Eng Failure V1 Cut PF Engine Out MA PM

~Top of 10 degree pitch line ~12 Degrees

Select TO/GA
~Bottom of 10 degree pitch line (Flaps 3 or
Hi alt) “Go around” Flaps”
“Positive Rate” “SRS Verified
“Gear UP”
“Positive Rate”
Trim ~ 10 Secs
“Gear UP”
~100’ AFE and 5 Seconds
“Autopilot on” Continue from here.
Above 400’ AFE
“Heading”
Max Holding Speeds KIAS
1000’ AFE (Push V/S Knob)
“V/S Zero” US Mexico ICAO
On Schedule >14,000’ 265 230 240
“Flaps Up”
“After Takeoff Checklist”
6001’ -
Accel to Green Dot Speed
14,000’ 230* 210 220
At Green Dot Speed
“Open Climb”
*210 In NY, WASH, and Anchorage Center
“MCT”
Assign Duties
< 6000’ 200 200 210
ECAM, QRH, 2 Out, 2 In etc…

1 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE

Contents
Notes: ................................................................................... 4
If You Fly IFR, You Must Report These Items (Mandatory
Reports) ................................................................................ 5
ATC Clearances..................................................................... 6
Upset Recovery .................................................................. 10
Slow Down “2” Go Down ............................................... 11
EMERGENCY DESCENT ................................................... 12
Drift down .......................................................................... 12
Alpha Floor and SAFAA ...................................................... 13
Alpha Floor ......................................................................... 13
Terrain Avoidance ................................................................. 14
Windshear Encounter Recognition .................................... 15
TCAS ................................................................................... 16
PRM Breakout Maneuver................................................... 17
Erroneous Radio Altimeter Indications .............................. 18
Microbursts and LLWS ....................................................... 19
Known Severe Windshear Definition ......................... 19
Windshear and Microburst Alerts.............................. 19
Stabilized Approach ........................................................... 20
Go Around Procedures....................................................... 21
Landing Roll Procedure ...................................................... 22
Overwater Ops ................................................................... 23
Dimensions:........................................................................ 24
Brake Temperature ............................................................ 25
Generalized Minimums ...................................................... 26
First Officer Restrictions .................................................... 27 N: NOTAMs .................................................................... 65
2 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Wind Charts TO and Land .................................................. 28
Speed Limits......................................................................... 30
Altitude Limits ................................................................... 32
Fuel Limits Descending Order ........................................... 34
Cold Weather Operation ................................................... 36
Start ............................................................................... 36
Taxi–Out ........................................................................ 37
Takeoff ........................................................................... 37
Standing Takeoff Procedure ...................................... 38
Climb, Cruise, and Descent Procedures ........................ 38
Landing .......................................................................... 38
Atlanta Radio Comm Map ................................................. 39
Atlanta Radio Dial-up Caribbean and Central America ..... 41
Power Settings Various Configurations ............................. 42
Lowest Usable Flight Level ................................................ 43
DIRECT TO ...................................................................... 43
Airbus and Aviation generalities ....................................... 53
Operation Without Airspeed Indicator ............................. 54
Pitch and Power settings (Old Info)................................... 54
Standard fuel burn Values ................................................. 54
Fuel Predict Page ............................................................... 57
Holding Speeds .................................................................. 59
Aircraft Lighting ................................................................. 60
Max Altitude for a Given Weight and Mins Chart ............. 63
Departure Briefing (Warts) ................................................ 64
NATS Brief .......................................................................... 65
 A: Arrival / Approach Chart / Automation ..................... 65
T: Transition Level / Terrain / Taxi Plan ......................... 65
S: Specific / Company Pages .......................................... 65
Emergency Declaration/Cabin Coordination ..................... 66
Airplane General Operational and Environmental
Limitations.......................................................................... 66
Turbulent Air Penetration Speed ............................... 67
Minimum Altitude for Use of Autopilot(s) ................. 67
Flight Controls ............................................................ 67
ECAM Exceptions ............................................................... 67
Emergency Action Items .................................................... 68
Quick Reference Landing Length ....................................... 69
Check Ride Grading Scale ................................................... 70
Grade Task or Event Set ..................................................... 71
Captain OE Requirements .............................................. 72
First Officer OE Requirements ........................................... 73
INDEX ................................................................................. 74
A320 Glide Ratio 17:1 ........................................................ 76

3 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Notes:
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4 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 If You Fly IFR, You Must Report These Items (Mandatory Reports)
1. Any unforecast weather conditions encountered. (FAR 91.183)
2. When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. (AIM 5-3-3)
3. When an altitude change will be made if operating on a clearance specifying VFR-on-top. (AIM-5-3-3)
4. The time and altitude or flight level upon reaching a holding fix or point to which cleared. (AIM-5-3-3)
5. When leaving any assigned holding fix or point. (AIM-5-3-3)
6. The time and altitude of passing each designated reporting point, or the reporting points specified by ATC, except that
while the aircraft is under radar control, only the passing of those reporting points specifically requested by ATC need be
reported.
7. When unable to climb/descend at a rate of a least 500 feet per minute. (AIM-5-3-3)
8. When an approach has been missed. (AIM-5-3-3)
9. Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater)
from that filed in the flight plan. (AIM-5-3-3)
10. "Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while
using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of
air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to
which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired
from ATC."
11. 11. Any other information relating to the safety of flight. (FAR 91.183)
When not in radar contact.

1. When leaving final approach fix inbound on final approach (non-precision approach) or when leaving the outer marker
or fix used in lieu of the outer marker inbound on final approach (precision approach).
2. A corrected estimate at any time it becomes apparent that an estimate as previously sub-mitted is in error in excess of
3 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more

