TRAINING PURPOSES ONLY

1. IMMEDIATE ACTIONS then

CAPT PFD ND AND THE UPPER ECAM DISPLAY BLANK-AC ESS FEED-ALTN ENG (1 or 2) FIRE (ON GROUND) Engine-Out Unable To Maintain Alt Eng Tailpipe Fire Evacuation SMOKE/AVIONICS SMOKE/FUMES OXYGEN MASKS -VERIFY ON/100%/EMERG Unreliable Speed Indication/ADR Check Procedure

2. ECAM EXCEPTIONS then

AVIONICS SMOKE BRAKES HOT (On Ground Only) ENG DUAL FAILURE FUEL (L or R) WING TANK LO LVL NAV ADR (1+2 or 2+3 or 1+3) FAULT SMOKE (FWD or AFT) CARGO SMOKE (With Cargo Door Open)

3. ECAM then 4. ECAM Follow-up (QRH yellow pages) then 5. ECAM supplement (blue book)
ALTITUDES Max 39,000' Max gear extension 25,000' Flap extension 20,000' APU bleed operation 20,000' Max auto-land (319/320/321) 9,200'/ 2,500'/ 5,750' N663-680 6,500' A/P on (T/O) & G/A 100' AGL (with SRS) on (Enroute) 500' (321) 900' off (APPR) DA/DDA/MDA (non-prec.) off (APPR) 160' AGL (CAT I ILS) Takeoff & Landing -1,000' to 9,200' Passenger masks drop 14,000' (13 minutes) 1 pack MEL 31,000' RVSM (>FL290) PFD 1&2 + 200' (+20' ground), +75' WIND Crosswind 29/G35 K (Guidance) Braking fair/medium 15 K poor 10 K Autoland (Headwind 30 K) 20 K CAT II/IIIa/IIIb 15 K Tailwind (Takeoff 15K/10K 320-IAE) 10 K (Guidance) Braking less than good 5K WEIGHTS 319 320-231 320 321 Taxi 167,329 167,329 170,635 205,909 T/O 166,447 166,447 169,754 205,027 Landing 137,787 142,198 142,198 171,517 ZFW 128,969 134,480 134,480 162,699 CONFIGURATION EOW Range Wide /Long/High 319 12/112=124 700-723 2900 111' 10''/111' /39'11' 320 12/138=150 all 2700 /123' 3''/ 321 16/167=183 none 2800 /146' / SPEEDS - Max (VMO/ MMO) 350 / .82 Gear extension 250 (hyd. cutoff >260) retraction 220 extended 280 / .67 Flaps (Max VFE) 319/320 321 1 230 235 1+F 215 225 2 200 215 3 185 195 Full 177 190 Turbulence > 20,000' 275/.76 300/.76 < 20,000' 250 270 Holding < 6,000' 200 >6-14,000' 230(210 if published) >14,000' 265 [PANS Holding 210/220/240] Taxi straight 30K, 90o turn 10K normal Window/ Wiper Max 200 / 230 FMC N/A max rate climb 260(321 280) / .76 RAT 140-320

AB319/320/321 FACT SHEET Italic print denotes Chapter 2 memory item Jan 2009 ELECTRICAL GEN 90 KVA TRU 200 A ENGINES CFM-56-5-B6 / -B4 / -B3 / IAE C/B green monitored by ECAM, black not monitored, 319/320/321 23,500 / 27,000 / 32,000# /23.5-27k yellow to be pulled, red no reset Time EGT IAE TO/GA 5(10-1ENG)min 950oC 635 oC Do not reset tripped fuel boost pump/indicating C/B 610 oC MCT continuous 915oC Cold Aircraft if batteries > 25.5V, start APU within 30 Starting 4cyles 725oC 635 oC (3 cycles, min, else 20 minutes charging with EXT PWR 15 sec. between cycles of 2 for 2 min, 1 for 1 min) Battery auto connected to DC BAT BUS on BAT Takeoff/GA N1 / N2 104 / 105% (100% IAE) charging, APU start, <100K without AC BUS 1&2 FADEC monitors & controls during start RAT extends >100K without AC BUS 1&2 (8 seconds) if elec. disrupt(ECAM DU loss), master-off, 30sec crank EMER GEN powers AC ESS & DC ESS (via ESS TR) and AC & DC ESS SHED busses Oil quantity dispatch minimum 13 quarts Oil pressure 13 psi (60 psi IAE) minimum at ground idle BAT-only sheds AC ESS Shed & DC ESS Shed busses Oil temp min start -40oC, T/O min -10oC (50o IAE for (<50K in emergency electrical configuration, no DUs) >idle IAE) Galley (main) bus sheds (321 all galley busses) with 1 140-155oC (140-165 IAE) max transient for 15min GEN in flight and 1 ENG GEN on the ground GEN FAULT a disagreement with line contactor position Idle N1 19.5%, EGT 390oC, N2 58.5% (no gray), FF 600 IAE 21.4-23.8%, 385-414 o, 57.7% (no gray), 730-775 Galley FAULT any generator>100% load Congested area without clearance, max thrust 40% N1 EMER ELEC PWR GEN 1 LINE OFF, Gen # 1 still Not >75% N1 (321 70%)(IAE 1.18EPR) & parking brake powers 1 fuel pump per wing Warm up 5 min (<90min on ground, then 3 min), IDG FAULT high oil temp or low oil press. DISC 3 min. (1 min. short taxi) cool down irreversible, DISC < 3 sec, at least wind milling