists after the thrust lever is in IDLE position, CONSIDER
ENGINE SHUTDOWN.
If conditions do not permit to shutdown the engine, land ASAP using the minimum required
thrust to ensure the safe flight.
L1
 Max pointer indication:
L2 N1 109.4 % or above, or
N2 105.7 % or above
FADEC automatically reduces the engine power below idle.
Engine shutdown must be performed.
L1 THR LEVER (OF AFFECTED ENGINE)............................................................................... IDLE
ENG MASTER (OF AFFECTED ENGINE)............................................................................ OFF
L12
ENG 1(2) SHUT DOWN

Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).

FCOM V 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) OIL FILTER CLOG

Ident.: PRO-ABN-70-00012078.0001001 / 18 AUG 14
Applicable to: ALL
Crew awareness.
L2
If message appears during cold engine start with low engine oil temp, temporarily run engine at idle
for 5 min. If message disappears, no maintenance is required.
ENG 1(2) OIL HI TEMP

Ident.: PRO-ABN-70-00012076.0002001 / 21 NOV 11
Applicable to: ALL
L2 Oil temp between 155 °C and 165 °C for more than 15 min, or oil temp above 165 °C.
L1 THR LEVER (OF AFFECTED ENGINE)......................................................................................IDLE
ENG MASTER (OF AFFECTED ENGINE)................................................................................... OFF
L2 Operation above the maximum temperature require engine shutdown.
L12
ENG 1 (2) SHUT DOWN

DOWN).

FCOM W to X 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) OIL LO PR

Ident.: PRO-ABN-70-00012075.0002001 / 14 SEP 12
Applicable to: ALL
L2
 If oil pressure is between 60 and 80 PSI:
Only the ECAM amber caution title is displayed.
L1
 IF OIL PR < 60 PSI:
L2 Check oil pressure indication on ENG SD page.
L1 THR LEVER (OF AFFECTED ENGINE)............................................................................... IDLE
ENG MASTER (OF AFFECTED ENGINE)............................................................................ OFF
L12
ENG 1(2) SHUT DOWN

DOWN).
Note: If oil pressure is low (< 60 PSI ) is indicated only on ENG SD page (red
indication) without the ENG OIL LO PR red warning, it can be assumed,
that the oil pressure transducer is faulty. Flight crew may continue engine
operation while monitoring other engine parameters.
ENG 1(2) OIL LO TEMP

Ident.: PRO-ABN-70-00012077.0001001 / 12 JAN 11
Applicable to: ALL
DELAY T.O
L2 The engine should be warmed up until oil temp is at, or above, 50 °C prior to takeoff.
L1
 If temperature is below -10 °C:
AVOID HI POWER
L2 The engine should be warmed up until oil temp is at, or above, -10 °C prior to accelerating the
engine above idle.

FCOM Y to Z 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) ONE TLA FAULT

Ident.: PRO-ABN-70-00012144.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.
ENG 1(2) OVSPD PROT FAULT

Ident.: PRO-ABN-70-00012166.0002001 / 25 FEB 14
Applicable to: ALL
L2 The automatic fuel flow restriction in case of engine N1 or N2 overspeed may not be available.
Fault was detected during last engine shut down.
Some cases of spurious fault detection have been experienced.
The caution can be considered as spurious if it disappears after application of the following
procedure:
‐ Enter a new FLT NBR on INIT page on MCDU (to change the maintenance phase)
‐ Start the affected engine and wait for 4 min at idle
‐ Then switch off the affected ENG GEN and shutdown the engine.
L1
Crew awareness.
ENG 1(2) REV INHIBITED

VN-A611, VN-A612
L2 Reverse is inhibited by maintenance action.

L1
Crew awareness.

FCOM AA to AC → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) REV INHIBITED (Cont'd)

Ident.: PRO-ABN-70-G-00012113.0001001 / 30 MAR 12
STATUS
INOP SYS
REVERSER 1(2)
ENG 1(2) REV ISOL FAULT

Ident.: PRO-ABN-70-00012129.0001001 / 25 FEB 14
Applicable to: ALL
L2 The thrust reverser shut off valve is detected failed open.

L1
Crew awareness.
ENG 1(2) REV PRESSURIZED

Ident.: PRO-ABN-70-00012071.0004001 / 17 MAR 11
Applicable to: ALL
L2 Reverse thrust system is pressurized without reverse deployment order.

L1
 In flight:
THR LEVER 1(2)................................................................................................................... IDLE
L2 If flight conditions permit, reduce the thrust of the affected engine to IDLE as a precautionary
measure.
L1
 On ground:
THR LVR 1(2) NOT ABOVE IDLE
ENG 1(2) REV SWITCH FAULT

Ident.: PRO-ABN-70-00012098.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

FCOM ← AC to AF 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) REVERSE UNLOCKED

Ident.: PRO-ABN-70-00012084.0009001 / 24 SEP 14
Applicable to: ALL
L2 The FADEC may automatically set the engine at idle.

L1
 On ground:
L2 Note: On V2527 or V2530 engines, disregard the warning at landing, if momentarily
displayed during reverser stowing.
L1 ENG 1(2) AT IDLE
L2 Only displayed, if engine is automatically set at idle.
L1 THR LEVER (AFFECTED ENGINE IF IDLE NOT AUTOMATICALLY SELECTED)............. IDLE
 In flight:
LAND ASAP
ENG 1(2) AT IDLE
L2 Only displayed, if the engine is automatically set at idle.
L1 THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
MAX SPEED...................................................................................................................... 300/.78
 IF BUFFET:
L2 The warning alone, without buffet or vibration, may be a false warning.
L1 MAX SPEED .............................................................................................................. 240 KT
ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
 If reverser is actually deployed:
RUD TRIM .....................................................................................................FULL R (L)
CONTROL HDG WITH ROLL
L12
ENG 1(2) SHUT DOWN

DOWN).

FCOM AG 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) REVERSER FAULT

Applicable to: ALL
 If reverser position fault with reverser pressurized:

LAND ASAP
ENG 1(2) AT IDLE
THR LEVER 1(2)................................................................................................................... IDLE
STATUS
INOP SYS
REVERSER 1(2)
ENG 1(2) SENSOR FAULT

Applicable to: ALL
L2 N1 or N2 or fuel metering valve position disagree between both EEC channels or Loss of N1 or N2
sensors.
L1 AVOID RAPID THR CHANGES
 On ground:
STATUS
AVOID RAPID THR CHANGES.

FCOM AH to AI 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) SHUT DOWN

Applicable to: ALL
Ident.: PRO-ABN-70-I-00012130.0010001 / 01 APR 11
L2 This alert triggers when ENG 1(2) is shut down

L1 LAND ASAP
 If wing Anti-ice ON:
 If Elec Emer Config:
PACK 1.............................................................................................................................OFF
L2 In Emer Elec, only Pack 1 pb-sw can be controlled off.
L1
 If not Elec Emer Config:
PACK (AFFECTED SIDE) .............................................................................................. OFF
L2 One pack must be closed when wing anti-ice is in use due to precooler performance.
L1 X BLEED (IF ENG FIRE PB NOT PUSHED)......................................................................OPEN
L2 X BLEED pb-sw must be opened to have symmetrical wing anti-icing.
L1 ENG MODE SEL............................................................................................................................IGN
L2 Continuous ignition is selected, in order to protect the remaining engine.
L1
 IF NO FUEL LEAK:
IMBALANCE..................................................................................................................MONITOR
TCAS MODE SEL  ....................................................................................................................TA
 If REV unlocked:
 IF BUFFET:
MAX SPEED .............................................................................................................. 240 KT
 If ENG FIRE pb-sw pushed:
XBLEED ............................................................................................................................. SHUT
WING ANTI ICE......................................................................................................................OFF
SECONDARY FAILURES
* HYD
* ELEC
* AIR BLEED

FCOM AJ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) SHUT DOWN (Cont'd)

L2
Note: In some conditions, with full asymmetric power, the aircraft may be control-limited before
reaching the protection system limit. Therefore, in extreme conditions, where low speed
may be advantageous (GPWS, WINDSHEAR, etc.), reduce speed with care below VLS
and respect the minimum control speed.

FCOM ← AJ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
 If ENG 1(2) FIRE pb-sw pushed: INOP SYS
CAT 3 DUAL
 IF SEVERE ICE ACCRETION ENG 1(2) BLEED
MIN SPD..................................... VLS+10/G DOT PACK 1(2)
MAIN GALLEY
MANEUVER WITH CARE
GEN 1(2)
LDG DIST PROC......................................APPLY G ENG 1 PUMP or
 If REV unlocked: Y ENG 2 PUMP
(1)
MAX SPEED................................................. 300/0.78 WING A. ICE
AFT CRG HEAT 
APPR PROC
 4 doors not stowed (CFM) or reverser deployed

(IAE/PW):
 IF BUFFET:
FOR LDG.........................................USE FLAP 1
This line is replaced by "FOR LDG : USE FLAP
1" when CONF 1 is selected, as a reminder.
APPR SPD....................................VREF + 55 KT
RUD TRIM.........................................5 DEG R(L)
When committed to land, set 5 ° rudder trim
towards live engine.
A/THR............................................................ OFF
GPWS FLAP MODE..................................... OFF
 WHEN LDG ASSURED:
L/G.............................................................DOWN
 AT 800 FT AGL:
TARGET SPD...............................VREF + 40 KT
LDG DIST PROC......................................APPLY

PROCEDURES
FCOM A321
OPERATING MANUAL

 1, 2, or 3 doors not stowed (CFM), or reverse
detected unlocked (IAE/PW):
 IF BUFFET:
FOR LDG.........................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP
3" when CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3....................................... ON
APPR SPD....................................VREF + 10 KT
LDG DIST PROC......................................APPLY
 If WING A/ICE off and ENG 1(2) FIRE pb-sw not
pressed:
X BLEED.................................................... OPEN
If no obstacle constraint exists, open the
XBLEED, and decrease the single engine
gross ceiling by1 200 ft (Refer to QRH/PER-E
Ceilings).
ECON FLOW......................................................... ON
AFT CRG HOT AIR  .................................... OFF
The ECON FLOW must be selected ON, and the
aft cargo heat  must be selected OFF, due to
 IF NO ENG 1(2) DAMAGE:
CONSIDER ENG 1 (2) RELIGHT
CAT 3 SINGLE ONLY

ONE PACK ONLY IF WAI ON
(2)
See
(1) (if affected ENG FIRE pb-sw pushed)
(2)
Note: ‐ If available, the APU may be started and the APU GEN used
‐ If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED
rotary selector is set at SHUT.

PROCEDURES
FCOM A321
OPERATING MANUAL

‐ After landing, the Fuel Used value of the engine, shutdown in flight, becomes
incorrect.

FCOM ← AJ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) STALL

VN-A611, VN-A612
L2 A stall may be indicated by varying degrees of abnormal engine noises, accompanied by

flame from the engine exhaust (and possibly from the engine inlet in severe case), fluctuating
performance parameters, sluggish or no throttle response, high EGT and/or a rapid EGT rise when
thrust lever is advanced.
L1
 On the ground:
 In flight:
ENG PARAMETERS (AFFECTED ENGINE)....................................................................CHECK
 IF ABNORMAL:
L12
ENG 1(2) SHUT DOWN

DOWN).
Engine restart at crew discretion.
 Normal:
ENG A. ICE (AFFECTED ENGINE).................................................................................. ON
WING A. ICE......................................................................................................................ON
L2 Operation of engine and wing anti ice will increase the stall margin, but EGT will increase
accordingly.
L1 THR LEVER (AFFECTED ENGINE)......................................................SLOWLY ADVANCE
 If a stall recurs:
THR LEVER (AFFECTED ENGINE)................................................................. REDUCE
L2 Reduce thrust and operate below the stall threshold.