5 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
ATC Clearances
FAA “CLIMB
VIA”
Clearance ATC Intent Course Altitude Speed Pilot Phraseology Pilot Example
CLIMB VIA Fly published Fly procedure Comply with Comply with all “Flight number, current “Delta 123, two
SID lateral and lateral path published published speed altitude, climbing via the thousand, climbing via
vertical path; altitude restrictions SID’s name” the GAIRY 2”
no need for restrictions
further ATC to top
guidance altitude
published on
the SID
CLIMB VIA Fly published Fly procedure Comply with Comply with all “Flight number, current “Delta 123, two
SID lateral and lateral path published published speed altitude, and altitude thousand for eight
EXCEPT vertical path altitude restrictions you’re climbing to, thousand, climbing via
MAINTAIN to ATC restrictions followed by the GAIRY 2”.
ALTITUDE assigned up to climbing via SID’s name”
altitude; no assigned
need for altitude
further ATC
guidance
CLIMB VIA Fly published Fly procedure Comply with Comply with ATC “Flight number, current “Delta 123, two
SID lateral and lateral path published assigned speed altitude, climbing via the thousand, climbing via
EXCEPT vertical path altitude restriction SIDS name, assigned the GAIRY 2,
MAINTAIN at ATC restrictions to speed” 210kts”
SPEED assigned the top
speed; no altitude
need for published on
further ATC the SID
guidance
CLIMB Fly published Fly procedure Climb Comply with all “Flight number, current “Delta 123, two
AND lateral path lateral path unrestricted published speed altitude, climbing assigned thousand, for one two
MAINTAIN and speed to to assigned restrictions altitude” thousand”
ALTITUDE ATC assigned altitude;
-OR- altitude; no Published SID
MAINTAIN need for altitude
ALTITUDE further ATC restrictions
(PDC or guidance are deleted
CPDLC)

6 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 ICAO “CLIMB
VIA”
Clearance ATC Intent Course Altitude Speed Pilot Pilot Example
Phraseology
CLIMB VIA SID Climb to the cleared Follow Comply with Comply with “Flight number, “Delta 123,
TO level and comply with the published level published speed current altitude, two thousand,
(level) published speed lateral restrictions restrictions or climbing via the climbing via
restrictions or profile ATCissued speed SID’s name to the SONEB to
ATCissued speed of the control instructions (level)” flight level
control instructions SID as applicable. 140”
as applicable.
CLIMB VIA SID Climb to the cleared Follow Climb to the Comply with “Flight number, “Delta 123,
TO level; published level the cleared level; published speed current altitude, two thousand
(level), CANCEL restriction(s) at the lateral published level restrictions or and flight level for flight level
LEVEL specified point(s) are profile restriction(s) at ATCissued speed you’re climbing 260, climbing
RESTRICTION(S) cancelled of the the specified control instructions to via the SID’s via the PEMBA
AT SID point(s) are as applicable name, cancel 5, cancel level
(point(s)) cancelled level restriction restriction at
at xxx” DERLO”
CLIMB VIA SID Climb to the cleared Follow Climb to the Published speed “Flight number, “Delta 123,
TO level and comply with the cleared level restrictions and ATC- current altitude, two thousand,
(level), CANCEL published lateral and comply issued speed control climbing via the climbing via
SPEED level restrictions profile with published instructions are SID’s name, the AGOPA 3,
RESTRICTION(S) of the level cancelled cancel speed cancel speed
SID restrictions restriction” restriction”
CLIMB Climb to the cleared Follow Climb to the Published speed “Flight number, “Delta 123,
UNRESTRICTED level; published level the cleared level; restrictions and ATC- current altitude, two thousand,
TO restrictions are lateral published level issued speed control for assigned for flight level
(level) or CLIMB cancelled profile restrictions are instructions are altitude” one four zero”
TO of the cancelled cancelled
(level), CANCEL SID
LEVEL AND
SPEED
RESTRICTION(S)

7 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 FAA “DESCEND VIA”
Clearance ATC Intent Course Altitude Speed Pilot Pilot Example
Phraseology
DESCEND Fly published lateral Fly Comply with published Comply with all “Flight number, “Delta 123, flight
VIA STAR and vertical path; no procedure altitude restrictions to published speed current altitude, level two four
need for further ATC lateral bottom altitude published restrictions descending via zero, descending
guidance path on the STAR the STAR’s via the JJEDI 2”
name”
DESCEND Fly published lateral Fly Comply with published Comply with all “Flight number, “Delta 123, flight
VIA STAR and vertical path to procedure altitude restrictions down published speed current altitude, level two four
EXCEPT ATC assigned lateral to assigned altitude restrictions and altitude zero for niner
MAINTAIN altitude; no need for path you’re thousand,
ALTITUDE further ATC descending to, descending via
guidance followed by the JJEDI 2”.
descending via
the
STAR’s name”
DESCEND Fly published lateral Fly Comply with published Comply with ATC “Flight number, “Delta 123, flight
VIA STAR and vertical path at procedure altitude restrictions to the assigned speed current altitude, level two four
EXCEPT ATC assigned speed; lateral bottom altitude published restriction descending via zero, descending
MAINTAIN no need for further path on the STAR the STAR’s via the JJEDI 2,
SPEED ATC guidance name, assigned 210kts”
speed”
DESCEND Fly published lateral Fly Descend unrestricted to Comply with all “Flight number, “Delta 123, flight
AND path and speed to procedure assigned altitude; published speed current altitude level two four
MAINTAIN ATC assigned lateral Published STAR altitude restrictions for assigned zero for one two
ALTITUDE altitude; no need for path restrictions are deleted altitude” thousand”
further ATC guidance

8 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 ICAO “DESCEND VIA”
Clearance ATC Intent Course Altitude Speed Pilot Pilot Example
Phraseology
DESCEND VIA Descend to the cleared Follow the Descend to the Comply with “Flight number, “Delta 123,
STAR level and comply with lateral profile cleared level and published current altitude, flight level two
TO (level) published of the STAR comply with speed descending via four zero,
level restrictions published level restrictions or the descending via
restrictions ATCissued STAR’s name to the OTMET 1H
speed control (level)” to flight level
instructions as seven zero”
applicable.