ENG Reverse thrust is for ground use only. No max rev<70k, AC ESS FEED FAULT AC ESS not powered idle rev OK to stop. Reverse taxi/pwr-back prohibited BUS TIE OFF - no EXT, no APU, no cross tie FIRE pb silences warning, arms squibs, affects hyd., fuel, EXT PWR AVAIL plugged in with normal parameters elect., & air. (closes HYD fire valve, closes LP fuel HYDRAULICS Normal 3000 + 200 psi valve, deactivates IDG, closes bleed valve & pack flow) Max takeoff brake temp 300o C. Taxi-in >300oC use fans >5 minutes or turn into gate (unless going >500oC); Both fire loops fail within 5seconds - fire indication until 250oC. Write-up if same strut brakes differ >150o ENG Fire FAULT for auto start abort, fuel valve disagreement or start valve fault and either brake is >600o or <60 o; or mean temp with ENG bleed valve closes with start and APU bleed open other strut differs >200o; or temp >900 o (321 8000) Autobrake MAX for t/o; LO or MED for wet & slippery, MAN start on mature ENG and high/hot, tailwind>10K, low bleed press, auto start aborted for stall, high EGT, rollout distance limited, Configuration requires higher low air press than normal airspeed, crosswind>10k, or CAT II/III. Continuous IGN on with ENG anti-ice, flameout(flight), Green DECEL >80% of selected rate EIU fail. If needed after start NORM then IGN/START Brake accumulator green 12 hours/7 full applications 5 TL detents TOGA, FLX MCT, CL, IDLE, MAX REV Anti-skid deactivates <20K Normal brakes with parking brake off (321 PB on or off) APU Blue electric pump auto on with 1 engine started Starting EGT 900oC (982oC >25,000') PTU auto on when G & Y differs >500 psi. Inhibited Max allowable load 682o for 5 sec, else 700o - 742o C during 1st ENG start with either parking brake on or Max rotor 107 % nose wheel steering DISC; and within 40 seconds of GEN Load limit 90 KVA on ground and < 25,000' nd cargo door operation. Auto tests with 2 engine start, ECAM LOW OIL LEVEL still allows 10 hours ops. and will FAULT if < 40 sec of cargo door operation 3 Starter cycles then 60 minutes before 3 more PTU FAULT(never by itself) 3 reservoir problems (low APU bleed valve on, opens X bleed(in auto), closes ENG air press., low qty., high temp). ENG pump fault - same bleeds, pack flow HI regardless of flow switch position 3+low press. ELEC pump fault-same 4+pump overheat. APU MASTER SW FAULT with auto-shutdown when Gravity gear EXTN mechanical; NWS(enhanced only); 3 high EGT, under/over speed, slow start, low oil press, & turns, remove hydraulic press, unlock doors & gear on ground fire shutdown with bottle APU BLEED FAULT with leak in APU compartment FLIGHT CONTROLS Normal protections high speed, high AOA, load factor, FUEL yaw damper/coordination, pitch(30,15), high bank(67). Total 42,000 (321) 52,500 Depart normal with multiple failures of redundant Wing 27,500 Center 14,500 (321) ACT 10,500 systems. 3 modes Ground, a direct relationship to No takeoff on CTR tank (321 no ACT with CTR< full) control surfaces; Flight, commanding roll and pitch No fuel in CTR tank unless wings full rates; and Flare, out of trim condition CTR pumps run for 2 min. after both eng running, will Alternate Law only load factor protection; can be stalled not restart until slats retracted, run 5min. after center dry Direct Law amber use man pitch trim, no protections CTR pumps (321 ACT transfer) inhibited with slats or Mechanical backup red man pitch trim only(need hyd.) full wings (until a wing tank decreases by 550) Max load in direct law +2.5 to 1 g (slats/flaps +2 to 0 g) Inboard wing tank can suction feed No A/THR FLOOR when <100' or on 1 engine with flaps Wing transfer valve opens when inner at 1,650, steep 2 ELAC primary elevator, stab & ailerons (pitch and roll) descents, de/acceleration may trigger LO LVL warning 3 SEC primary spoilers and backup pitch Do not go-around with < 500 in wing tank 2 FAC flight augmentation & primary yaw (trim, damp) APU has own fuel pump if