FCOM AK → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) STALL (Cont'd)

L1
 If a stall does not recur:
L2 Continue engine operation.
STATUS
CONSIDER ENG 1(2) RELIGHT

FCOM ← AK 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) STALL

L2 A stall may be indicated by varying degrees of abnormal engine noises, accompanied by

flame from the engine exhaust (and possibly from the engine inlet in severe case), fluctuating
performance parameters, sluggish or no throttle response, high EGT and/or a rapid EGT rise when
thrust lever is advanced.
L1
 On the ground:
 In flight:
ENG PARAMETERS (AFFECTED ENGINE)....................................................................CHECK
 IF ABNORMAL:
L12
ENG 1(2) SHUT DOWN

DOWN).
Engine restart at crew discretion.
 Normal:
ENG A. ICE (AFFECTED ENGINE).................................................................................. ON
WING A. ICE......................................................................................................................ON
L2 Operation of engine and wing anti ice will increase the stall margin, but EGT will increase
accordingly.
L1 THR LEVER (AFFECTED ENGINE)......................................................SLOWLY ADVANCE
 If a stall recurs:
THR LEVER (AFFECTED ENGINE)................................................................. REDUCE
L2 Reduce thrust and operate below the stall threshold.
L1
 If a stall does not recur:
L2 Continue engine operation.

FCOM AK 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START FAULT

Applicable to: ALL
Ident.: PRO-ABN-70-AD-00012100.0006001 / 19 MAY 14
 ENG 1(2) IGNITION FAULT:

L2
The engine does not start within the 20 s (30 s in flight) that follow the ignition start.
L1
 NO N1 ROTATION:
or
STALL
or
EGT OVERLIMIT
or
HUNG START:
 In flight:
L2 Wait 30 s before attempting a new start (to drain the engine).
L1
 On ground (auto start):
L2 If the engine does not start or in case of detected stall, potential EGT overheat or hung
start, the FADEC will immediately shut off fuel and turn off ignition. After any start attempt
that is not successful, a dry crank automatically occurs. At the end of the dry crank
sequence, the start valve is closed. The ECAM displays the following message:
L1 AUTO CRANK IN PROGRESS.
 When dry crank process is completed:
ENG MASTER (AFFECTED).....................................................................................OFF
L2 Setting ENG MASTER to OFF confirms automatic start abort.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual start, or must report the “no start condition” to
maintenance for appropriate action.
Note: With engine above idle, if EGT limit is exceeded ECAM requires to set engine
master lever at OFF.
L1
 On ground (manual start):
MAN START (AFFECTED).............................................................................................. OFF
MODE SEL..................................................................................................................CRANK

FCOM AL → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START FAULT (Cont'd)

MAN START (AFFECTED)................................................................................................ON
L2 Note: ECAM does not display the last two lines of the above procedure.
Dry crank the engine for 30 s. The start valve automatically reopens when N2 is
below 10 %.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual start, or must report the “no start condition” to
maintenance for appropriate action.
L1
 LO START AIR PRESS:
BLEED AIR SUPPLY........................................................................................................ CHECK
 THR LEVER NOT AT IDLE:
THR LEVER........................................................................................................................... IDLE

FCOM ← AL 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START VALVE FAULT

VN-A611, VN-A612
 START VALVE NOT CLOSED

L2 Remove all bleed sources supplying the faulty start valve.
L1 APU BLEED (IF ENG 1 AFFECTED).................................................................................... OFF
X BLEED.............................................................................................................................. SHUT
L2 If opposite engine is supplying, X-BLEED must be closed.
L1
 In flight:
ENG BLEED (AFFECTED SIDE).....................................................................................OFF
 On the ground:
MAN START (IF MAN START PERFORMED)................................................................OFF
ENG MASTER..................................................................................................................OFF
L2 On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
L1
 START VALVE NOT OPEN
 If opposite engine running:
X BLEED....................................................................................................................... OPEN
 If APU AVAIL below FL 200:
APU BLEED....................................................................................................................... ON
 If UNSUCCESSFUL:
ENG MASTER (AFFECTED) (IF AUTO START PERFORMED).....................................OFF
L2 MAN START procedure is useless since in both cases, the start valve is controlled by
FADEC.
On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
L1
 EEC control of start valve failed:
 On the ground:
START VALVE MAN ONLY
L2 Start valve must be manually opened (Refer to PRO-SUP-70 Start Valve Manual
Operation).

FCOM AM → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START VALVE FAULT (Cont'd)

L1
 In flight:
WINDMILL START ONLY.
L2 Windmilling start only is available since EEC cannot control the start valve.
STATUS
ENG 1(2) WINDMILL START ONLY.

FCOM ← AM 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START VALVE FAULT

Ident.: PRO-ABN-70-D-00012089.0002001 / 12 JAN 11
 START VALVE NOT CLOSED

L2 Remove all bleed sources supplying the faulty start valve.
L1 APU BLEED (IF ENG 1 AFFECTED).................................................................................... OFF
X BLEED.............................................................................................................................. SHUT
L2 If opposite engine is supplying, X-BLEED must be closed.
L1
 In flight:
ENG BLEED (AFFECTED SIDE).....................................................................................OFF
 On the ground:
ENG MASTER..................................................................................................................OFF
L2 On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
L1
 START VALVE NOT OPEN
 If opposite engine running:
X BLEED............................................................................................................................ ON
 If APU AVAIL below FL 200:
APU BLEED....................................................................................................................... ON
 If UNSUCCESSFUL:
ENG MASTER (AFFECTED) (IF AUTO START PERFORMED).....................................OFF
L2 MAN START procedure is useless since in both cases, the start valve is controlled by
FADEC.
On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
L1
 EEC control of start valve failed:
 On the ground:
START VALVE MAN ONLY
L2 Start valve must be manually opened (Refer to PRO-SUP-70 Start Valve Manual
Operation).
L1
 In flight:
WINDMILL START ONLY.

FCOM AM → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) START VALVE FAULT (Cont'd)

L2 Windmilling start only is available since EEC cannot control the start valve.
STATUS
ENG 1(2) WINDMILL START ONLY.
ENG 1(2) SYSTEM FAULT

Applicable to: ALL
L2 Failure of internal engine bleed or failure of engine probe heat resulting in EGT increase.
L1
 On ground:
THR LEVER 1(2)................................................................................................................... IDLE
ENG MASTER 1(2).................................................................................................................OFF
 In flight:
RISK OF HI EGT.
L2 Continue normal operation.
ENG 1(2) THR LEVER ABV IDLE

Ident.: PRO-ABN-70-00012306.0002001 / 16 NOV 11
Applicable to: ALL
L2 This alert is triggered associated with the repetitive "RETARD-RETARD" synthetic voice at landing
when:
‐ One thrust lever is above idle while the other thrust lever is in reverse detent,
‐ One thrust lever is above idle while the other thrust lever is at idle.
L1 THR LEVER (AFFECTED ENGINE)............................................................................................IDLE

FCOM ← AM to AO 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) THR LEVER DISAGREE

Applicable to: ALL
L2 Both Thrust Lever Angle (TLA) sensors not in agreement on one engine.
L1 LAND ASAP
 On ground (if both TLA not at TOGA or FLX/MCT or if only one TLA is at TOGA or
FLX/MCT and the other is below IDLE):
ENG (AFFECTED) IDLE POWER ONLY.
L2 In that situation, the FADEC automatically selects IDLE.
L1 THR LEVER (AFFECTED)................................................................................................... IDLE
 During take-off (if both TLA are above IDLE):
ENG (AFFECTED) TO, FLX, OR DRT TO 
L2 If both TLA are above IDLE, the FADEC automatically selects TO, FLX TO, or DRT TO 
thrust until thrust reduction, after which the maximum available thrust is CLB.
L1
 In cruise (with slats retracted):
AVAIL MAX POWER : CLB
L2 In flight, if the failure occurs while the thrust lever is between idle and MCT, and if the slats are
not extended, (or when MN > 0.55, if the onside EIU is failed) the FADEC selects the larger
TLA power limited to CLB.
L1 A/THR (IF ENGAGED) ................................................................................................. KEEP ON
A/THR (IF NOT ENGAGED AND IF SLATS ARE NOT EXTENDED) .................................... ON
L2 With A/THR engaged, thrust is automatically managed between IDLE and higher TLA position.
L1
 In approach (with slats extended):
ENG (AFFECTED) AT IDLE (WHEN SLATS ARE EXTENDED FOR APPROACH)..
L2 If TLA at, or below, MCT and if the slats are extended for approach, (or when MN < 0.47, if the
onside EIU is failed).
L1 THR LEVER (AFFECTED)................................................................................................... IDLE

PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) THR LEVER DISAGREE (Cont'd)

L12
STATUS
 If TLA at, or below, MCT INOP SYS
 WHEN SLATS OUT:
ENG 1(2) THR
(Displayed, if slats not extended), or
 WHEN MN < 0.47:
(Displayed, if the onside EIU is failed)
ENG (AFFECTED) AT IDLE
For any case of thrust lever disagree (TO, FLEX,
or between Idle and MCT), the FADEC will
command idle thrust for the approach when
slats are extended (or when the Mach number
is less than 0.47, if associated EIU is failed). It
is independent of the autothrust condition. The
affected engine’s thrust remains definitively at
idle, even for go-around.
ENG (affected) AVAIL MAX PWR: CLB

ON GND ENG (affected) MAX PWR: IDLE.

FCOM ← AP 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) THR LEVER FAULT

Applicable to: ALL
L2 No validated thrust lever angle for one engine thrust lever.

L1 LAND ASAP
 On the ground:
ENG (AFFECTED) IDLE POWER ONLY.
L2 Idle power is automatically selected by FADEC.
If associated thrust reverser is already deployed, FADEC commands restow.
L1 THR LEVER (AFFECTED).................................................................................................... IDLE
 In flight:
L2
If the selected thrust lever position at the time of fault detection is:
TO or FLEX: FADEC freezes TO or flex TO thrust until slat retraction. At slat retraction it will
select MCT thrust.
Between IDLE and MCT: in manual thrust setting mode, engine rating increases and freezes
at MCT or IDLE with slats extended (or MN < 0.47 if the FADEC no longer receives the slats
position due to EIU failure). It is possible to activate autothrust. If selected, autothrust mode
will manage thrust between idle and MCT.
L1 ENG (AFFECTED) AT IDLE
L2 For any case of thrust lever fault (TO, FLEX or between IDLE and MCT) the FADEC will
command idle thrust for the approach when slats are extended (or when MN < 0.47 if
associated EIU is failed). It is independant of the autothrust condition. Thrust of affected engine
remains definitively at idle even for go around.
L1 THR LEVER (AFFECTED) ................................................................................................... IDLE
L2 When slats are extended or MN < 0.47, if on side EIU is failed.
L1
 A/THR engaged:
A/THR......................................................................................................................KEEP ON
 A/THR not engaged:
ENG (AFFECTED) HI PWR IN MAN THR.
L2 Inhibited when the FADEC commands the affected engine at IDLE
L1
 BEFORE SLATS IN:
A/THR .........................................................................................................................ON

FCOM AQ → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1(2) THR LEVER FAULT (Cont'd)

L2 HI POWER ONLY (if thrust lever angle failed in TO or flex position).
L12
STATUS
 WHEN SLATS OUT: INOP SYS
(Displayed if slats not extended) or, REVERSER 1(2)
ENG 1(2) THR
 WHEN MN < 0.47:
(Displayed if the onside EIU is failed).
ENG 1(2) AT IDLE
ENG COMPRESSOR VANE

Ident.: PRO-ABN-70-00012160.0003001 / 24 FEB 15
Applicable to: ALL
L2 Engine 1 and 2 VBV or VSV motor fault detected on the standby EEC channel.
L1
Crew awareness.