DESCEND VIA Descend to the cleared Follow the Descend to the Comply with “Flight number, “Delta 123,
STAR TO (level), level; published level lateral profile cleared level; published current altitude, flight level two
CANCEL restrictions are of the STAR published level speed and flight level four zero,
LEVEL cancelled restrictions are restrictions or you’re descending via
RESTRICTION(S) cancelled ATCissued descending to the OTMET 1H
speed control via the STAR’s to flight level
instructions as name, cancel seven zero,
applicable level cancel level
restriction” restriction.”
DESCEND VIA Descend to the cleared Follow the Descend to the Published “Flight number, “Delta 123,
STAR TO (level), level and comply with lateral profile cleared level and speed current altitude, flight level two
CANCEL published of the STAR comply with restrictions and descending via four zero,
SPEED level restrictions published level ATC-issued the STAR’s descending via
RESTRICTION(S) restrictions speed control name, cancel the LINNG 2,
instructions are speed cancel speed
cancelled restrictions” restrictions”
DESCEND Descend to the cleared Follow the Descend to the Published “Flight number, “Delta 123,
UNRESTRICTED level; published level lateral profile cleared level; speed current flight level two
TO restrictions are of the STAR published level restrictions and altitude, for four zero for
(level) or cancelled restrictions are ATC-issued assigned flight level
DESCEND cancelled speed control altitude” seven zero.”
TO (level), instructions are
CANCEL cancelled
LEVEL AND
SPEED
RESTRICTION(S)

9 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Upset Recovery

10 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Slow Down “2” Go Down
• Select 170 KIAS.
• Extend the landing gear at 240 knots or below.
• Set a target altitude (typically FAF altitude, but no lower than 1,500 feet HAT).
• Extend the flaps to 1 & 2 on schedule.
• At 190 (A321 205 knots) knots, pull OP DES.
• Extend the flaps to 3 at 175 knots. (A319/320 only; A321 leave flaps 2).
• Extend speedbrakes - FULL (1/2 on A320).
• Maintain VFE -10 knots using SEL SPD.
• Arm the APPR p/b if applicable.

If a more aggressive descent desired (A320 only):

• Disconnect A/P and extend speedbrakes FULL.

• If maneuvering without referencing FD’s; command them off and activate managed speed (to keep thrust at idle).
• Descend, at VFE -10 knots (approximately 5° nose down).

Upon intercepting the vertical path:

• Select managed speed.

• Stow the Speedbrakes when extra drag is no longer required. It may be necessary to leave the speedbrakes extended until reaching
VAPP in order to lose the last 15 knots and achieve the stabilized approach criteria.
• Turn on the F/Ds and select the APPR pb (if an instrument approach is available) or select FPA if desired.

• Ensure landing flaps set.

This profile requires approximately 13 nm in a no wind environment to lose 7,000 feet.

* Approximately 1,000’ per NM in that config.

11 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
EMERGENCY DESCENT
1. Notify ATC and request lower altitude and altimeter setting.
2. Initiate turn, if required, using HDG/TRK SEL
3. Select lower altitude on FCU
4. Select EXPED pb or *OP DES
5. Extend speedbrakes after nose attitude established
6. *Adjust speed
a. *If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads.
7. Target speed Mmo/Vmo
8. Notify ATC and request altimeter setting
9. Call out altitude
10. Level off at lowest safe altitude or 10,000 feet, whichever is higher
11. Retract Speedbrakes

Drift down
If an engine failure occurs, PROCEED TO THE NEAREST SUITABLE AIRPORT in point of time. If an immediate landing is not
feasible, use the following procedures:
• Set Maximum Continuous Thrust (MCT) on the remaining engine.
• Disconnect the autothrust using the instinctive disconnect pb on the thrust levers.
• Maintain altitude and allow the airspeed to slow to Green Dot speed.
• Select Green Dot speed airspeed on the FCU.
To maintain maximum altitude for terrain clearance:
• Set the DRIFTDOWN TO altitude from the MCDU PERF page in the FCU and pull altitude knob to select OP DES.
• Maintain Green Dot airspeed and MCT power.
When driftdown (terrain clearance) is no longer required:
• Set the Long Range Cruise (EO REC MAX) altitude from the MCDU
PROG page in the FCU and pull altitude knob to select OP DES (if not
previously accomplished).
• Activate managed speed (push speed knob).
• Re-engage autothrust.

12 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Alpha Floor and SAFAA

Alpha Floor
If alpha floor is activated (A FLOOR surrounded by a flashing amber box in column one of the FMA, A FLOOR above and left of the
number 1 N in the Upper ECAM) the aircraft is independently commanding TOGA thrust. Once the ‘unsafe’ condition abates, the pilot
must take immediate and positive steps to return the aircraft to its normal flight envelope.

Pilot Flying Pilot Monitoring

• Advance thrust levers to TOGA. • Confirm the airspeed is above alpha protection and increasing.
• Simultaneously adjust pitch attitude as necessary.
• Level the wings. • Confirm the airspeed is above VLS before initiating any
• Depress the ‘instinctive’ disconnect pb to disconnect autothrust. configuration changes.
• When the aircraft has been returned to normal conditions
manually retard the thrust levers to maintain desired airspeed. • Confirm a positive climb before retracting the gear.
• Reengage the autothrust (if desired) and place the thrust
levers in the CL detent.

13 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Terrain Avoidance

14 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Windshear Encounter Recognition
Note: The following are indications the airplane is encountering a windshear:
• Windshear Warning (WINDSHEAR message will appear in red on both PFDs along with “WINDSHEAR, WINDSHEAR, WINDSHEAR”)
• unacceptable flight path deviations.
Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1,000
feet AGL, in excess of any of the following:
- 15 knots indicated airspeed
- 500 fpm vertical speed
- 5° pitch attitude
- 1 dot displacement from the glideslope
- unusual engine thrust setting for a significant period of time.

15 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
TCAS

16 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
PRM Breakout Maneuver

Pilot Flying Pilot Monitoring

If ATC calls "Traffic Alert" during the PRM approach:

A/P - Disengage F/D (both) – OFF

• Initiate a turn to the heading directed by ATC

Note: If ATC breakout instructions coincide with a TCAS RA,
follow the vertical guidance of the RA and the lateral guidance
directed by ATC.

• Maintain Autothrust ON • Set the breakout altitude in the FCU ALT window
• Initiate climb or descent as directed • Set the breakout heading in the FCU HDG window
Note: If descending, vertical speed should not exceed 1,000 FPM. • Communicate with ATC as required

When established near the breakout heading:

• F/D (both) - ON
• Set breakout heading
• Select V/S (approx. +/- 1000 fpm)

When breakout is complete, reset automation to appropriate level.

• Autopilot as desired • Make FCU configuration changes as requested by the PF

• Select speed for desired flap setting.
• Call GEAR UP if landing gear is down
• Call for flap retraction on schedule
• Select managed speed if desired
• After Takeoff checklist

CAUTION: If performing a descending

maneuver, delay cleaning up the aircraft
until established on the breakout altitude.