tank pumps are off Rudder trim needs FAC, inhibited with A/P (wont DISC (321) FOB BELOW 3 T (Tons) either wing < 3,300 A/P), wont reset without hydraulic press Jet A & TAT < -34oC, ECAM fuel to ensure fuel > -36oC o o Rudder pedal nose wheel steering +6 to 0 at 130K JP4/Jet B & fuel > 30oC, < 25,000' until center empty Speedbrakes inhibit at flaps full (321 flaps 3 or full) Target arrival fuel 319/ 320/ 321 5600 / 5900 / 7100 Flaps auto retract from 1+F to 1 at 210K (321) Inadvertent fuel in either ACT: wing refuel panel, After flap retract, 1+F not available until <100k, unless open transfer valve (all other switched auto/normal), all st CONFIG 2, 3, or FULL selected 1 wing pumps on, ACT switch on (wait 15 sec.), all wing Side stick malfunction, hold opposite takeover pb>40 sec pumps off. On fuel page, ACT pump arrow () should LIGHTS - Strobes auto on with weight off main gear be on (pumping fuel from ACT into CTR tank). When Logo on with slats or weight on main gear ACT empty, return to normal ops, with ACT switch off Emergency lights on with loss of normal AC. All cabin and all wing and CTR pumps on signs illuminate >11,300' cabin altitude Loss of normal AC STBY compass, CAPT instrument panel and right dome light(if DIM or BRT) remain on

PRESSURIZATION/AIR CONDITIONING INSTRUMENTS/NAVIGATION Only Capts IR (1 or 3) remain after 5 min. on battery Pack flow LO <90pax/long haul (321 ECON <140pax) IRS tolerance preflight <5 K, post flight <15 K, < 5 NM Pack flow auto HI with single pack and APU bleed on within 2 minutes of stopping Max operating differential -1 to 8.6 psi IRS flashing ALIGN for no PP, >1o last PP, move aircraft Ram air inlet only with differential pressure < 1 psi. IRS gnd alignment up to 82o N Inlet flaps close with t/o thrust and at touchdown Faulty controller, MAN for 10 seconds, swaps controllers NAV mode 82o N to 60o S (73oN from 90-120o W) FCU push managed, pull selected. V/S push 0 V/S, pull No external condition air with packs for existing V/S (also if ALT changed during capture) 2 cabin fans (for recirculation/economy) o TRK-FPA mode VMC only, not instrument approaches OAT > 49 C, elect. < 2 hours if avionics vent normal Ditching ON closes all valves below water line; unless OPEN DES prohibited inside FAF or < 1,000' AGL PRESS MAN PERF modes t/o, climb at acceleration alt., cruise at LDG ELEV out of auto for airport not in database or no cruise alt., descent at lower alt. <200NM of destination, landing field data in FMGS approach at activate & confirm or circled D point MAN V/S CTL DN = lowers cabin altitude 3 A/THR disconnects match & mash, idle, FCU pb. Cross bleed valve controlled by 2 motors Disengaged for flight if disconnects held for 15 sec. Altitude alert inhibits with gear & slats, or GS capture Ventilation on GND, normally open, closed if cold. In flight, normally open, intermediate if hot. 2 FAULTS REJECTED TAKEOFF PF, PM CALLOUTS means avionic smoke. (>72K, spoilers auto extend, therefore autobraking) Ventilation blower FAULT -press low or duct overheat Capt. - Reject, My Aircraft, thrust levers to idle, max (on ground with out engine, external horn) braking and max reverse until assured aircraft can stop HOT AIR FAULT - duct overheat; COCKPIT controls L on runway, slight forward sidestick, This is the pack, average of FWD & AFT controls R pack Captain, remain seated. MISCELLANEOUS F/O NO AUTOBRAKES, monitor deceleration, notify If ACARS STBY - MCDU, ATSU, COMM MENU, tower, 80 MAINTENANCE, TEST, REQUEST VHF 3 LINK ENGINE FAILURE (T/O) PF, PM CALLOUTS Xwind>20K, or tailwind; full FWD sidestick until 80K, Engine Failure, TOGA (if desired), TOGA SET, neutral by 100K, after 50% (1.05 IAE), (increase to ROTATE, rotate to commanded, POSITIVE RATE, Gear 70% CFM), then TOGA or FLX by 40K ground speed up, GEAR UP, trim, 100' RA Autopilot 1(2), 10 cockpit emergency equipment items 1 crash axe, 1 HEADING or NAV(EO SID), 1000' RA or OCA, PBE, 1 halon