FCOM ← AQ to AR 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE

Applicable to: ALL
L2 This warning inhibits the ELEC EMER CONFIG warning, and provides the flight crew with the
immediate actions to take in the case of a dual engine failure. This procedure then directs the flight
crew to apply the applicable QRH procedure, depending on if there is fuel or not.
When applying the QRH ENG DUAL FAILURE paper procedure:
‐ If one or more engines are recovered, apply the corresponding ECAM procedure instead
‐ If no engines are recovered, continue to apply the QRH ENG DUAL FAILURE paper procedure.
If time permits, clear ECAM alerts, and check the ECAM STATUS page.
L1 LAND ASAP
EMER ELEC PWR (IF EMER GEN NOT IN LINE)...............................................................MAN ON
L2 Pressing EMER ELEC PWR MAN ON pb allows extension of RAT and emergency generator
coupling.
L1 THR LEVERS............................................................................................................................... IDLE
FAC 1.......................................................................................................................... OFF THEN ON

L2 Resetting FAC 1 enables the recovery of characteristics speed displayed on the PFD.
Resetting FAC 1 also enables rudder trim recovery, even if no indication is available.
When the hydraulic power is lost, the right aileron is lost, and is in the upfloat position.
Rudder trim may be used to compensate for this upfloating aileron.
L1
 IF NO FUEL:
OPT SPD.....................................................................................................240 KT/GREEN DOT
L2 If there is no fuel remaining, the optimum speed is the green dot speed.
Initially fly 240 kt then refer to the paper procedure to get the accurate green dot speed.
L1 ENG/NO FUEL PROC........................................................................................................APPLY
L2 Refer to FCOM - QRH ABN 70 ENG DUAL FAILURE - NO FUEL REMAINING.
L1
 IF FUEL REMAINS:
ENG MODE SEL..................................................................................................................... IGN
OPT RELIGHT SPD...........................................................................................................280 KT
L2 If there is fuel remaining, the optimum speed is the optimum relight speed.
Note: In the case of an “ENG DUAL FAILURE” during high power operations (i.e. climb,
cruise), it is mandatory to fly at or above the optimum relight speed in order to prevent
engine core lock.

FCOM AS → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE (Cont'd)

The ECAM provides reference to an envelope speed. In case of speed indication failure
(volcanic ash), pitch attitude for optimum relight is provided in the paper procedure.
L1 ENG/FUEL PROC.............................................................................................................. APPLY
L2 Refer to FCOM - QRH ABN 70 ENG DUAL FAILURE - FUEL REMAINING.

FCOM ← AS → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

L12
STATUS
MAX SPEED ............................................................. 320/0.77
MAX BRK PR.......................................................... 1000 PSI See below
MANEUVER WITH CARE
FUEL GRVTY FEED
APPR PROC

FOR LDG............................................... USE FLAP 3
L/G ...................................................... GRVTY EXTN
(Refer to PRO-ABN-32 L/G GRAVITY EXTENSION).
Being stabilized at VAPP before selecting the
gear down enables the aircraft to be trimmed for
approach.
APPR SPD........................................... VREF +30 KT
Approach speed must be increased, due to the loss
of flaps.
ALTN LAW: PROT LOST

(1)
See
BRK Y ACCU PR ONLY
(2)
See
SLATS SLOW
INOP SYS
G+Y HYD F/CTL PROT STABILIZER


FCOM ← AS → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

R AIL REVERSER 1+2 ADR 2+3
IR 2+3 RA 1+2 SPLR 1+2+4+5
ELAC 2 SEC 2+3 FLAPS
YAW DAMPER A/CALL OUT AP 1+2
A/THR FUEL PUMPS ANTI SKID
N/W. STEER AUTO BRK CAT 2
L/G RETRACT CAB PR 1+2 PACK 1+2
(1)
At landing gear extension, control reverts to direct law in pitch as well as in roll (Refer to
(2)
7 full brake applications are available.

FCOM ← AS 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING

Applicable to: ALL
As long as none of the engines recover, the flight crew must apply this paper procedure when
required by the ECAM ENG DUAL FAILURE procedure. If time permits, clear ECAM alerts, and
check the ECAM STATUS page.
LAND ASAP
OPTIMUM RELIGHT SPD........................................................................................................280 KT
In the case of a speed indication failure (volcanic ash), Pitch attitude for optimum relight speed is:
WEIGHT PITCH (°)
At or below 60 000 kg/132 000 lb -2.5
70 000 kg/154 000 lb -1.5
80 000 kg/176 000 lb -0.5
At 280 kt, the aircraft can fly up to about 2.4 nm per 1 000 ft (with no wind).
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached, or the most appropriate place for a forced
landing/ditching.
VHF1/HF1  /ATC1....................................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.
 IF NO RELIGHT AFTER 30 SEC:
ENG MASTERS...................................................................................................... OFF 30 S/ON
Unassisted start attempts can be repeated until successful, or until APU bleed is available.
CREW OXY MASKS (Above FL 100)......................................................................................ON
Cabin altitude will increase, due to the lack of engine bleed: The EXCESS CAB ALT warning
could be triggered. Depending on the situation, to gain gliding distance, the flight crew may
disregard the ECAM emergency descent requirement, because passengers will be provided
with oxygen for a sufficient period of time.
APU (IF AVAIL)..................................................................................................................START
If the APU is available, it may be started when below FL 250 and the APU BLEED may be used
for engine start below FL 200if speed ≥ 180 kt, or below FL 150 if speed is < 150 kt.

FCOM AT → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)

WING ANTI ICE......................................................................................................................OFF
APU BLEED..............................................................................................................................ON
 IN SEQUENCE:
ENG MASTERS (all non running engines)...................................................................... OFF
After 30 s
ENG MASTERS (one at a time)........................................................................................ON

FCOM ← AT → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

 When APU bleed is available or if engine restart is definitively considered impossible:

OPTIMUM SPEED............................................................................REFER TO TABLE BELOW
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight (1 000 kg) At or below FL 200 FL 300 FL 400
94 251 261 271
92 248 258 268
88 242 252 262
86 239 249 259
84 236 246 256
82 233 243 253
80 230 240 250
78 227 237 247
76 224 234 244
74 221 231 241
72 218 228 238
70 215 225 235
68 212 222 232
66 209 219 229
64 206 216 226
62 203 213 223
60 200 210 220
58 197 207 217
56 194 204 214
54 191 201 211
52 188 198 208
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 700 ft/min.
CABIN AND COCKPIT................................................................................................. PREPARE
‐ Loose equipment secured.
‐ Survival equipments prepared.
‐ Belts and shoulder harnesses locked.
CABIN SIGNS...........................................................................................................................ON

PROCEDURES
FCOM A321
OPERATING MANUAL

COMMERCIAL........................................................................................................................ OFF
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
 WHEN BELOW FL 150:
RAM AIR...................................................................................................................................ON
COMMON ACTIONS FOR THE APPROACH

Note: Final descent slope, when configured (CONF 3; L/G DOWN) will be approximately
1.1 nm per 1 000 ft (with no wind).
BARO......................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).........................................................................OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

IF FORCED LANDING ANTICIPATED

APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 160 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF + 30 kt/160 kt:
Weight (1 000 kg) 52 56 60 64 68 72 76 80 84 88 92 94
VAPP 160 160 160 160 163 167 171 174 178 181 185 187
 At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3 ; L/G DOWN):
 When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard “USE MAN PITCH TRIM” on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
 When L/G downlocked
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 215 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR........................................................................................................ 1 000 PSI
AT 2 000 FT AGL
CABIN.................................................................................................... NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER

PROCEDURES
FCOM A321
OPERATING MANUAL

AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
APU MASTER SW................................................................................................................ OFF
BRAKES ON ACCU ONLY
AFTER LANDING
 When the aircraft has stopped:
PARKING BRK................................................................................................................. ON
ATC........................................................................................................................... NOTIFY
FIRE pushbutton (ENG and APU)............................................................................... PUSH
AGENTS (ENG and APU).......................................................................................... DISCH
Engine Agent 2 is not available.
EVACUATION................................................................................................... INITIATE
ELT  ............................................................................................CHECK EMITTING
If not, switch on the transmitter.
CABIN CREW and PASSENGERS (PA)........................................................... NOTIFY

PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-70-X-00012313.0088001 / 27 JAN 12
IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
MIN APPR SPEED........................................................................................................... 160 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +30 kt/160 kt:
Weight (1 000 kg) 52 56 60 64 68 72 76 80 84 88 92 94
VAPP 160 160 160 160 163 167 171 174 178 181 185 187
 At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °.
Minimize aircraft vertical speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
APU MASTER SW................................................................................................................ OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
FIRE pushbutton (ENG and APU)......................................................................................PUSH
AGENT (ENG and APU)................................................................................................... DISCH

PROCEDURES
FCOM A321
OPERATING MANUAL

EVACUATION................................................................................................................ INITIATE
ELT  .........................................................................................................CHECK EMITTING

FCOM ← AT 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING

Applicable to: ALL
Ident.: PRO-ABN-70-Y-00012602.0133001 / 18 DEC 12
The flight crew must apply this paper procedure when required by the ENG DUAL FAILURE
procedure. If time permits, clear ECAM alerts, and check the ECAM STATUS page.
OPTIMUM SPEED............................................................................................. 240 KT/GREEN DOT
Initially, fly 240 kt, because the PFD may not display the correct green dot speed. Then fly the
green dot speed according to the following table:
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight At or below
FL 300 FL 400
(1000 kg) FL 200
80 230 240 250
78 227 237 247
76 224 234 244
74 221 231 241
72 218 228 238
70 215 225 235
68 212 222 232
66 209 219 229
64 206 216 226
62 203 213 223
60 200 210 220
58 197 207 217
56 194 204 214
54 191 201 211
52 188 198 208
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 700 ft/min.
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached or the most appropriate place for a forced
landing/ditching.
VHF1  /HF1  /ATC1............................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.