17 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Erroneous Radio Altimeter Indications
Erroneous RA indications can result in changes to the flight mode, incorrect PFD indications and untimely terrain/autoland warnings with some
possible indications described below:
• Early or multiple "RETARD" callout(s).
Note: Selecting both APs ON for an ILS approach increases the probability of the "RETARD" callout should the anomaly occur.
• Differences between RA indications and FD commands on the CA's PFD versus the FO's PFD.
• Rapid cycling of a single RA indication from 0 to actual altitude.
• Activation of the L/G GEAR NOT DOWN ECAM warning above 750' AGL.
• Early engagement of the 'LAND' mode in columns 2 and 3 of the FMA during an ILS approach.
• Early engagement of the 'FLARE' mode in columns 2 and 3 of the FMA at 50'AGL during an ILS approach. Pitch increases during the FLARE
mode.
• Early engagement of 'THR IDLE' in column 1 of the FMA. Thrust is commanded to IDLE during the THR IDLE mode even with the T/Ls at the CL
detent.
• Activation of the AUTOLAND warning light above 200' AGL (even if an autoland is not planned).
• Inability to engage NAV, TRK, or HDG during the go-around (FMA indicates FLARE or ROLLOUT during a go-around).
• Amber RA indications on the PFD (possibly negative or frozen).
• Inappropriate terrain alerts and warnings.
• A 'NAV RA DEGRADED' ECAM message after landing (indicates a significant difference between the CA's and FO's RAs was encountered
during flight.

Erroneous RA Procedure
Vigilance, continual instrument crosscheck, and situational awareness are the best tools for dealing with this anomaly. Increased FMA
awareness is essential in identifying unwanted mode changes.
An Erroneous RA is of most concern when established on an ILS approach (aircraft armed for an autolanding). If a RA malfunctions,
triggering a false FLARE or IDLE, the pilot should be prepared to either go-around, or accomplish up to all of the following:

(1) AP: OFF (prevents the aircraft from flaring to land).

(2) A/THR: OFF (prevents thrust from being automatically retarded to idle).
(3) FDs: OFF (FDs may provide flare guidance, ignoring the G/S resulting in an unsafe approach).

Note: In the case of a manual go-around, if the RA is frozen, NAV, HDG or TRK lateral modes may not be selectable and ALT* and ALT may not
engage at the FCU altitude. Recycling both FDs OFF and then ON should enable engagement of HDG mode and allow a normal altitude
capture. LVR CLB may not be displayed at the THR RED ALT.

18 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Microbursts and LLWS
Remember a MA (Microburst Alert) for intended runway
Means a MA (Missed Approach) is required & No Takeoff

WARNING: Flights must not depart or commence the final approach segment to a runway where an airport’s windshear
system has generated a “microburst alert”. If ATC issues a “microburst alert” for the runway of intended landing, a go
around must be executed. If the flight path becomes marginal, accomplish the windshear recovery procedures as
described in the AOM.

A thunderstorm containing heavy rain usually contains a strong downdraft and can produce windshear hazards including
wet microbursts, or gust fronts. In addition, thunderstorms in desert areas, where most or all of the rain evaporates
before reaching the ground, can produce dry microbursts. Windshear can also be produced by strong winds near steep
terrain and in areas where there is a rapid temperature change such as along a cold or warm front.

WARNING: It is Delta’s policy to avoid known or probable severe low altitude windshear.

Known Severe Windshear Definition

Indications of known severe low altitude windshear conditions, occurring at or below 1000' AGL that require immediate action
are:
• Greater than 15 knot indicated airspeed change (loss or gain) from reference airspeed, or • Vertical aircraft speed
changes greater than 500' per minute, or
• Activation of the on-board windshear alert system.

Windshear and Microburst Alerts

Windshear and microburst alerts are generated by automated ground based equipment
that provide automatic updates once every minute. ATC must provide alerts with all
landing or take-off clearances.

A windshear alert will be generated for an estimated loss of airspeed between 15-29 knots or any estimated gain of airspeed.

A microburst alert will be generated for an estimated loss of airspeed 30 knots or greater.

19 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Stabilized Approach
Delta defines a stabilized approach as maintaining a stable speed, descent rate, and lateral flight path while in the landing
configuration.
WARNING: At any altitude, if the following stabilized approach criteria cannot be established and maintained,
initiate a go-around. Do not attempt to land from an unstable approach.

No lower than 1000 feet AFE:

• Be fully configured for landing (gear and landing flaps extended).
• Maintain a stabilized descent rate not to exceed 1,000 fpm.
• Be aligned with the intended landing runway.

No lower than 500 feet AFE:

• Be on target airspeed.
• The engines are stabilized at the thrust setting required to maintain the desired airspeed and rate of descent.

Crossing the Runway Threshold:

• Positioned to make a normal landing in the touchdown zone.

Planned Deviations
• Some published approaches (such as the River Visual at DCA) may require a planned deviation to the lateral stabilized approach
criteria. Some published approaches require higher than standard descent rates. Verbalize all planned deviations during the
approach briefing.

Unplanned Descent Rate Exceedance

• In the event of a momentary descent rate exceedance, crews may proceed as long as the descent rate exceedance is verbally
acknowledged and corrective action is immediately initiated.

20 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Go Around Procedures

21 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Landing Roll Procedure

22 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Overwater Ops
Limited Overwater Equipped Aircraft
The A319/320/321 aircraft that are not equipped with FAR 121.339 required equipment may operate as far as 162 NM (or 100 NM) from
the nearest shoreline with the following limitations:
• The aircraft has life vests for all occupants
• Inflight cruise minimum enroute altitudes are at FL 250 or higher
Note: Temporary deviations to the exception are permitted if required for safety reasons (e.g. weather or traffic avoidance) Areas of
enroute operation permitted:
• The south and east coasts of the US, below 35° north latitude, the Gulf of Mexico, and the Caribbean Islands, not to exceed 162 NM from
the nearest shoreline.
• The east coast of the US, 35° north latitude and above, not to exceed 100 NM from the nearest shoreline

Extended Overwater Equipped Aircraft

Our aircraft must remain within 60 minutes (two engine aircraft), from an adequate airport at one-engine inoperative cruise speed under
standard conditions in still air.