extinguisher, 1 EMK, 2 ropes, 4 life vests Vertical Speed 0, Flaps 1, FLAPS 1, Flaps-Up, 1st flight only checks (4) RCDR, BAT (<60 amps, FLAPS UP, disarm spoilers, Green dot speed, select open decreasing within 10 seconds), Brakes (symmetrically climb, SPEED ___(green dot), MCT, MCT SET. Note 2000-2700), Fire (7, 5, 7) if TOGA not set on RWY, consider TOGA after A/P1/2 Slides must be armed & checked with ECAM or door indicators before taxi, takeoff, and landing with PAX ENGINE FAILURE ON APPROACHES Do not pushback unless NW STRG DISC is displayed (319/321) >1000' Flaps 3, speed to Vapp for CONF 3, RCDR auto on in flight, at least 1 engine running, or for LDG FLAP 3 on overhead. 5 minutes after electrics supplies ICING Pilots are authorized to deviate from their current ATC Pre-departure check <10oC and visible moisture, or clearance to the extent necessary to comply with the icing conditions during previous flight TCAS II resolution advisory 2" dry snow, 1/4" (1/2" if favorable conditions) slush Flex T/O not allowed with >1/8 contamination. Flex Engine anti-ice on if ice exists or anticipated, except temp <ISA+53o (321 <ISA+43 o), > flat rating or OAT climb and cruise below 40o C SAT. Ice exists <10oC Landing PITCH if > 10o (321 7.5o) BANK if > 7o (OAT/TAT) and visible moisture (including fog <1 LAHSO minimum runway length 6,000' mile) or surface contamination may be ingested GS MINI=Vapp-entered winds (headwind). Increases 70% (50% IAE)N1 for 30 sec. every 30 min. Vapp target to guarantee minimum GS at runway No wing anti-ice on ground, or with APU bleed air Modify Vapp for non-normal, ice accretion, or windshear Wing on at 1st power reduction; off at FAF, but can be Vapp>VLS+5 unless CONFIG 3 with ice accretion, then used to landing if severe icing conditions Vapp>VLS+10 Lose electrics ENG valves fail open, wing close Oxygen passenger SYS ON signal sent to activate doors Probe/window heat auto on with 1 ENG and in flight PBE good for 15 minutes Anti ice FAULT is disagreement (wing also low press) Cargo heat HOT AIR FAULT - duct overheat Cargo Smoke with cargo doors open, notify ground crew. GPWS ESCAPE PF, PM CALLOUTS 1 bottle and SMOKE will remain on THRUST TOGA Calls - MECH sounds external horn until reset, EMER is ROLL- A/P disc, roll wings level 6 bells (3 high-low chimes) PITCH Rotate to full back sidestick Rain repellant inhibited on GND with engines stopped CONFIGURATION Verify speed brakes in; do not On the ground computer reset, for abnormal behavior, alter until terrain clearance assured, climb to safe alt. see supplemental normal procedures (POH 4-9) PM verify actions, CALL OUT FLIGHT PATH AND MSA IS __ Thunderstorms T/O <1000' AGL, 3nm WINDSHEAR (Reactive warning, windshear, SAT> 0o 10nm/20nm downwind windshear, windshear below 1,300' RA only) SAT< 0o 5nm clouds/20nm WINDSHEAR TOGA, set TOGA >38 oC/100oF Flaps 1+F at all times on ground ROLL-Wings level, unless terrain is a factor Confirmed QRH Items (6) thrust levers, engine PITCH- Rotate to (on T/O roll, no later than 2000' masters, ENG Fire PBS, Cargo Smoke DISCH PBS, IR remaining) SRS (if SRS n/a - 17.5o) with full back PBS/selectors, IDGs sidestick. Use a/p if engaged (no a/p if >prot) DUAL ENGINE FAILURE - QRH CONFIGURATION- verify speed brakes retracted, do ENG MODE SEL IGN, THR LEVERS - IDLE not alter until terrain clearance assured 300K (optimum relight speed, - 4.5 o pitch, 2 NM/1000') PM verify actions, CALL OUT FLIGHT PATH, PIREP to ATC EMER ELEC PWR (if EMER GEN not on) MAN ON Predictive caution, monitor radar display or warnings LANDING STRATEGY forced landing/ditching location windshear ahead (twice on t/o) and go around VHF 1/HF 1 ATC, FAC 1 OFF, then ON windshear ahead (on approach); reject <V1, TOGA if >V1, or normal G/A on approach TRAINING PURPOSES ONLY Predictive based on radar moisture movement <2300' Note - Italic print denotes Chapter 2 memory Item with alerts <1500' and caution/warnings <1200'.

