Hats A320 QRH

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321 SUPPLEMENTARY PROCEDURES -
FLIGHT CREW
OPERATING MANUAL SUPPLEMENTARY PROCEDURES MENU
SUPPLEMENTARY PROCEDURES
Applicable to: ALL
Ident.: PRO-NOR-SUP-SUP-SUP-00-00020244.0001001 / 17 MAR 17
ADVERSE WEATHER
[SUP] AIRFRAME DEICING/ANTI-ICING PROCEDURE ON GROUND (Refer to procedure)
[SUP] GROUND OPERATIONS IN COLD WEATHER CONDITIONS (Refer to procedure)
[SUP] GROUND OPERATION IN HEAVY RAIN (Refer to procedure)
[SUP] MINIMUM SPEED WITH ICE ACCRETION (Refer to procedure)
[SUP] OPERATIONS ON CONTAMINATED AIRPORTS (Refer to procedure)
[SUP] OPERATIONS WITH VOLCANIC ASH, SAND OR DUST (Refer to procedure)
[SUP] SECURING THE AIRCRAFT FOR COLD SOAK (Refer to procedure)
[SUP] FOR DRAINING WATER PROCEDURE (Refer to procedure)
[SUP] WATER SYSTEM DRAINING (Refer to procedure)
COMMUNICATION
[SUP] VHF, HF UTILIZATION (Refer to procedure)
ENGINE
[SUP] MANUAL ENGINE START (Refer to procedure)
[SUP] ENGINE START WITH EXTERNAL PNEUMATIC POWER (Refer to procedure)
[SUP] CROSSBLEED ENGINE START (Refer to procedure)
[SUP] ENGINE START VALVE MANUAL OPERATION (Refer to procedure)
[SUP] ENGINE VENTILATION (DRY CRANKING) (Refer to procedure)
[SUP] ONE ENGINE TAXI (Refer to procedure)
FUEL
[SUP] REFUELING (Refer to procedure)
[SUP] REFUELING WITH ONE ENGINE RUNNING (Refer to procedure)
[SUP] GROUND FUEL TRANSFER (Refer to procedure)
[SUP] DEFUELING (Refer to procedure)
LANDING GEAR
[SUP] OPERATION WITH NOSEWHEEL STEERING OFFSET (Refer to procedure)
[SUP] FLIGHT WITH GEAR DOWN (Refer to procedure)
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SUP P 1/2

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321 SUPPLEMENTARY PROCEDURES -
FLIGHT CREW
OPERATING MANUAL SUPPLEMENTARY PROCEDURES MENU
MISCELLANEOUS
[SUP] MISCELLANEOUS (Refer to procedure)
NAVIGATION
[SUP] INSERTION OF APPROACH MINIMA (Refer to procedure)
SURVEILLANCE
[SUP] AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST (ADS-B) (Refer to procedure)
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SUP P 2/2

FCOM ←A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - ADVERSE WEATHER
OPERATING MANUAL
AIRFRAME DEICING/ANTI-ICING PROCEDURE ON GROUND

Applicable to: ALL
Ident.: PRO-NOR-SUP-ADVWXR-A-00020694.0001001 / 21 MAR 17
BEFORE FLUID SPRAYING

In all situations, it is the captain’s responsibility to decide if the ground crew must deice/anti-ice the
aircraft, and/or if additional deicing/anti-icing treatment are required.
CAUTION ‐ Make sure that the low or high-pressure ground connectors do not supply any
external air to the aircraft.
‐ If it is necessary for the ground crew to repeatedly anti-ice the aircraft, they
must deice the surfaces with a hot fluid mixture before applying a new layer of
anti-icing fluid.
COMMUNICATION WITH GROUND CREW..................................................................ESTABLISH
L2
Establish communication with the crew that will apply the procedure.
L1 DEICING/ANTI-ICING FLUIDS TYPE......................................................... CHECK APPROPRIATE
L2
Check that the ground crew uses the correct deicing/anti-icing fluids, in accordance with the
applicable operator requirements and aircraft maintenance manual (AMM).
L1 DO NOT START THE ENGINES DURING FLUID SPRAYING
L2
Engines and APU can be either stopped or running during deicing/anti-icing.
L1
CAUTION ‐ The ground crew should take care when spraying deicing fluid, and make sure
that the engines and APU do no ingest any fluid.
‐ Do not move flaps, slats, ailerons, spoilers or elevators if they are not free of
ice.
‐ Always ensure that both left and right side of the aircraft receive the same
complete and symmetrical deicing/anti-icing treatment.
L2
Note: In case of frost formation on one or several areas of the wing, the Captain can request a
local deicing application only on the affected areas. The Captain shall take care that both
wings receive the same symmetrical treatment, even if frost formation does not affect
both wing symmetrically. For more information, refer to AMM.
L1 CAB PRESS MODE SEL............................................................................................CHECK AUTO
ENG 1 BLEED............................................................................................................................. OFF
ENG 2 BLEED............................................................................................................................. OFF
APU BLEED.................................................................................................................................OFF
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 1/14