FCOM AU → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING (Cont'd)

CREW OXY MASKS (Above FL 100)............................................................................................ ON
Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT warning could
be triggered. Depending on the situation, to gain gliding distance, the flight crew may disregard the
ECAM emergency descent requirement, because passengers will be provided with oxygen for a
sufficient period of time.
CABIN AND COCKPIT........................................................................................................PREPARE
‐ Survival equipments prepared.
SIGNS..............................................................................................................................................ON
COMMERCIAL...............................................................................................................................OFF
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
 WHEN BELOW FL 150:
RAM AIR...................................................................................................................................ON
Switch ON the RAM AIR to ensure complete depressurization.
COMMON ACTIONS FOR THE APPROACH

APPROACH PREPARATION
Note: Final descent slope, when configured (CONF 3/L/G DOWN), will be approximately
1.1 nm per 1 000 ft (with no wind).
BARO..................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).....................................................................OFF

FCOM ← AU → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

Ident.: PRO-ABN-70-Y-00012318.0081001 / 22 MAY 12
IF FORCED LANDING ANTICIPATED

APPROACH
FOR LDG.................................................................................................................USE FLAP 3
MIN APPR SPEED........................................................................................................... 160 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +30 kt/160 kt
Weight (1000 kg) 52 56 60 64 68 72 76 80 84 88 92 94
VAPP 160 160 160 160 163 167 171 174 178 181 185 187
 At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3; L/G DOWN):
 When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard “USE MAN PITCH TRIM” on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
 When L/G downlocked:
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 215 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR..........................................................................................................1000 PSI
AT 2 000 FT AGL
CABIN.................................................................................................... NOTIFY FOR LANDING
AT 500 FT AGL

PROCEDURES
FCOM A321
OPERATING MANUAL

AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
BRAKES ON ACCU ONLY
AFTER LANDING
PARKING BRK................................................................................................................. ON
ATC........................................................................................................................... NOTIFY
ELT  ............................................................................................CHECK EMITTING
If not, switch on the transmitter

PROCEDURES
FCOM A321
OPERATING MANUAL

IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
MIN APPR SPEED........................................................................................................... 160 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +30 kt/160 kt:
Weight (1 000 kg) 52 56 60 64 68 72 76 80 84 88 92 94
VAPP 160 160 160 160 163 167 171 174 178 181 185 187
 At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °.
Minimize aircraft vertical speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
EVACUATION................................................................................................................ INITIATE
ELT  .........................................................................................................CHECK EMITTING

FCOM ← AU 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
Ident.: PRO-ABN-70-00012594.0002001 / 05 AUG 14
Impacted by TDU: 00013479 ENG RELIGHT (In Flight)
No attempt should be made to restart an engine, if there are indications of engine damage, if the
engine had been shut down because of an engine fire, or if there is a recognizable possibility that
an attempted relight may result in fire.
MAX ALTITUDE................................................................................................................. See below
ENG MASTER (affected).............................................................................................................. OFF
THR LEVER (affected)......................................................................................................Check IDLE
ENG MODE SEL............................................................................................................................IGN
X BLEED.................................................................................................................................... OPEN
If outside the windmilling start envelope, the FADEC will open the starter valve.
WING A. ICE (for starter assist)................................................................................................... OFF
ENG MASTER (affected)................................................................................................................ ON
Be aware that, unlike the procedure for auto start on ground, the crew must take appropriate action
in case of an abnormal start.
Engine light-up should be achieved within 30 s after the fuel flow increases.
Monitor N2. If uncertain about successful relight, move the thrust lever forward and check engine
response.
 When idle is reached:
ENG MODE SEL.................................................................................................................NORM
TCAS MODE SEL  ........................................................................................... check TA/RA
Check that the selector is at TA/RA since, if the ENG SHUT DOWN procedure (Refer to
PRO-ABN-70 ENG 1(2) SHUT DOWN) has been applied, the TCAS mode selector may have
been set to the TA position.
Affected SYS................................................................................................................ RESTORE
Restore affected systems, and set the X BLEED rotary selector to AUTO.
 If no relight:
ENG MASTER........................................................................................................................ OFF
Wait 30 s before attempting a new start (to drain the engine).

FCOM AV → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG RELIGHT (Cont'd)

(IN FLIGHT)
IN FLIGHT ENGINE RELIGHT ENVELOPE

FCOM ← AV → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
Ident.: PRO-ABN-70-00012594.0014001 / 05 AUG 14
Impacted by TDU: 00013479 ENG RELIGHT (In Flight)
MAX ALTITUDE................................................................................................................. See below
ENG MODE SEL............................................................................................................................IGN
X BLEED.................................................................................................................................... OPEN
response.
 When idle is reached (AVAIL indication pulses in green):
ENG MODE SEL.................................................................................................................NORM
 If no relight:
ENG MASTER........................................................................................................................ OFF

FCOM ← AV → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(IN FLIGHT)

FCOM ← AV 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
Ident.: TDU / PRO-ABN-70-00013479.0001001 / 05 AUG 14
MAX ALTITUDE.................................................................................................................. See below
ENG MODE SEL............................................................................................................................IGN
X BLEED.................................................................................................................................... OPEN
response.
 When idle is reached:
ENG MODE SEL.................................................................................................................NORM
 If no relight:
ENG MASTER........................................................................................................................ OFF

FCOM AW → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(IN FLIGHT)

FCOM ← AW → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
Ident.: TDU / PRO-ABN-70-00013479.0002001 / 05 AUG 14
MAX ALTITUDE.................................................................................................................. See below
ENG MODE SEL............................................................................................................................IGN
X BLEED.................................................................................................................................... OPEN
response.
 When idle is reached (AVAIL indication pulses in green):
ENG MODE SEL.................................................................................................................NORM
 If no relight:
ENG MASTER........................................................................................................................ OFF

FCOM ← AW → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

(IN FLIGHT)

FCOM ← AW 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG REV SET

Ident.: PRO-ABN-70-00012080.0001001 / 18 MAR 11
Applicable to: ALL
L2 Reverse thrust has been selected in flight.

L1 THR LEVER (AFFECTED ENGINE)................................................................................... FWD THR
ENG TAILPIPE FIRE

Ident.: PRO-ABN-70-00012293.0001001 / 18 MAR 11
Applicable to: ALL
Internal engine fire may be encountered during engine start or engine shutdown.
It may be seen by the ground crew, or the EGT may fail to decrease after the MASTER switch is
turned OFF.
CAUTION External fire agents can cause severe corrosive damage and should, therefore,
only be considered after having applied the following procedure:
ENG MASTER (affected) ............................................................................................................. OFF
Note: Do not press the engine fire pushbutton, since this would cut off the FADEC power supply,
which would prevent motoring sequence.
MAN START (if manual start performed)..................................................................................... OFF
AIR BLEED PRESS ........................................................................................................ ESTABLISH
Select the APU, or opposite BLEED, to motor the engine.
If APU BLEED is not available, and the opposite engine is shut down, connect external pneumatic
power (if readily available).
BEACON ........................................................................................................................................ ON
ENG MODE SEL.................................................................................................................... CRANK
MAN START....................................................................................................................................ON
The start valve automatically reopens, when N2 is below 10 %.
 When burning has stopped:
MAN START ..........................................................................................................................OFF
ENG MODE SEL ............................................................................................................... NORM

FCOM AX to AY 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG THR LEVERS NOT SET

Ident.: PRO-ABN-70-00012307.0005001 / 04 MAY 12
Applicable to: ALL
L2 At least one FADEC engaged a takeoff thrust mode that is not in accordance with the position of
the thrust levers.
L1 Note: 1. The takeoff thrust mode is engaged when the flight crew sets the thrust levers above
the CL position.
2. The flex takeoff thrust mode is armed only if the flight crew entered a FLEX TO TEMP
on the MCDU that is above the OAT.
 If the flex mode is not armed, and the flight crew sets the thrust levers below or at the
MCT/FLX position:
THR LEVERS..................................................................................................................... TO/GA
 If the flex mode is armed, and the flight crew sets the thrust levers below the MCT/FLX
position:
THR LEVERS ............................................................................................................... MCT/FLX
ENG THRUST LOCKED

Ident.: PRO-ABN-70-00012289.0004001 / 17 AUG 10
Applicable to: ALL
L2 The thrust is frozen on one or more engine after a failure or an involuntary autothrust
disconnections.
This caution is automatically repeated every 5 s until thrust levers are moved.
L1 THR LEVERS.............................................................................................................................MOVE
ENG TYPE DISAGREE

Ident.: PRO-ABN-70-00012288.0001001 / 25 FEB 14
Applicable to: ALL
L2 This caution is triggered when a rating discrepancy is detected between two engines.
L1
Crew awareness.

FCOM AZ to BB 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ENG VIB SYS FAULT

Ident.: PRO-ABN-70-00012074.0001001 / 25 FEB 14
Applicable to: ALL
Crew awareness.

FCOM BC 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HIGH ENGINE VIBRATION

Ident.: PRO-ABN-70-00012294.0001001 / 21 JUL 14
Applicable to: ALL
 High N2 vibrations during engine start on ground:

Engine start should be aborted (if vibration indication are available) when N2 vibration level
exceeds the 6.5 units advisory threshold. The subsequent start is to be initiated after the engine
has completely spooled down. This procedure may be repeated a maximum of three times.
Report in log book any N2 vibration advisory condition.
 High N1 or N2 vibrations in operation:
The VIB advisory on ECAM (N1 ≥ 5 units, N2 ≥ 5 units) is mainly a guideline for the flight crew
to monitor engine parameters more closely.
The ECAM vibration advisory alone does not require engine shut down.
Note: 1. High engine vibration may be accompanied by cockpit and cabin smoke and/or
the smell of burning. This may be due only to compressor blade tip contact with
associated abradable seals.
2. High N1 vibration are generally accompanied by perceivable airframe vibrations.
High N2 vibration can occur without perceivable airframe vibrations.
ENG PARAMETERS ........................................................................................................CHECK
Check engine parameters and especially EGT; crosscheck with other engine. Report in
maintenance log.
 If icing is suspected:
An increase of engine vibration in icing conditions with or without engine anti-ice may be due
to fan blades and/or spinner icing. Icing may be suspected if N1 vibration occurs without other
engine parameters variation.
A/THR .................................................................................................................................... OFF
ENGINE ANTI ICE............................................................................................................ CHECK
If ENG ANTI ICE is off, switch it ON at idle fan speed, one engine after the other with
approximately 30 s interval.
THRUST (one engine at a time)............................................................. IDLE THEN INCREASE
Reduce thrust to idle if flight conditions permit.
To shed ice, it may be necessary to perform several thrust variations between idle and a thrust
compatible with the flight phase. If VIB are still above the advisory at idle, set thrust temporarily
to 90% N1 if flight conditions permit.

FCOM BD → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
HIGH ENGINE VIBRATION (Cont'd)

After each thrust variation, vibrations should decrease, indicating the progress of the ice
shedding.
When the ice is shed, vibrations should return to normal and the flight crew can resume normal
engine operation.
 If icing is not suspected:
 If above vibration advisory:
THRUST (affected engine).......................................................................................REDUCE
If flight conditions permit, reduce thrust to maintain vibration level below the advisory
threshold. If the VIB indication does not decrease following thrust reduction, this may
indicate other problems on the engine.
Note: If possible, shut down the engine after landing for taxiing, if vibrations above the advisory
threshold are, or have been experienced.

FCOM ← BD 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD
Ident.: PRO-ABN-80-00012095.0002001 / 26 OCT 12
Applicable to: ALL
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.

If it is not possible to land and evacuate the aircraft within 30 min, apply the following procedures:
COCKPIT PROCEDURES
BACKGROUND
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed the
value at which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with
approximately 1 PSI differential pressure, to help the blast go outwards. 1 PSI differential
pressure corresponds to a 2 500 ft difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
PROCEDURE
The following procedure assumes that it is initiated during climb or cruise:
First, maintain the cabin altitude.
While maintaining the cabin altitude, descend the aircraft to the cabin altitude + 2 500 ft and
maintain delta P at 1 PSI.
During further steps of descent, maintain delta P at 1 PSI.
For landing, reduce the differential pressure to zero, until the final approach.
If flight conditions are different, the crew should adapt the procedure, bearing in mind the
above-mentioned principles (background paragraph).