CAT II/III APPROACH PF, PM CALLOUTS Initially Activate & confirm approach phase, Flaps 1, FLAPS 1, Flaps 2, FLAPS 2, cleared approach, select approach and 2nd A/P, CAT 3 Dual or CAT 3 Single or CAT 2, COURSE ALIVE, verify LOC *, GLIDESLOPE ALIVE, 1 dots Gear Down, GEAR DOWN, Flaps 3, Landing Checklist, FLAPS 3, G/S capture, Flaps Full, FLAPS FULL, verify G/S green, Set Missed Approach Altitude, auto 1,000, Stable, auto 500, STABLE, TARGET(REF + ___), SINK ___, 400' RA LAND GREEN/NO LAND GREEN, 100 ABOVE, Continuing, auto MINIMUMS, GoAround, TOGA or Landing, 20' RA idle, 10' RA levers to idle, touchdown reversers, SPOILERS, 1 (NO) REVERSE , NO AUTO-BRAKES, NO ROLLOUT, 80, idle rev, disc A/P>60 G/A if no LAND GREEN <350' or red autoland warning light on approach (200') or no FLARE at 40'. If autoland degraded >1000' OK if by 500', PERF APPR updated & captain aware. Prior to approach, disengage & engage other A/P 1st. Engine-out CAT IIIA(50' DH), procedures done >1,000' (320 Autoland CONF FULL) 1 ENG autoland, idle reverse OK if Xwind<15k RVR CAT IIIB DUAL AH 100' 600/600/Required Advisory 300/300/300(1 rvr may be temp inop) CAT IIIA DUAL AH 100', SINGLE DH 50' 700/700/Required Advisory CAT II 1200/Advisory/Required Advisory (Mid) 1600/Advisory/Advisory Canada CAT III DUAL AH 100',SINGLE DH 50' 600/600/Required Advisory CAT II 1200/700/ GO AROUND PF, PM CALLOUTS Go-Around, TOGA, TOGA SET, Go Around Flaps, FLAPS___, verify MAN TOGA-SRS-GA TRK, POSITIVE RATE, Gear Up, GEAR UP, Advise ATC, 100'AFE Autopilot 1(2), 400'AFE Heading __(NAV), LVR CLB flashing, Climb, CLIMB SET, F speed Flaps 1, FLAPS 1, S speed Flaps Up, After Takeoff Checklist, FLAPS UP, disarm spoilers OTHER APPROACHES Non-precision use A/P 2 only Cat I <4000 RVR, A/P required LNAV/VNAV use DA (LPV N/A) LNAV & VOR use MDA+50' (unless note authorizes users VNAV DA(H) in lieu of MDA(H)). G/A if > +5o VOR raw data or if RNAV, when both GPS prim lost, or both NAV accuracy downgrade (if only 1, use other autopilot). RNAV/VOR A/P & F/D must be used. If both A/P fail or 1 ENG, manual F/D RNAV/VOR authorized only if no ILS available. 1 ENG - no A/P in FINAL APP, NAV/VS, NAV/FPA LDA with G/S coded as LOC. Use ILS procedures, G/S must be operative ASR If radar page not available, give controller category, request visibility minimum and recommended altitudes on final. Published MDA should be rounded up to the nearest 100' and set in FCU as adjusted MDA Category C; if >140K or 321, then CAT D Adjust minimums if SAT < -30 oC ECAM & WARNINGS ECAM underline-independent, box-primary, * secondary If t/o memo not displayed after #2 started, select t/o configuration pb(overrides memo timer delay) RCL for 3 sec. shows previous cleared or cancelled On BAT only will still have EMER CANC, ALL, CLR, STS, RCL. GPWS TERR is based on position on a database map, no radar or radio alt. Independent of GWPS SYS control. GPWS pull up or terrain at night or IMC - do escape TCAS RA - promptly A/P off, F/Ds off (PM), notify ATC, adjust V/S to stay in green area. Respect stall, GPWS, W/S. On approach, with CLIMB or INCREASE CLIMB, G/A