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
DITCHING pb................................................................................................................................ ON
L2 Outflow valve, pack valves, and avionic ventilation inlet and extract valves close.
This prevents deicing/anti-icing fluid from entering the aircraft. Avionic ventilation is in a closed
circuit with both fans running. In view of the low OAT, there is no time limit for this configuration.
L1 Note: For passenger comfort reason, it is not recommended to operate on ground with both
PACKS set to OFF for more than 20 min.
Note: If the “VENT AVNCS SYS FAULT” alert appears, reset the AEVC circuit breaker at the
end of the aircraft deicing/anti-icing procedure.
AIR COND/AVNCS VENT/CTL D06 on 49VU.
AIR COND/AVNCS/VENT/MONG Y17 on 122 VU.
THRUST LEVERS.........................................................................................................CHECK IDLE
“AIRCRAFT PREPARED FOR SPRAYING”........................................... INFORM GROUND CREW
Ident.: PRO-NOR-SUP-ADVWXR-A-00002311.0001001 / 20 SEP 16
UPON COMPLETION OF THE SPRAYING OPERATION

DITCHING pb...............................................................................................................................OFF
OUTFLOW VALVE......................................................................................................CHECK OPEN
On the ECAM PRESS page, confirm that the outflow valve indication reaches the open green
position to avoid any unexpected aircraft pressurization.
ENG BLEED 1 + 2........................................................................................................................ ON
PITOTS and STATICS (ground crew)....................................................................................CHECK
CAUTION When the OAT is low (below -5 °C) during snow/freezing rain precipitations ,
melted snow or raindrops may drip from the cockpit windshields and freeze on
the fuselage below. This could create ice build up on the forward fuselage that
could possibly disturb the airflow around the static/pitot/angle-of-attack probes,
and result in unreliable air data measurements during takeoff. Therefore, during
taxi out before takeoff, beware of this possible build up of ice. The area around
static/pitot/angle-of-attack probes must be free of ice/snow before starting takeoff.
GROUND EQUIPMENT...................................................................................................... REMOVE
DEICING/ANTI-ICING REPORT.......................................................................................RECEIVED
The information from ground personnel, who performed the deicing/anti-icing and post-application
check, must include (ANTI-ICING CODE):
• Type of fluid used
• The mix ratio of fluid to water (for example 75/25)
• When the holdover time began.

FCOM ←A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
 At least 5 minutes after completion of spraying operation:

APU BLEED.................................................................................................................AS RQRD
Note: There is a risk of de-icing fluid ingestion by the APU air intake, resulting in specific
odors, or smoke warnings. Therefore:
‐ Keep the APU running with the APU BLEED OFF for 5 min after spraying
completion before setting the APU BLEED to ON (if required),
‐ Consider APU BLEED OFF for takeoff.
NORMAL PROCEDURE..................................................................................................... RESUME

Apply appropriate normal procedures. Pay special attention to the flight control check. In freezing
precipitation, perform the appropriate checks to evaluate aircraft icing. Base the decision on
whether to takeoff, or to re-protect the aircraft, on the amount of ice that has built up on the critical
surfaces since the last deicing/anti-icing, as revealed by a personal inspection from the inside and
outside of the aircraft. Make this inspection before the holdover time expires, or just before takeoff.
GROUND OPERATIONS IN COLD WEATHER CONDITIONS

Applicable to: ALL
Ident.: PRO-NOR-SUP-ADVWXR-B-00020703.0001001 / 21 MAR 17
GENERAL
For ground operations on contaminated runways, Refer to PER-TOF-CTA-10 GENERAL and
Refer to PRO-NOR-SUP-ADVWXR General.
The following procedures supplement the normal operating procedures.
SAFETY EXTERIOR INSPECTION

PROTECTIVE COVERS...................................................................................................REMOVED
APU INTAKE.............................................................................CHECK FREE OF SNOW AND ICE
PACKS INLET/OUTLET DOORS..............................................CHECK FREE OF SNOW AND ICE
OUTFLOW VALVES................................................................. CHECK FREE OF SNOW AND ICE
PRESSURE RELIEF VALVES.................................................. CHECK FREE OF SNOW AND ICE
ABOVE ITEMS.............................................................................................DEICE IF NECESSARY
PRELIMINARY COCKPIT PREPARATION

PRELIMINARY COCKPIT PREPARATION - SOP.......................................................COMPLETED
L2
APU is started and the air conditioning is on.