FCOM A→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
BOMB ON BOARD (Cont'd)

AIRCRAFT (if climbing).............................................................................................LEVEL OFF
CABIN PRESS MODE SEL..................................................................................................MAN
The purpose is to immediately prevent the cabin altitude from increasing, in order to avoid the
activation of an altitude-sensitive bomb.
CAB ALT......................................................................................................................MAINTAIN
Use MAN V/S CTL selector to maintain the cabin altitude at the value it had when the bomb
was discovered.
CABIN CREW..................................................................................................................NOTIFY
ATC/COMPANY OPERATIONS......................................................................................NOTIFY
To obtain expert advice from explosive specialists.
FUEL RESERVES................................................................................................... DETERMINE
Keep in mind that when flying at cabin altitude + 2 500 ft, fuel consumption in CONF 1, with
landing gear down, will be about 2.1 times that consumed in clean configuration.
NEXT SUITABLE AIRPORT....................................................................................DETERMINE
FCU SPEED SELECTION KNOB................................................................... PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel
consumption and the fact that low speed could reduce the consequences of possible structural
damage, if the bomb explodes.
DESCENT TO CAB ALT + 2500 FT or MEA or minimum obstacle clearance altitude.................
........................................................................................................................................INITIATE
Descending to 2 500 ft above the cabin altitude gives a cabin differential pressure of
approximately 1 PSI, which helps to ensure that the blast goes outwards, if the bomb
explodes.
AVOID SHARP MANEUVERS
Which might result in the bomb moving.
CAB ALT......................................................................................................................MAINTAIN
Use MAN V/S CTL selector to maintain the cabin altitude. Initially brief UP input should be
required; but, be careful not to increase the cabin altitude.
 When at CAB ALT + 2 500 ft:
1 PSI DELTA P.....................................................................................................MAINTAIN
Use MAN V/S CTL selector to adjust delta P to 1 PSI. Brief DN input should be initially
required to set 0 ft/min cabin vertical speed.
GALLEY...........................................................................................................................OFF

PROCEDURES
FCOM A321
OPERATING MANUAL

 When the bomb is secured at the LRBL or cannot be moved:
EMER EXIT LT.......................................................................................................... ON
To recover minimum cabin lighting when the COMMERCIAL pb-sw will be switched
OFF
COMMERCIAL..........................................................................................................OFF
FLAPS (fuel permitting).......................................................................... AT LEAST CONF 1
For landing, use normal configuration.
LANDING GEAR (fuel permitting, except for flight over water).................................. DOWN
The detonation could damage the landing systems. Therefore, if fuel permits, configure
the aircraft for landing as soon as possible. Reducing the speed will minimize stress on the
aircraft structure.
 For any other steps of descent:
1 PSI DELTA P.....................................................................................................MAINTAIN
Use MAN V/S CTL selector to DN to adjust delta P to 1 PSI.
 During approach:
CABIN PRESS MODE SEL......................................................................................... AUTO
This allows CPC to automatically control the cabin altitude to 0 during final approach.
 When the aircraft is on ground and stopped in a remote area (if possible):
Avoid exiting on the same side as the bomb and near the bomb.
CABIN PROCEDURES
If a suspect device is found in the cabin:
WARNING Do not cut or disconnect any wires and do not open or attempt to gain entry to
internal components of a closed or concealed suspect device. Any attempt may
result in an explosion. Booby-trapped closed devices have been used on aircraft
in the past.

PROCEDURES
FCOM A321
OPERATING MANUAL
WARNING Alternate locations must not be used without consulting with an aviation
explosives security specialist. Never take a suspect device to the flight deck.
CAUTION The least risk bomb location for the aircraft structure and systems is center of
the RH aft cabin door.
EOD PERSONNEL ON BOARD..........................................................................................CHECK
Announce “Is there any EOD personnel on board ?”. By using the initials, only persons familiar
with EOD (Explosive Ordnance Disposal) will be made aware of the problem.
DO NOT OPEN THE BOMB
DO NOT CUT BOMB’S WIRES
SECURE BOMB AGAINST SLIPPING
PROTECT BOMB AGAINST SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift ignition device.
PASSENGERS.................................................................................... LEAD AWAY FROM BOMB
Move passengers at least 4 seat rows away from the bomb location. On full flights, it may be
necessary to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets.
All passengers must remain seated with seatbelts on and, if possible, head below the top of the
head rest. Seat backs and tray tables should be in their full upright position.
Service items may need to be collected in order to secure tray tables.
PORTABLE ELECTRONIC DEVICES....................................................................... SWITCH OFF
The cabin crews must command passengers to switch off all portable electronic devices.
BOMB............................................................................................CHECK NO ANTI-LIFT DEVICE
To check for an anti-lift switch or lever, slide a string or stiff card, (such as the emergency
information card) under the bomb, without disturbing the bomb.
If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift switch or
lever is present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move together
with the bomb.
If it is not possible to move the bomb, then it should be surrounded with a single thin sheet of
plastic (e. g. trash bag), then with wetted materials, and other blast attenuation materials such as
seat cushions and soft carry-on baggage. Move personnel as far away from the bomb location as
possible.
EMERGENCY EQUIPMENT........................................................................ REMOVE AND STOW

PROCEDURES
FCOM A321
OPERATING MANUAL

Emergency equipment (PBE, fire extinguisher, ...) located close to the LRBL must be removed
and stowed in alternate location.
GALLEY/IFE POWER................................................................................................................OFF
All galley and IFE equipment located close to the LRBL must be switched off.
 If the bomb can be moved:
RH AFT CABIN DOOR SLIDE.................................................................................... DISARM
LEAST RISK BOMB LOCATION (LRBL)................................................................. PREPARE
Build up a platform of solid baggage against the door up to about 25 cm (10 in) below the
middle of the door.
On top of this, build up at least 25 cm (10 in) of wetted material such as blankets and pillows.
Place a single thin sheet of plastic (e. g. trash bag) on top of the wetted materials. This
prevents any possible short circuit.
CAUTION DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE
COULD GET WET AND POSSIBLY SHORT CIRCUIT ELECTRONIC
COMPONENTS CAUSING INADVERTENT DEVICE ACTIVATION.
BOMB INDICATION LINE.........................................................................................POSITION
Note: A bomb location indicator line is a 6 to 8 ft (1.8 to 2.4 m) (e.g. neckties, headset
cord, or belts connected together) preferably of constrating color, that helps the
responding bomb squad find the precise location of the suspect device within the
LRBL stack once constructed.
Position the bomb indication line from the location on the platform where you will place the
suspect device, EXTENDING outward into the aisle.
BOMB..............................................................................................................MOVE TO LRBL
Carefully carry in the attitude found and place on top of the wetted materials in the same
attitude and as close to the door structure as possible.
CAUTION Ensure that the suspect device, when placed on the stack against the door,
is above the slide pack but not against the door handle, and if possible,
avoid placement in the view port.
LEAST RISK BOMB LOCATION (LRBL)...............................................................COMPLETE
Place an additional single thin sheet of plastic over the bomb.

PROCEDURES
FCOM A321
OPERATING MANUAL
CAUTION DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE

COULD GET WET AND POSSIBLY SHORT CIRCUIT ELECTRONIC
COMPONENTS CAUSING INADVERTENT DEVICE ACTIVATION.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE
AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force is
directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand
luggage (saturated with water or any other nonflammable liquid) up to the cabin ceiling,
compressing as much as possible. Secure the LRBL stack in place using belt, ties or other
appropriate materials. The more material stacked around the bomb, the less the damage will
be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY
INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME
DANGEROUS PROJECTILES.
LRBL STACK
PASSENGERS.................................................................................................. MOVE/ADVISE

PROCEDURES
FCOM A321
OPERATING MANUAL

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

Ident.: PRO-ABN-80-00012099.0001001 / 25 APR 12
Applicable to: ALL
Affected WINDOW/WINDSHIELD ANTI-ICE C/B........................................................................PULL

Pull the circuit breaker of the affected window/windshield heating system, in case of:
‐ Electrical arcing of the cockpit windshield/window, or
‐ Burning smell or smoke identified as coming from the bottom right corner of CAPT windshield or
bottom left corner of the F/O windshield.
On the rear C/B panel:
• ANTI-ICE L WSHLD AF10 C/B (123VU). ANTI-ICE/WINDOWS L X14 C/B (122VU),
• ANTI-ICE R WSHLD AF03 C/B (123VU). ANTI-ICE/WINDOWS R W14 C/B (122VU).

FCOM ← A to B 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
COCKPIT WINDSHIELD/WINDOW CRACKED

Ident.: PRO-ABN-80-00012097.0001001 / 15 OCT 12
Applicable to: ALL
DIAGNOSIS OF INNER PLY............................................................................................. PERFORM

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

CAB PRESS MODE SEL.............................................................................................. AUTO
Note: If visibility is insufficient for approach due to windshield/window damage, consider
AUTOLAND. If AUTOLAND is not available, consider opening the sliding window
(maximum speed 200 kt) on the PF’s side, after cabin depressurization. To manually
depressurize the cabin:
CAB PRESS MODE SEL.............................................................................................. MAN
MAN V/S CTL.........................................................................................................FULL UP

FCOM C 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
DITCHING
Ident.: PRO-ABN-80-00012087.0037001 / 27 JAN 15
Applicable to: ALL
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70 ENG DUAL FAILURE - FUEL REMAINING - DITCHING or Refer to QRH/ABN-70
ENG DUAL FAILURE - NO FUEL REMAINING - DITCHING, which has been amended to include
the ditching procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700 or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
CABIN AND COCKPIT....................................................................................................PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
‐ Loose equipment secured
‐ Survival equipment prepared
‐ Belts and shoulder harnesses locked
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Pressing OFF the SYS pb and TERR pb avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV.....................................................................................................................SELECT 00
BARO......................................................................................................................................... SET
Omit normal approach and landing check list.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
 When conditions permit:
ELT........................................................................................................................................ON
APPROACH
L/G lever...................................................................................................................................... UP
SLATS and FLAPS....................................................................................................... MAX AVAIL

FCOM D→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
DITCHING (Cont'd)
AT 2 000 FT AGL
CAB PRESS MODE SEL......................................................................................... CHECK AUTO
The outflow valve would remain open, if the MODE SEL pb were not at AUTO.
BLEED (ENGs and APU)..........................................................................................................OFF
CABIN...................................................................................................... NOTIFY FOR DITCHING
DITCHING pushbutton................................................................................................................ ON
The outflow valve, emergency ram air inlet, avionics ventilation inlet and extract valves, and pack
flow control valves close.
The ditching direction mainly depends on the wind direction, and on the state of the sea.
These factors may be considered as follows:
1. Wind direction:
This may be determined by observing of the waves, which move and break downwind. Spray
from the wave tops is also a reliable indicator.
2. Wind speed:
The following guidelines can be used to evaluate wind speed:
A few white crests : 8-17 kt
Many white crests : 17-26 kt
Streaks of foam along the water : 23-35 kt
Spray from the waves : 35-43 kt
3. Sea state:
This is best determined from a height of 500 to 1 000 ft.
At a lower altitude, the swell direction may be less obvious than the wave direction, even
though the waves are much smaller.
4. When there is no swell, align into the wind. In the presence of swell, and provided that drift
does not exceed 10 °, ditch parallel to the swell and as nearly into wind as possible. If drift
exceeds 10 °, ditch into the wind. The presence of drift on touchdown is not dangerous, but
every effort should be made to minimize roll.
Touch down with approximately 11 ° of pitch, and minimum aircraft vertical speed.
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS........................................................................................................................ OFF
APU MASTER SW.................................................................................................................... OFF

PROCEDURES
FCOM A321
OPERATING MANUAL
DITCHING (Cont'd)
AFTER DITCHING
ATC (VHF 1)........................................................................................................................NOTIFY
With engine and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU)..........................................................................................PUSH
AGENTS (ENG and APU).....................................................................................................DISCH
EVACUATION.................................................................................................................... INITIATE
ELT.................................................................................................................... CHECK EMITTING
After impact the lowest point of the passenger exits (aft door) remains above the waterline for
more than 7 min.