FAR 121.339 requires the following emergency equipment be on board and operational for extended overwater
operations:
• Life preservers
• Life rafts (including survival kits)
• Pyrotechnic signaling device
• Emergency Locator Transmitter

23 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Dimensions:
A319 A320 A321

Length 111’ 123’3” 146’

Width 111’10” (34.1M) 111’10” (34.1M) 117’5” (35.8M)

180 Turn * 68’ 76’ 93’

Note: *Theoretical min turn radius.

The largest radius on the A319/320 is the wingtip on the 321 it’s the tail.

Although the object may appear a comfortable distance from the flight deck, the wingtip scribes a larger arc than the flight deck. The
following assumes a maximum effort, 70° turn: • A319: The wingtip’s arc is approximately 16 feet in front of the flight deck. • A320: The
wingtip’s arc is approximately 12 feet in front of the flight deck. • A321: The wingtip’s arc is approximately 4 feet in front of the flight
deck.

24 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Brake Temperature :
Temp © Acft Remarks
40 to 50 All A Flap 3 landing adds about 5% more energy and 40 to 50 degrees to peak brake temperatures.
100-150 All Idle reverse adds 45% more energy and 100-150 degrees.
100 All Generally, every 30 mins (Park Brake Off) the brakes will cool by 100 Degrees C
100 A321 If the brake temp exceeds 100 degrees with fans on – they may be left on until <100 degrees)
150 A321 Takeoff should be delayed if the brake temp exceeds 150 degrees with fans ON. Brake fans should be
selected OFF prior to Takeoff)
275 All A maximum brake temperature of 275 C is the goal prior to takeoff
300 All 300-degree temperature is not a brake limit, but is tied
to fire protection. As the A319/320/321 does not have a wheel well fire protection system, Airbus avoids the possibility
of fire by restricting the brake temps to a value below that which can ignite hydraulic fluid. Thus, a hydraulic leak in the
wheel well will not result in a fire, as long as the brake temperatures are below 300 degrees.

Crew Courtesy: As a rule of thumb, if a brake is above 400 degrees and the aircraft is doing a quick turn, consider
400 All having the station provide additional cooling. The outbound crew will appreciate it!

Shut Down: Ensure the chocks are in and the parking brake is selected to OFF prior to leaving the aircraft. Per Vol. 1 SP 14, maintenance should be
contacted if any of the following conditions are noted:
(1) The temperature difference between the two brakes on the same gear is greater than 150ºC and the temperature of one brake is either: •
Above 600ºC (possibility of a binding brake, avoid taxi as long as the ‘BRAKES HOT’ message is displayed), or
• Below 60ºC (inoperative brake).
(2) The mean temperature of the left brakes differs by more than 200ºC from the mean temperature of the right brakes (no cross wind or
asymmetric braking).
(3) Any brake temperature exceeds 900ºC.
(4) A fuse plug has melted.

(A321 – Fans may be left on if the aircraft will be doing a quick turn. In all other cases coordinate with MX or ramp personnel before leaving the
aircraft with the fans operating. Fans should be selected to OFF prior to securing the aircraft)

25 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Generalized Minimums

Generalized Minimums
Takeoff
Condition Ceiling RVR Vsby Notes:
Standard 5000 (1500M) 1 (1600M)
Low Time First Officer (Capt. TO) <4000 < 3/4
TO ALR REQ Cat I Prec lowest mins SE 1800 (550M) 1/2 (800M)
Lower Than Standard 1 RVR 1600 (500M) 1/4 (400M) FO lowest Mins/Static
Lower Than Standard 2 RVRs 1000 (300M) Static Review SMGCS
Lower Than Standard 2 RVRs 500 (150M) Static Review SMGCS
Landing
Condition Ceiling RVR Vsby Notes:
All Non-Prec APP Autopilot Required <1000 <3 Utilize A/P
Flight crews may accept a visual approach 1000 3
CAT I and Basic Turbojet Mins 4000 (1200M) 3/4 A/P or F/D req
Cat I Non-Prec 2400 (720M) 1/2 (800M) A/P req until VMC
Cat I Prec 1800 (550M) 1/2 (800M) F/O lowest
Cat II Prec TDZ Req 1600 (500M)
Cat II Prec TDZ+1 Req 1200 (350M) Review SMGCS
Cat II Prec TDZ+1 Req 1000 (300M) Review SMGCS
Cat III Prec 3 RVRs 600 (175M) Review SMGCS
Cat III Prec 3 RVRs 300 (175M) Review SMGCS
See AM Ops Specs for notes

26 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
First Officer Restrictions
When a first officer has less than 100 hours in the aircraft type (previous captain time does not count) the captain is required to
make all takeoffs (ground roll initiation through cleanup), and landings under the following conditions:

Special qualification airport.

Controlling visibility less than RVR 4000 or 3/4 SM.

Contaminated runway.

Braking action reported less than Good or Rwy CC less than 5.

Crosswind component greater than 15 KT.

Suspected windshear.

Any other circumstance determined by the captain.

Note: The captain should be the pilot flying below 3000' AFE and below. These restrictions do not apply when a line check pilot is
PIC.

Great Blue Hole/Coordinates 1719.0° N/ 08732° W

Northwest Corner Cuban Airspace N2400/W08600

27 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Wind Charts TO and Land

28 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Braking action Good crosswind limit is 38 Knots Braking Action Good tailwind limit is 10 Knots
Braking action Fair crosswind limit is 20 Knots Braking Action Fair tailwind limit is 5 Knots
Braking Action Poor crosswind limit is 10 Knots Braking Action Poor tailwind limit is 0 Knots

If Crosswind greater than 20 knots set 50% N1 then rapidly set 70% n1, then set TOGA, or FLEX

Single Engine A 319: Max Hwind 15 knots, Max X wind 10 knots

Wind Direction X-wind Limits
Max Xwind Max Auto Operating Max Auto
minus Limits Land Below Land
RWY All CAT I A319 SE
Hdg BA Fair Mins BA Poor
Degrees 38 20 15 10
90 38 20 15 10
85 38 20 15 10
80 39 20 15 10
75 39 21 16 10
70 40 21 16 11
65 42 22 17 11
60 44 23 17 12
55 46 24 18 12
50 50 26 20 13
45 54 28 21 14
40 59 31 23 16
35 66 35 26 17
30 76 40 30 20
25 90 47 35 24
20 111 58 44 29
15 147 77 58 39
10 219 115 86 58
5 436 229 172 115