FCOM ←D 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ECAM ADVISORY CONDITIONS

SYSTEM CONDITIONS RECOMMENDED ACTION

CAB VERTICAL SPEED CPC changeover is recommended:

V/S > 1 800 ft/min MODE SEL: MAN
Wait 10 s then:
MODE SEL: AUTO
CAB ALTITUDE MODE SEL: MAN
CAB PRESS
altitude ≥ 8 800 ft Manual pressure control
CAB DIFF PRESS LDG ELEV: ADJUST
ΔP ≥ 1.5 PSI in phase 7 If unsuccessful:
MODE SEL: MAN
IDG OIL TEMP ≥ 147 °C Reduce IDG load if possible (GALLEY or GEN OFF).
If required, restore when temperature has dropped.
ELEC
Restrict use of generator to short time, if temperature rises
again excessively.
Difference between wing fuel quantities FUEL MANAGEMENT: CHECK

greater than 1 500 kg (3 307 lb) If a fuel leak is suspected, Refer to PRO-ABN-28 FUEL
LEAK.
For limitations, Refer to ARC-28 Maximum Allowed Wing
FUEL Fuel Imbalance
Fuel temp greater than 45 °C in wing tank GALLEY: OFF
Fuel temp lower than -40 °C in wing tank Consider descending to a lower altitude and/or increasing
Mach to increase TAT.
Ident.: PRO-ABN-80-A-00012119.0001001 / 28 OCT 14
OXY If mask is not being used, check if it is correctly stowed,

OXY
Amber when pressure is < 400 PSI. Refer to DSC-35-20-10 Mask Stowage.
EGT > EGT MAX -33 °C (inhibited during

APU start)
APU
OIL QTY (message LOW OIL LEVEL If there is no oil leak, then the remaining oil quantity allows
pulsing) normal APU operation for about 10 h.

FCOM E→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

OIL PRESS
‐ If the oil pressure is between 80 and 60 PSI, continue
P < 80 PSI
normal engine operation.
‐ If the oil pressure is below 60 PSI (red indication) without
the ENG OIL LO PR warning, continue normal engine
operation (it can be assumed that the oil pressure
transducer is faulty).
In both cases, monitor other engine parameters, particularly
oil temperature and oil quantity.
OIL PRESS Closely monitor other engine parameters for symptoms of
P > 390 PSI engine malfunction.
If high oil pressure is not accompanied by other abnormal
indications operate engine normally for remainder of the
flight.
Record high oil pressure, and corresponding N2 readings for
maintenance action.
OIL TEMP An increase in oil temperature during normal steady-state
T > 155 °C operation indicates a system malfunction and should be
ENG closely monitored for other symptoms of engine malfunction.
Note: If the OIL TEMP increase thrust reduction:
Increasing thrust may decrease oil temperature.
In addition, an increase in oil temperature could be related
to the IDG oil cooling system. To decrease oil temperature,
before limits are reached, the following are recommended:
1. Low Speed - Increase engine speed to increase fuel flow
and thereby cool IDG oil.
2. High Speed - Reduce generator load or turn off
generator. If oil temperature continues to rise,
mechanically disconnect IDG.
OIL QTY If the quantity of oil is low at a high power setting, expect
< 5 qt level increase after power reduction
NAC TEMP ≥ 320 °C Monitor engine parameters and crosscheck with other
engine.
VIBRATION Refer to PRO-ABN-70 HIGH ENGINE VIBRATION.
N1 ≥ 5 units
N2 ≥ 5 units

FCOM ←E 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
ECAM ADVISORY CONDITIONS


CAB VERTICAL SPEED CPC changeover is recommended:

V/S > 1 800 ft/min MODE SEL: MAN
Wait 10 s then:
MODE SEL: AUTO
CAB ALTITUDE MODE SEL: MAN
CAB PRESS
altitude ≥ 8 800 ft Manual pressure control
CAB DIFF PRESS LDG ELEV: ADJUST
ΔP ≥ 1.5 PSI in phase 7 If unsuccessful:
MODE SEL: MAN
IDG OIL TEMP ≥ 147 °C Reduce IDG load if possible (GALLEY or GEN OFF).
If required, restore when temperature has dropped.
ELEC
Restrict use of generator to short time, if temperature rises
again excessively.
Difference between wing fuel quantities FUEL MANAGEMENT: CHECK

greater than 1 500 kg (3 307 lb) If a fuel leak is suspected, Refer to PRO-ABN-28 FUEL
LEAK.
For limitations, Refer to ARC-28 Maximum Allowed Wing
FUEL Fuel Imbalance
Fuel temp greater than 45 °C in wing tank GALLEY: OFF
Fuel temp lower than -40 °C in wing tank Consider descending to a lower altitude and/or increasing
Mach to increase TAT.
Ident.: PRO-ABN-80-A-00012119.0028001 / 17 JUL 13
CKPT OXY If mask is not being used, check if it is correctly stowed,

Pulsing green: Refer to DSC-35-20-10 Mask Stowage.
OXY When pressure is < 800 PSI.
Amber:
When pressure is < 400 PSI.

FCOM F→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

EGT > EGT MAX -33 °C (inhibited during

APU start)
APU
OIL QTY (message LOW OIL LEVEL If there is no oil leak, then the remaining oil quantity allows
pulsing) normal APU operation for about 10 h.
OIL PRESS
‐ If the oil pressure is between 80 and 60 PSI, continue
P < 80 PSI
normal engine operation.
‐ If the oil pressure is below 60 PSI (red indication) without
the ENG OIL LO PR warning, continue normal engine
operation (it can be assumed that the oil pressure
transducer is faulty).
In both cases, monitor other engine parameters, particularly
oil temperature and oil quantity.
OIL PRESS Closely monitor other engine parameters for symptoms of
P > 390 PSI engine malfunction.
If high oil pressure is not accompanied by other abnormal
indications operate engine normally for remainder of the
flight.
Record high oil pressure, and corresponding N2 readings for
maintenance action.
OIL TEMP An increase in oil temperature during normal steady-state
T > 155 °C operation indicates a system malfunction and should be
ENG closely monitored for other symptoms of engine malfunction.
Note: If the OIL TEMP increase thrust reduction:
Increasing thrust may decrease oil temperature.
In addition, an increase in oil temperature could be related
to the IDG oil cooling system. To decrease oil temperature,
before limits are reached, the following are recommended:
1. Low Speed - Increase engine speed to increase fuel flow
and thereby cool IDG oil.
2. High Speed - Reduce generator load or turn off
generator. If oil temperature continues to rise,
mechanically disconnect IDG.
OIL QTY If the quantity of oil is low at a high power setting, expect
< 5 qt level increase after power reduction
NAC TEMP ≥ 320 °C Monitor engine parameters and crosscheck with other
engine.
VIBRATION Refer to PRO-ABN-70 HIGH ENGINE VIBRATION.
N1 ≥ 5 units
N2 ≥ 5 units

FCOM ←F 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EMER DESCENT
Ident.: PRO-ABN-80-00012092.0001001 / 03 DEC 13
Applicable to: ALL
IMMEDIATE ACTIONS
CREW OXY MASKS...................................................................................................................ON
EMER DESCENT................................................................................................ ANNOUNCE(PA )
The flight crew must inform the cabin of emergency descent on the PA system.
SIGNS..........................................................................................................................................ON
EMER DESCENT...............................................................................................................INITIATE
Descend with the autopilot engaged:
‐ Turn the ALT selector knob and pull
‐ Turn the HDG selector knob and pull
‐ Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode 
THR LEVERS (if A/THR not engaged).................................................................................... IDLE
‐ If autothrust is engaged, check that THR IDLE is displayed on the FMA
‐ If not engaged, retard the thrust levers.
SPD BRK................................................................................................................................. FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible
activation of the angle of attack protection, allow the speed to increase before starting to use the
speedbrakes.
WHEN DESCENT ESTABLISHED
EMER DESCENT FL 100 or minimum allowable altitude.
SPEED............................................................................................................MAX/APPROPRIATE
CAUTION Descend at the maximum appropriate speed. If structural damage is suspected,
use the flight controls with care and reduce speed as appropriate.
Landing gear may be extended below 25 000 ft. Speed must be reduced to VLO/VLE.
ENG MODE SEL........................................................................................................................IGN
ATC......................................................................................................................................NOTIFY

FCOM G→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EMER DESCENT (Cont'd)

Notify ATC of the nature of the emergency, and state intention. if not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz , or (HF)
2 182 kHz , or 8 364 kHz.
ATC XPDR 7700........................................................................................................... CONSIDER
‐ To save oxygen, set the oxygen diluter selector to the N position
‐ With the oxygen diluter selector left at 100 % , oxygen quantity may be insufficient to cover the
entire emergency descent profile
‐ Ensure crew communication is established with oxygen masks. Avoid continuous use of the
interphone to minimize interference from the oxygen mask breathing noise.
MAX FL.............................................................................................................................. 100/MEA
 IF CAB ALT > 14000 feet:
PAX OXY MASKS.......................................................................................................MAN ON
This action confirms that the passenger oxygen masks are released.
Note: Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
EMERGENCY EVACUATION
Ident.: PRO-ABN-80-00012083.0001001 / 14 NOV 11
Applicable to: ALL
Apply this procedure when considering an emergency evacuation, or when required by the ECAM.
Carefully analyze the situation before deciding to evacuate passengers. However do not waste
valuable time.
AIRCRAFT/PARKING BRK.................................................................................................. STOP/ON
ATC (VHF1).............................................................................................................................NOTIFY
Notify ATC of the nature of the emergency, and state intentions.
Only VHF 1 is available on batteries.
CABIN CREW (PA)...................................................................................................................ALERT
Make a short and precise announcement to warn that an emergency evacuation may be required.
ΔP (only if MAN CAB PR has been used)................................................................... CHECK ZERO
If ΔP is not at zero, MODE selector on MAN and V/S CTL FULL UP, to fully open the outflow valve.
ENG MASTER (ALL).....................................................................................................................OFF
Associated LP and HP valves close.
FIRE Pushbuttons (ALL: ENG and APU)...................................................................................PUSH
AGENTS (ENG and APU)................................................................................................... AS RQRD
The use of agents is required if the ENG FIRE or APU FIRE is displayed.
EVACUATION................................................................................................................. INITIATE
Notify the cabin crew about the emergency encountered and the intentions.
Press the EVAC COMMAND  pb.
CABIN CREW and PASSENGERS (PA)..........................................................................NOTIFY

FCOM H 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
FORCED LANDING
Ident.: PRO-ABN-80-00012090.0032001 / 27 JAN 15
Applicable to: ALL
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70 ENG DUAL FAILURE - FUEL REMAINING - FORCED LANDING or Refer to
QRH/ABN-70 ENG DUAL FAILURE - NO FUEL REMAINING - FORCED LANDING, which has
been amended to include the forced landing procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700, or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
‐ Survival equipment prepared.
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Switching the SYS pb and TERR pb OFF avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV................................................................................................................................. SET
If not known, select an approximate value.
BARO......................................................................................................................................... SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
 When conditions permit:
ELT........................................................................................................................................ON
APPROACH
RAM AIR..................................................................................................................................... ON

FCOM I→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
FORCED LANDING (Cont'd)

Switch ON the RAM AIR to ensure complete cabin depressurization on ground.
L/G lever................................................................................................................................DOWN
SLATS and FLAPS....................................................................................................... MAX AVAIL
GND SPLR............................................................................................................................... ARM
MAX BRK PR.................................................................................................................... 1000 PSI
AT 2 000 FT AGL
CABIN........................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
AT TOUCHDOWN
ENG MASTERS........................................................................................................................ OFF
APU MASTER SW.................................................................................................................... OFF
BRAKES ON ACCU ONLY
AFTER LANDING
PARKING BRK..................................................................................................................... ON
ATC (VHF 1).......................................................................................................................USE
With both engines and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU)................................................................................... PUSH
AGENTS (ENG and APU).............................................................................................. DISCH
EVACUATION....................................................................................................... INITIATE
ELT....................................................................................................... CHECK EMITTING
CABIN CREW and PASSENGERS (PA)............................................................... NOTIFY

FCOM ←I 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
OVERWEIGHT LANDING
Ident.: PRO-ABN-80-00012093.0005001 / 18 DEC 12
Applicable to: ALL
LDG CONF.................................................................................................................. AS REQUIRED

Use the ECAM flap setting, if required for abnormal operations. In all other cases:
‐ FULL is preferred for optimized landing performance.
‐ If the aircraft weight is above the maximum weight for go-around given in the below
(See TABLE), use FLAP 3 for landing.
In all cases, if landing configuration is different from FLAP FULL, use 1+F for go-around.
Note: At very high weights, VFE CONF 1 is close to VLS clean. To select CONF 1, deselect
A/THR, decelerate to (or slightly below) VLS and select CONF 1 when below VFE. When
established at CONF 1, the crew can reengage A/THR and use managed speed again.
LDG DIST.................................................................................................................................CHECK
PACK 1 and PACK 2................................................................................... OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust available from the
engines, in the event of a go-around.
 In the final stages of approach
TARGET SPEED.....................................................................................................................VLS
Reduce the selected speed on the FCU to reach VLS at runway threshold.
Touch down as smoothly as possible (Maximum V/S at touchdown 360 ft/min).
 At main landing gear touchdown
REVERSE THRUST................................................................................. USE MAX AVAILABLE
 After nosewheel touchdown
BRAKES................................................................................................APPLY AS NECESSARY
Maximum braking may be used after nosewheel touchdown. But, if landing distance permits,
delay or reduce braking to take full benefit of the available runway length.
 Landing complete
BRAKE FANS  ................................................................................................................... ON
Be prepared for tire deflation, if temperatures exceed 800 °C.
MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG)
OAT (°C) AIRPORT ELEVATION (FT)
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
<10 92 88 82 76 70 65 60 55
15 92 88 82 76 70 65 60 55

FCOM J→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
OVERWEIGHT LANDING (Cont'd)

MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG)
OAT (°C) AIRPORT ELEVATION (FT)
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
20 92 88 82 76 70 65 60 55
25 92 87 80 75 69 64 59
30 92 85 79 73 68
35 88 82 76 70 65
40 85 79 73 68
45 82 75 70
50 78 72
55
TAILSTRIKE
Ident.: PRO-ABN-80-00012273.0001001 / 18 AUG 10
Applicable to: ALL
In the event of a tailstrike, apply the following procedure:

LAND ASAP
MAX FL............................................................................................................................. 100 or MSA
500 ft/min should be targeted for the climb, to minimize pressure changes, and for passenger and
crew comfort. Similarly, the rate of descent must be limited to about 1 000 ft/min, except for the final
approach that must be performed normally.
Notify the ATC of the aircraft’s rate of climb.
RAM AIR......................................................................................................................................... ON
PACK 1 and 2............................................................................................................................... OFF

PROCEDURES
FCOM A321
OPERATING MANUAL
VOLCANIC ASH ENCOUNTER

Ident.: PRO-ABN-80-00012176.0002001 / 05 MAY 14
Applicable to: ALL
 If the aircraft enters a volcanic ash cloud:

180° TURN...................................................................................................................... INITIATE
The performance of a 180 ° turn will usually enable the aircraft to exit the volcanic ash clouds
as quickly as possible, because volcanic ash clouds can extend for hundreds of nautical miles.
ATC................................................................................................................................... NOTIFY
Note: Electrostatic conditions may cause communication problems.
A/THR......................................................................................................................................OFF
This prevents the autothrust from generating thrust variations.
THRUST (if conditions permit)........................................................................................REDUCE
Reduced thrust minimizes ash ingestion.
If altitude permits, reduce thrust to idle. This maximizes engine surge margin and lowers engine
turbine temperature.
CREW OXYGEN MASKS..................................................................................ON/100 %/EMER
CABIN CREW................................................................................................................... NOTIFY
PASSENGER OXYGEN................................................................................................AS RQRD
Depending on contamination.
ENG ANTI ICE......................................................................................................................... ON
WING ANTI ICE....................................................................................................................... ON
ECON FLOW.......................................................................................................................... OFF
Maximum air bleed gives the engines additional stall margin.
Note: If CARGO VENTILATION system is installed, it is recommended to switch off the
CARGO ISOL VALVES, to prevent a cargo smoke warning being triggered.
ENGINE PARAMETERS...............................................................................................MONITOR
Monitor particularly EGT. If EGT exceeds limits, it may become necessary to consider a
precautionary engine shutdown and engine restart in flight.
Note: In the case of precautionary shutdown:
‐ restart when clear of the volcanic ash cloud
‐ Upon restart, the engine may accelerate very slowly. Do not misinterpret this as a
failure to start

FCOM L→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
VOLCANIC ASH ENCOUNTER (Cont'd)

‐ Consider that the compressor and turbine blades have been eroded and avoid
sudden changes in thrust. Fuel flow and EGT may increase.
AIRSPEED INDICATIONS............................................................................................ MONITOR
If airspeed is unreliable or lost, Refer to PRO-ABN-34 UNRELIABLE SPEED INDICATION.
Note: If both engines flame out and speed indications are lost,Refer to DUAL ENGINE
FAILURE procedure to get the required pitch attitude for the optimum relight speed. In
case of engine failure, switch off the wing anti ice before engine restart.
Note: If visibility is insufficient for approach due to windshield/window damage, consider
AUTOLAND. If AUTOLAND is not available, consider opening the sliding window on
the PF’s side (maximum speed 200 kt), after cabin depressurization.
To manually depressurize the cabin:
CAB PRESS MODE SEL........................................................................................MAN
MAN V/S CTL.................................................................................................. FULL UP

FCOM ←L 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WINDSHEAR
Ident.: PRO-ABN-80-00012271.0002001 / 10 JUN 13
Applicable to: ALL
A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice
“WINDSHEAR” repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery
technique:
 At Takeoff:
 If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated
V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.
 If after V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
 Airborne, initial climb or landing:

THR LEVERS AT TOGA.............................................................................. SET OR CONFIRM
AP (if engaged)............................................................................................................ KEEP ON
SRS ORDERS............................................................................................................... FOLLOW
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF
WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.

FCOM M 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WINDSHEAR AHEAD
Ident.: PRO-ABN-80-00012272.0001001 / 10 JUN 13
Applicable to: ALL
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or "GO AROUND
WINDSHEAR AHEAD") is triggered, if the flight crew makes a positive verification that no
hazard exists, then the alert may be disregarded, as long as:
‐ There are no other signs of possible windshear conditions, and
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports,
during either takeoff or landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).
W/S AHEAD RED
 Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
 Before takeoff:
Delay takeoff, or select the most favorable runway.
 During the takeoff run:
Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft.
 When airborne:
THR LEVERS...........................................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not
entered.
AP (if engaged)..................................................................................................KEEP ON
SRS ORDERS.................................................................................................... FOLLOW

FCOM N→ 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
WINDSHEAR AHEAD (Cont'd)

2. If the FD bars are not displayed, move toward an initial pitch attitude of
17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch
attitude.
 Landing:
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
GO-AROUND.......................................................................................................... PERFORM
AP (if engaged)........................................................................................................ KEEP ON
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
W/S AHEAD AMBER

Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES Refer to
PRO-SUP-91-20 Precautions for Suspected Windshear - Before Takeoff.

FCOM ←N 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
FCOM A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
GENERAL
Ident.: PRO-ABN-90-00010415.0001001 / 15 OCT 12
Applicable to: ALL
A successful outcome for an emergency situation depends, first of all, upon each crew member’s
perfect knowledge and execution of the duties assigned to him.
The captain should check frequently that all crew members know exactly their assigned positions and
their specific duties, as well as the duties of the other crew members, in case of an abnormal or an
emergency condition.
Since it is not possible to cover all the situations that may occur, the captain will be responsible
for adapting the following instructions to obtain the best coordination of the emergency operation.
Should it be physically impossible for the captain to carry out his duties, another crew member will
substitute for him according to the chain of command. The procedures in this manual are AIRBUS
procedures and should be considered to be a reference.
COCKPIT-ASSIGNED DUTIES FOR EVACUATION

Ident.: PRO-ABN-90-00010416.0001001 / 05 AUG 10
Applicable to: ALL
 If it is NOT POSSIBLE to reach the passenger cabin:

The cockpit crew should evacuate the aircraft via the cockpit clearview windows, by using the
escape ropes.
On ground, each crewmember must help passengers, and direct them away from the aircraft.
 If it is POSSIBLE to reach the passenger cabin:
‐ Is the last person to leave the cockpit: Proceeds to the cabin, and helps with passenger evacuation, as
necessary
CAPT ‐ Is the last person to leave the aircraft: Checks that all persons have evacuated the aircraft
‐ Evacuates the aircraft, via the rear door, or any other available exit, if he/she cannot reach the rear door.
‐ On ground, he/she takes command of operations until rescue units arrive.
‐ Proceeds to the cabin, and takes the emergency equipment.

F/O ‐ Evacuates the aircraft, using any available exit.
‐ Helps passengers on ground, and directs them away from the aircraft.

PROCEDURES
FCOM A321
OPERATING MANUAL
CABIN CREW-ASSIGNED AREAS FOR EVACUATION

Ident.: PRO-ABN-90-00010607.0002001 / 05 AUG 10
Applicable to: ALL
CABIN CREW ASSIGNED DOOR ASSIGNED JUMPSEAT ASSIGNED AREA

DESIGNATION
1 PURSER DOOR 1 LH FWD INBOARD FWD/MID
1 CABIN CREW FWD EMERGENCY EXIT FWD /MID FWD/MID
1 CABIN CREW AFT EMERGENCY EXIT AFT/MID MID/AFT
1 CABIN CREW DOOR 2 LH AFT LH MID/AFT
1 CABIN CREW DOOR 2 RH AFT RH MID/AFT
Note: The above procedures are established for a minimum required number of 5 cabin
crewmembers.
For customized A321 seating configurations of 200 passengers or less, the minimum
number of cabin crewmembers can be reduced to 4, in accordance with JAR-Ops (1.990). If
this is the case, a cabin crewmember is not required at the AFT RH seat.
COMMUNICATIONS
Ident.: PRO-ABN-90-00010418.0001001 / 05 AUG 10
Applicable to: ALL
1. EMERGENCY CALL
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ Press EMER pb-sw on the CALLS panel,
or
‐ Passenger Address (PA) System:
"PURSER TO COCKPIT PLEASE!"
Purser must immediately go to the cockpit.
CABIN COCKPIT
‐ Interphone: "PRIO CAPT"
Any cabin crewmember can make such a
call. The cockpit crew must reply.