29 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Speed Limits
Memory Item DELTA/Plac KIAS Mach Memory
Mmo Plac 0.82 A319 Only
YES Turbc At or Above 20,000 Feet Plac 0.76 A321 Only
landing gear down Plac 0.67 Gear
Vmo Plac 350 Delta
YES Turbc At or Above 20,000 Feet A321 until .76 mach Plac 300 Flaps
landing gear down Plac 280
YES Turbc At or Above 20,000 Feet A319/A320 until .76 mach Plac 275
YES Turbc At or Below 20,000 Feet A321 Plac 270
landing gear extension Plac 250
YES Turbc Below 20,000 Feet A319/A320 Plac 250
landing gear extension Delta 240
A321 Flaps 1 PLAC 235
Operating windshield wipers Plac 230
A321 Flaps 1+F Plac 225
Flaps 1 Plac 230
landing gear retraction Plac 220
Flaps 1 Delta 220
A321 Flaps 2 215
1+F Plac 215
1+F Delta 205
flight deck window open Plac 200
A 321 Flaps 3 Plac 195
Flaps 2 Plac 200
tire speed (GND Speed) Plac 195
A 321 Flaps Full Plac 190
Flaps 2 Delta 190
Flaps 3 Plac 185
Flaps Full Plac 177
Flaps 3 Delta 175
Flaps Full Delta 167

30 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
31 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Altitude Limits Descending Order

32 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
33 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Fuel Limits Descending Order
Fuel Item
42,072 The usable fuel with full tanks would be approximately 42,072 pounds
27,525 Pounds in the wings
14,547 Pounds in the center tank
8,000 Minimum fuel quantity for dispatch is 8,000 pounds and the WING TK LO LVL
warning must not be displayed on the ECAM. (DAL)
5,000 Normal holding fuel is 5,000 lbs/hour based on the following:
• Holding at Green Dot airspeed,
• A clean configuration, and
• 1,500 feet above the airport.
4,200 Domestic reserves “float” with zero fuel weight (ZFW). For a ZFW of 110,000 lbs, the reserve
is approximately 3,600 lbs. For maximum ZFW (133,400 lbs), the reserve is approximately 4,200 lbs.
3,700 A321 Minimum Fuel
3,500 Minimum fuel
3,300 The maximum fuel imbalance between inner wing tanks is 3,300 pounds. (DAL).
3,000 Emergency Fuel
1,650 Left and right wing transfer valves open when either inner inner cell is to be approx 1,650 lbs.
1,550 An outer wing tank imbalance of 1,550 pounds (one tank empty/one tank full) is
allowed provided the total fuel (outer + inner) in each wing is approximately equal.
1,000 Require an amendment to the FDR:
Fuel overfills/additions in excess of: 1,000 lbs
815 The WDR is inhibited when the total wing tank lateral imbalance exceeds 815 lbs
810 A319/320 Max allowable imbalance between outer cells.
800 Fuel underfills in excess of 800 lbs below flight plan block fuel (WDR is Inhibited)
600 Normal Idle engine fuel flow.
300 APU fuel consumption is 5 lbs/min. (300 lbs/hour)
400 Final Approach Fuel per FOM
270 The fuel required to fly for approach and landing starting at 1,500 feet
above the airport. A value of 270 lbs is used based on a fuel burn of 45
lbs/minute for 6 minutes.
200 Require an amendment to the FDR:
Fuel underfills in excess of: 200 lbs
45 Approach and Landing Fuel lbs per min
25 Taxi fuel allowance is 25 lbs/min.
5 APU fuel consumption is 5 lbs/min. (300 lbs/hour)
34 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Cold Weather Limits

Icing conditions exist when:

• Ground operations and takeoff:
• OAT is 10ºC (50ºF) or below and there is visible moisture in the air (fog with visibility of 1 sm (1600m) or less, rain, snow, sleet, ice crystals, or other
freezing precipitation), or when standing water, slush, ice, or snow is present on the taxiways or runway
• In flight:
• TAT is 10°C (50°F) or below and visible moisture is present (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, or
other freezing precipitation

35 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Cold Weather Operation
Considerations associated with cold weather operation are primarily concerned with low temperatures
and with ice and snow on the airplane, ramps, taxiways and runways.
Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or below and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, etc.) is
present; or
• ice, snow, slush or standing water is present on the ramps, taxiways, or runways.

CAUTION: Do not use engine anti-ice when OAT (on the ground) is above 10°C.
Do not use engine or wing anti-ice when TAT (in flight) is above 10°C.

Start Conduct an engine start with the following considerations :

• Oil pressure may be slow to rise

• Initial oil pressure rise may be higher than normal

• Additional warm-up time may be needed to allow oil temperature to reach the normal range.

Manual engine starts using the procedures in SP.7.

Perform a Manual Engine start for any of the following conditions:
• When directed to do so by a QRH or MEL procedure, or

• When APU or external air pressure is inadequate for an auto start (i.e. hot or high-altitude conditions), or
• For all first flight engine starts when the ambient temperature is 10°C or below.

Note: First flight is defined as when the engine has been shut down for 4 hours or longer.

36 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Taxi–Out
CAUTION: Avoid taxiing in deep snow or slush since steering will be more difficult. Brakes, landing gear and flaps may
also freeze after takeoff if they are contaminated with snow or slush.
CAUTION: Taxi at a reduced speed. Use smaller tiller and rudder inputs, and apply minimum thrust evenly and
smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid, limit thrust to
the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause the fluid to build up on the engine
compressor blades resulting in compressor stalls and engine surges.

During icing conditions, do an engine run up, as needed, to minimize ice build-up. Use the following
procedure:
• Check that the area behind the airplane is clear.
• Run the engines up to 70% N1 for approximately 30 seconds duration at intervals no greater than
30 minutes.
Note: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, run-
ups to 70% N1 for approximately 1 second duration at intervals no greater than 10 minutes enhance
ice shedding.

Takeoff
Note: FLEX takeoff procedures are authorized after deicing fluid has been applied.

Do not use FLEX takeoff procedures if the runway is contaminated.

If the runway is contaminated, observe the following:

• Do not takeoff with standing water, slush, or wet snow in excess of 1/2 inch (1.2 cm)
• Do not takeoff in dry snow in excess of 4 inches or 10 cm depth.
• Snow is considered dry if OAT is less than -1ºC.
Do the normal Takeoff Procedure with the following modifications:
37 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Standing Takeoff Procedure
During icing conditions, the takeoff must be preceded by a standing takeoff.
A standing takeoff is accomplished by holding the brakes while in position on the assigned runway until the engines
are stabilized at or above 70% N1 before the start of the takeoff roll.
Do not use wing anti-ice for takeoff. If conditions warrant, wing anti-ice may be used after the flaps are retracted.

Climb, Cruise, and Descent Procedures

Engine anti-ice must be ON during all flight operations when icing conditions exist or are anticipated, except during climb and
cruise when the temperature is below -40°C SAT. Engine anti-ice must be ON before, and during descent in all icing conditions,
including temperatures below -40°C SAT.
When operating in areas of possible icing, activate engine anti–ice before entering icing conditions.
WARNING: Do not rely on airframe visual icing cues before activating engine anti–ice. Use the temperature and
visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and
result in engine damage or failure.
CAUTION: Do not use engine anti-ice when TAT is above 10°C.

Landing
Landing surfaces can be very treacherous when contaminated. Observe the following:
• Do not land with a braking action report of NIL.

38 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Atlanta Radio Comm Map

39 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 ARINC VHF Coverage

40 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Atlanta Radio Dial-up Caribbean and Central America

41 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Power Settings Various Configurations

42 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Lowest Usable Flight Level
Current altimeter setting Lowest usable flight level
29.92 (or higher) 180
29.91 through 29.42 185
29.41 through 28.92 190
28.91 through 28.42 195
28.41 through 27.92 200
27.91 through 27.42 205
27.41 through 26.92 210

DIRECT TO
The WAYPOINT field accepts entries of any waypoint to reference the direct to and
intercept function.
The waypoint can be entered by:

Line selecting the desired flight plan waypoint Entering a waypoint name

Entering a place/bearing/distance
MSP/330/75
PBDNN Becomes the identifier
Entering a place-bearing/place-bearing
GEP-180/FGT-270
IMSP-110/MKT-090
PBXNN Becomes the identifier

43 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Entering a latitude/longitude
N4732/W11803
N45W122
4732N/11803W
4732.5N/11803.6W 4732.5N/W11803.6
LLXX becomes the identifier
Abeams are identified as ABXXXXX

44 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
PFD Symbology

45 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
46 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
47 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
48 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
49 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
50 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
51 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
52 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Airbus and Aviation generalities

1976Standard Fuel Burn versus Altitude

Atmosphere For every 1000 feet lower than optimum altitude fuel
burn is approximately 100 lbs. per hour.
Alt Feet Temp C Mach 1 M.80 M.78 M .76
(IE Opt Alt = FL360: Cruise is FL320, additional fuel
KTAS KTAS KTAS burn is 400 lbs., per hour.)
0 15 661 529 516 503
Increased Mach versus time (gain or loss.)
2000 11 657 526 512 499
For every .01 Mach you increase or decrease your speed
4000 7 652 522 509 496
you gain/lose 1 minute per hour.
6000 3 648 518 505 492
8000 -1 643 (IE Planned Mach is .78: selected Mach is .80 Mach you
514 502 489
gain 2 minutes per hour.)
10000 -5 638 511 498 485
12000 -9 634 507 494 482
14000 -13 629 503 490 478
16000 -17 624 499 487 474
18000 -21 619 495 483 471 Total Wing Tank capacity is approx. 27,500lbs. (13,750lbs per wing).
20000 -25 614 491 479 467
Center Tank Capacity approx. 14,500
22000 -29 609 488 475 463
Total Capacity approx. 42,000
24000 -33 604 484 471 459
26000 -37 599 480 468 456 Total Wings Center
A319/320 42,072 lbs. 27,525 lbs. 14,547 lbs.
28000 -40 594 476 464 452
A321 41,612 lbs. 27,422 lbs. 14,190 lbs.
30000 -44 589 471 460 448
32000 -48 584 467 456 444
34000 -52 579 463 452 440
36000 -56 574 459 448 436
38000 -57 574 459 447 436

53 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Operation Without Airspeed Indicator

Pitch and Power settings (Old Info)

Level flight / Clean / 250 KT 3.0° nose up 65% N1
Level flight / Clean / Green dot (210 KT) 6.0° nose up 62% N1
Level flight / Flaps 1+F / S Speed (190 KT) 7.5° nose up 64% N 1
Level flight / Flaps 2 / F Speed (145 KT) 8.0° nose up 65% N1
700 FPM Desc / Gear DN, Flaps 3 / F Speed (145 KT) 4.5° nose up 57% N 1
700 FPM Desc / Gear DN, Flaps Full / V APP (140 KT) 3.0° nose up 60% N1

Standard fuel burn Values

54 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
APU Fuel Burn
During ground operations with:
• Air conditioning packs on, and
• Full load on the generator,
The APU fuel consumption is 3 lbs/min. (175 lbs/hour).
Start and Taxi Fuel Burn
Fuel required to start and taxi to brake release for takeoff:
• Taxi fuel allowance is 1,450 lbs/hr, 24.2 lbs/min.
• Normal allowance for start and a 15 minute taxi is 363 lbs.
Normal Holding Fuel
The approximate normal holding fuel is:
A319 4,450 pph
A320 4,650 pph
A321 5,800 pph
based on the following:
• Holding at Green Dot airspeed,
• A clean configuration, and
• 1,500 feet above the airport (valid up to 10,000 feet).
Domestic Reserve Fuel
Domestic reserves “float” with the zero fuel weight (ZFW). The Domestic Fuel
Reserves are based on the following:
• 45 minutes at normal cruise speed,
• a 25,000 foot cruise altitude, and
• ISA + 10ºC.
A319 3,750 lbs
A320 4,000 lbs
A321 4,550 lbs

International Reserve Fuel

55 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 International Fuel reserves include 30 minutes of fuel at 1,500 feet above the airport
plus the fuel required to fly for an additional 10% of the ETE to the destination or the
airport on the original release
A319 2,300 lbs
A320 2,400 lbs
A321 2,700 lbs

Approach and Landing Fuel

Approximately 250 lbs. of fuel is required to fly an approach and landing starting from
1,500 feet above the airport.
Contingency Fuel
A combination of holding fuel and the fuel that a pilot or dispatcher may add for
unexpected needs.