FCOM C to D → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
2. EMERGENCY ALERT
COCKPIT CABIN
‐ PA System: "ATTENTION CREW! AT
The cockpit crew makes a short and precise
announcement to warn that an emergency
STATIONS!"
evacuation may soon be required.
Cabin crews must proceed to their
emergency stations, and fasten their
seatbelts.
3. NOTIFICATION TO PASSENGERS
COCKPIT CABIN
‐ SIGNS ON
For psychological reasons, the cockpit crew
should be the first to inform of an intended
‐ PA System
emergency landing.
PURSER CABIN
‐ CABIN LIGHTS 100 % Purser informs passengers that they have to
‐ PA System pay special attention to these warnings:
‐ “FINISH PREPARATION”
‐ “BRACE FOR IMPACT”
‐ “PASSENGERS EVACUATE”
4. FINISH PREPARATION
COCKPIT CABIN
‐ Passenger Address (PA) System: "FINISH
The cockpit crew gives this order a short time
before an emergency landing.
PREPARATION"
5. BRACE FOR IMPACT

COCKPIT CABIN
‐ PA System: "BRACE FOR IMPACT!"
The cockpit crew gives this order no later
than 1 min before impact.
6. INITIATE EVACUATION (RESTRICTED EXITS)
COCKPIT CABIN
‐ PA System: "PASSENGERS EVACUATE"
The cockpit crew orders an immediate
evacuation, and the cabin crew directs
‐ Activate EVAC signals 
passengers to all available exists.
CABIN COCKPIT
‐ EVAC SIGNAL SYSTEM  on FWD
Used by the cabin crew, if there is no
AND CABIN signal or order from the cockpit, and if it is
ATTND panel (FAP) unmistakably clear that the aircraft must be
‐ PA System or megaphone evacuated.
CABIN CABIN
‐ Verbal The cabin crew stands up and shouts:
‐ "SEATBELTS OFF!"
‐ "LEAVE EVERYTHING!"
‐ "GET OUT!"
‐ "COME THIS WAY!"

PROCEDURES
FCOM A321
OPERATING MANUAL
7. EVACUATION NOT REQUIRED

COCKPIT CABIN
‐ PA System: "CABIN CREW and
When the Captain decides that an evacuation
is not required, the cockpit crew makes an
PASSENGERS REMAIN SEATED!"
immediate announcement to this effect.
ON GROUND EVACUATION
Applicable to: ALL
COCKPIT CREW PROCEDURES

The cockpit crew notifies the cabin crew of the nature of the emergency, and states intentions.
The cockpit crew uses the Passenger Address system to make an appropriate announcement,
such as: “PASSENGERS EVACUATE”, and presses the EVAC COMMAND pb.
CABIN CREW PROCEDURES

When the cabin receives the order to evacuate, each cabin crewmember must proceed as follows:
STAND UP AND SHOUT........................................................................“UNFASTEN SEATBELTS”
OUTSIDE CONDITIONS........................................................................................................ CHECK
 If outside conditions are safe:
DOOR IN ARMED POSITION............................................................................. OPEN FIRMLY
SHOUT......................................................................................................... “COME THIS WAY”
 If the door does not open automatically:
DOOR..................................................................................PUSH AND OPEN MANUALLY
SLIDE (or SLIDERAFT) DEPLOYMENT......................................CHECK FULL DEPLOYMENT
It takes approximately 4 s for the slide (or slideraft) to deploy.
 If the slide (or slideraft) does not automatically inflate:
RED, MANUAL INFLATION HANDLE..........................................................................PULL
The red, manual inflation handle is located on the right-hand side of the slide (or slideraft)
girt extension.
ORDER......................................................................................... “PASSENGERS EVACUATE”
PASSENGER EVACUATION ....................................................................................EXPEDITE
 If the slide (or slideraft) becomes unserviceable:
PASSENGER EVACUATION.......................................................................................STOP
PASSENGERS TO ANOTHER USABLE EXIT...................................................REDIRECT
TOTAL ZONE EVACUATION..........................................................................................CHECK

FCOM ← D to E → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
CABIN CREW........................................................................................................... EVACUATE

PASSENGERS AWAY FROM THE AIRCRAFT.............................................................DIRECT
 If outside conditions are unsafe:
EXIT DOOR......................................................................................................................BLOCK
PASSENGERS TO NEAREST USABLE EXIT.......................................................... REDIRECT
COCKPIT EVACUATION THROUGH WINDOW

Applicable to: ALL
OPENING THE SLIDING WINDOW

HANDLE......................................................................................... PUSH DOWN AND PULL BACK
Pulling the handle backwards, opens the sliding window.
COCKPIT EVACUATION WITH ESCAPE ROPE

ESCAPE ROPE STOWAGE.....................................................................................................OPEN
The escape rope stowage is located above the sliding window, on either side of the overhead
panel.
ESCAPE ROPE....................................................................................................................UNROLL
Unroll the escape rope until the red flag appears, and throw it through the window.
SEAT................................................................................................................................... STEP ON
ESCAPE ROPE......................................................................................................................GRASP
Grasp the escape rope firmly with both hands, and slide down along the rope.
EVACUATION ON WATER
Applicable to: ALL
CABIN CREW RESPONSIBLE FOR TYPE "I" DOORS

When the cabin receives the order to evacuate, each cabin crewmember must proceed as follows:
CHILDREN LIFEVESTS................................................................................................ DISTRIBUTE
STAND UP AND SHOUT......................... “UNFASTEN SEATBELTS – PUT ON YOUR LIFEVEST”
Inflate the lifevest, only once outside the aircraft.
ORDER................................................................................................................“REMOVE SHOES”

FCOM ← E to G → 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL
 If the Type I door is usable:

DOOR IN ARMED POSITION........................................................................................... OPEN
SLIDERAFT....................................................................................................................DEPLOY
RED, MANUAL INFLATION HANDLE................................................................................ PULL
Do not wait for automatic inflation of the slideraft.
 If the water level is close to the door sill:
The slideraft inflates on the water.
SLIDERAFT.................................................................. LEAVE ATTACHED TO CABIN FLOOR
PASSENGER LIFEVESTS....................................... INFLATE WHEN BOARDING SLIDERAFT
PASSENGERS........................................................................................... BOARD SLIDERAFT
LAST CREWMEMBER............................................................................... BOARD SLIDERAFT
SLIDERAFT.............................................................................. SEPARATE FROM DOOR SILL
The last crewmember must separate the slideraft from the door sill, and board with all the
necessary safety equipment.
MOORING LINE....................................................................................................................CUT
SURVIVAL KIT........................................................................................................... RETRIEVE
The survival kit is attached to the slideraft via a lanyard.
 If the water level is too far away from the door sill:
SLIDERAFT.......................................................................... DISCONNECT FROM DOOR SILL
The slideraft remains tied to the aircraft by a 6 m (20 ft) mooring line.
MOORING LINE................................................................................................................. HOLD
To keep the slideraft close to the exit, hold the mooring line.
PASSENGER LIFEVESTS....................................... INFLATE WHEN BOARDING SLIDERAFT
PASSENGERS........................................................................................... BOARD SLIDERAFT
LAST CREWMEMBER............................................................................... BOARD SLIDERAFT
The last crewmember must board with all the necessary safety equipment.
MOORING LINE....................................................................................................................CUT
SURVIVAL KIT........................................................................................................... RETRIEVE
The survival kit is attached to the slideraft via a lanyard.

PROCEDURES
FCOM A321
OPERATING MANUAL
Note: Evacuation is usually done through the passenger doors. However, if one of the
passenger doors is not usable, the overwing exit may be used for evacuation. The cabin
crew should install the lifeline to help passenger to stay on the wing. These passengers
will, however, be obliged to wait on the wing until the slideraft arrives, and until all other
passengers have evacuated from the passenger door exits, and have finished boarding
the sliderafts.

FCOM ←G 26 MAY 15
PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15

Pro Abnormal

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PROCEDURES

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PRO-ABN Abnormal and Emergency Procedures

PRO-NOR Normal Procedures

PRO-SPO Special Operations

PRO-SUP Supplementary Procedures

HVN FCOM A321 FLEET PRO-PLP-TOC P 1/2

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

PRO-ABN-34 NAV TCAS FAULT NG01075

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HVN FCOM A321 FLEET PRO-PLP-LETDU P 1/14

Continued from the previous page

PRO-ABN-70 ENG RELIGHT (In Flight) 00013479.0001001 05 AUG 14

PRO-NOR-SOP-10 Taxi NG00715

HVN FCOM A321 FLEET PRO-PLP-LETDU P 2/14

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PRO-NOR-SOP-14 Climb NG00723

HVN FCOM A321 FLEET PRO-PLP-LETDU P 3/14

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HVN FCOM A321 FLEET PRO-PLP-LETDU P 4/14

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PRO-NOR-SOP-15 Cruise NG00734

HVN FCOM A321 FLEET PRO-PLP-LETDU P 5/14

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PRO-NOR-SOP-16 Descent Preparation NG00916

HVN FCOM A321 FLEET PRO-PLP-LETDU P 6/14

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PRO-NOR-SOP-18-B Initial Approach NG01260

HVN FCOM A321 FLEET PRO-PLP-LETDU P 7/14

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HVN FCOM A321 FLEET PRO-PLP-LETDU P 8/14

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PRO-SUP-24 Computer Reset Table NG01118

PRO-SUP-24 Computer Reset Table NG01118

HVN FCOM A321 FLEET PRO-PLP-LETDU P 9/14

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PRO-SUP-24 Computer Reset Table NG01118

HVN FCOM A321 FLEET PRO-PLP-LETDU P 10/14

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PRO-SUP-24 Computer Reset Table NG01118

PRO-SUP-24 Computer Reset Table NG01118

HVN FCOM A321 FLEET PRO-PLP-LETDU P 11/14

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PRO-SUP-24 Computer Reset Table NG01118

HVN FCOM A321 FLEET PRO-PLP-LETDU P 12/14

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(1) Evolution code : N=New, R=Revised, E=Effectivity

HVN FCOM A321 FLEET PRO-PLP-LETDU P 13/14

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HVN FCOM A321 FLEET PRO-PLP-LETDU P 14/14

ABNORMAL AND EMERGENCY

PRO-ABN-10 Operating Techniques

PRO-ABN-21 Air Conditioning / Pressurization / Ventilation

HVN FCOM A321 FLEET PRO-ABN-PLP-TOC P 1/14

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PRO-ABN-22 Auto Flight

HVN FCOM A321 FLEET PRO-ABN-PLP-TOC P 2/14

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HVN FCOM A321 FLEET PRO-ABN-PLP-TOC P 3/14

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PRO-ABN-27 Flight Controls

HVN FCOM A321 FLEET PRO-ABN-PLP-TOC P 4/14