56 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Fuel Predict Page

57 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
58 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Holding Speeds

59 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Aircraft Lighting

60 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
61 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
62 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Max Altitude for a Given Weight and Mins Chart

FL A319 .79 A320 .78 A321 .79

390 138k 137k 157k

370 152k 152k 172k

350 168k 167k 189k

Max Altitudes 1.3G No Ice

(See ODM 4 Corrections)

63 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Departure Briefing (Warts)
Departure Briefing: WARTS
See FOM, Briefings for complete guidance
W: Weather / Winds
Takeoff minimums / alternate
Windshear
Cold weather ops
Low vis taxi / takeoff / SMGCS
A: Abnormal Procedures / Aborts
RTO reason / plan / duties
MEL review, if applicable
R: Runway Considerations
Runway Length
Surface condition
T: Taxi Plan / Terrain / Transition Altitude
Expected taxi route / runway departure position
Hot spots / crossings
Abnormalities (NOTAMs, Jeppesen Construction Page, flight plan remark, etc.)
Engine start / delayed start
Runway change plan
Terrain
Transition altitude
S: SID / DP / Company Pages
Engine out procedures
SID speeds / altitude restrictions
Company pages
Flight Plan Remarks / NOTAMs
Threats and Error Mitigation Plan
December 30, 2016

64 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
NATS Brief
• See FOM, Briefings for complete guidance

N: NOTAMs
ATIS
Flight Plan Remarks / NOTAMs
A: Arrival / Approach Chart / Automation
Weather / winds / low vis / contaminants
Arrival airspeed / altitude restrictions
Usable landing distance
Runway layout, braking, length/width
Instrument approach chart briefing
Visual approach briefing - terrain and obstacles
Configuration plan
Runway change plan
Missed approach maneuver-update as necessary
T: Transition Level / Terrain / Taxi Plan
Transition Level
Terrain / obstacle considerations
Taxi plan-turn off, hot spots, runway crossings,
SMGCS
S: Specific / Company Pages
Engine out missed approach
Taxi / ramp procedures

65 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Emergency Declaration/Cabin Coordination

Airplane General Operational and Environmental Limitations

66 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Maximum Operating Altitude 39,100 feet pressure altitude

Delta A319/320/321 crosswind limit for takeoff or landing 38 kts (including gusts)

Maximum Takeoff and Landing Tailwind Component 10 knots, or as permitted by the Company Pages.
Turbulent Air Penetration Speed
A 319/320 A321 All
Below 20,000 feet, maintain 250 kts 270 kts
At or above 20,000 feet, maintain 275 kts mach. 300 kts until intercepting 0.76

Minimum Altitude for Use of Autopilot(s)

The minimum altitude for autopilot engagement during takeoff and manual go around is 100 feet AGL and at least 5
seconds after liftoff.

Flight Controls
Do not extend the flaps/slats above FL200.

ECAM Exceptions
ECAM Exceptions, Current (Rev 29 July 20,2019)A319/320 Only

• L/G GEAR NOT DOWNLOCKED (QRH 14.11)

• HYD G RSVR OVHT (when in conjunction with HYD Y ENG 2 PUMP LO PR) (QRH 13.15)
• HYD Y RSVR OVHT (when in conjunction with HYD G ENG 1 PUMP LO PR) (QRH 13.41)

67 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Emergency Action Items

68 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
 Quick Reference Landing Length Quick Reference Landing Length

Quick Reference Landing Length

Flap 3 or full approaches and landings may be conducted normally without reference to the ODM landing distance tables
or ACARS Landing Performance Report according to the following guidance.

Quick Reference Landing Length

Includes a 15% Safety Margin
Refer to the ODM for landings with abnormal configurations; MCO's affecting landing distance, or if above the
maximum landing weight (MLW).
Autobrake 319 319 WV *320 321
Quick Reference Minimum
Lo 8,500 ft 8,800 ft 9,500 ft 10,000 ft
Runway Length
Med 6,500 ft 6,700 ft 7,500 ft 8,000 ft

*Includes both weight variants.

Assumptions:
• Airport elevation 4,000 ft or lower (including KSLC and KDEN)
• Touchdown no later than 1,500 ft. from threshold
• Up to Max Landing Weight
• Wet or Dry runway
• Zero wind and runway slope
• Two Engines at Full Reverse Thrust
•
Additional stopping performance is available by:
• Increased manual braking
• Landing at a lower altitude
• Landing at a lower weight

69 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Check Ride Grading Scale

70 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
Grade Task or Event Set

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Captain OE Requirements

72 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
First Officer OE Requirements

73 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE
INDEX

Airbus and Aviation generalities, 53 Grade Task or Event Set, 71

Aircraft Lighting, 60 Grading Scale, 70
Airplane General Operational and Holding Speeds, 59
Environmental Limitations, 66 Landing Roll Procedure, 22
Alpha Floor and SAFAA, 13 LLWS, 19
Altitude Limits, 32 Lowest Usable Flight Level, 43
ARINC VHF, 40 Mandatory Reports, 5
ATL Clearances, 6 Max Altitude, 63
Atlanta Radio Comm, 39 Microbursts, 19
Brake Temperature, 25 Mins Chart, 63
Captain OE Requirements, 72 NATS Brief, 65
Cold Weather Limits, 35 Notes:, 4
Cold Weather Operation, 36 Operation Without Airspeed Indicator, 54
Departure Briefing, 64 Overwater Ops, 23
Dimensions, 24 PFD Symbology, 45
DIRECT TO, 43 Pitch and Power settings, 54
Drift down, 12 Power Settings, 42
ECAM Exceptions, 67 PRM, 17
Emergency Action Items, 68 Quick Reference Landing Length, 69
Emergency Declaration/Cabin Coordination, 66 Slow Down “2” Go Down, 11
EMERGENCY DESCENT, 12 Speed Limits, 30
Erroneous Radio Altimeter, 18 Stabilized Approach, 20
First Officer OE Requirements, 73 Standard Fuel Burn Values, 54
First Officer Restrictions, 27 TCAS, 16
Fuel Limits, 34 Terrain Avoidance, 14
Generalized Minimums, 26 Upset Recovery, 10
Glide Ratio, 75 Wind Charts TO and Land, 28
Go Around Procedures, 21 Windshear, 15, 19, 64
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75 FOR TRAINING PURPOSES ONLY, REFER TO GOVERNING DOCUMENTS FOR CURRENT GUIDANCE