FCOM ← A to B → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Note: ‐ Ground power should be used to start the APU if the OAT is -15 °C (5 °F) or below.
‐ With cockpit temperatures below -15 °C (5 °F), the display units may not be available.
L1
 If the avionics bay is cold soaked:
L2
The aircraft was parked without electrical ground supply or without air conditioning.
L1 IRS...........................................................................................................INITIATE ALIGNMENT
L2
For temperatures at or below -15 °C (5 °F) in the avionics bay, the IRS alignment requires
15 min.
L1 WINDSHIELD AND UPPER COCKPIT FUSELAGE.....................................ICE/SNOW REMOVED
CAUTION With ice or snow accumulated on the windshield and/or the upper cockpit
fuselage, and if the PROBE/WINDOW HEAT is on, melted ice or snow running
down from these areas could re-freeze on the fuselage area below, if the
temperature is very low. This could create ice build-up on the forward fuselage
that could possibly disturb the airflow around the static/pitot/angle-of-attack
probes.
PROBE COVERS............................................................................................... CHECK REMOVED
L2
Ensure that the probe covers are removed in order to prevent the covers from melting.
L1 PROBE/WINDOW HEAT...............................................................................................................ON
EXTERIOR WALKAROUND
SURFACES ............................................................... CHECK FREE OF FROST, ICE AND SNOW
L2
Check critical surfaces: leading edges, upper wing surfaces, vertical and horizontal stabilizers, all
control surfaces, slats and flaps.
Note: Thin hoarfrost is acceptable on the upper surface of the fuselage. Refer to
LIM-ICE_RAIN Definition of Thin Hoarfrost
On the underside of the wing tank areas, a maximum layer of 3 mm (0.125 in) of frost is
acceptable.
L1 LANDING GEAR......................................................... CHECK FREE OF FROST, ICE AND SNOW
L2
Check gear assemblies, lever locks, tires and doors
L1 ENGINES....................................................................CHECK FREE OF FROST, ICE AND SNOW
L2
Check inlets, inlet lips, fans, spinners, fan exhaust ducts, reversers assemblies.
L1 ENGINE FANS.........................................................................................CHECK FREE ROTATION

FCOM ←B→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
L2
Check that engine fans are not stuck and can rotate freely.
L1 DRAINS, BLEEDS, PROBES......................................CHECK FREE OF FROST, ICE AND SNOW
L2
Probes: pitot tubes, static ports, TAT sensors and AOA sensors.
L1 FUEL TANK VENTS................................................... CHECK FREE OF FROST, ICE AND SNOW
RADOME.................................................................... CHECK FREE OF FROST, ICE AND SNOW
WATER SUPPLIES............................................................ CHECK NOT FROZEN AND REFILLED
L2
Commercial water supplies should have been previously emptied prior to aircraft cold soak.
AFTER START
 After first engine start:
PROBE/WINDOW HEAT....................................................................................................AUTO
L2
Heating will continue to operate automatically.
L1 NORMAL PROCEDURE...............................................................................................RESUME
GROUND OPERATIONS IN HEAVY RAIN

Ident.: PRO-NOR-SUP-ADVWXR-00020720.0001001 / 21 MAR 17
Applicable to: ALL
On ground (Aircraft taxiing or parked) in case of heavy rain, water may enter the avionics ventilation
system via the skin air inlet valve.
 When on ground:
EXTRACT...............................................................................................................................OVRD
L2
This closes the skin air inlets, preventing rainwater from entering the avionics bay.
L1 PACK 1 ON......................................................................................................................... CHECK
PACK 2 ON......................................................................................................................... CHECK
L2
Air conditioning compensates the avionics cooling reduction when the skin air inlet is closed.
L1
 If air conditioning not available:
L2
When the aircraft avionics are powered, closing the skin air inlet valve reduces avionics
cooling capability. With air conditioning not available, the reduced cooling is efficient for a
limited period of time, depending on the outside temperature.

FCOM ← B to C → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
L1
Aircraft should not remain powered more than:
‐ OAT ≤ 39 °C (102 °F): no limit
‐ 39 °C (102 °F ) < OAT ≤ 45 °C (113 °F): 3 h
‐ 45 °C (113 °F) < OAT: 30 min
 After takeoff:
EXTRACT............................................................................................................................... AUTO
MINIMUM SPEED WITH ICE ACCRETION

Applicable to: ALL
Evidence of ice accretion can be ice on the visual indicator (between the two cockpit windshields) or
on the windshield wipers.
CAUTION Extended flight in icing conditions with the slats extended should be avoided.
 If wing anti ice is operative:
 In CONF clean, 1, 2 or 3:
MIN SPEED: VLS + 10 kt
 In CONF FULL:
MIN SPEED: VLS + 5 kt
The minimum speed takes into account ice accretion on non-heated structure.
 If wing anti ice is not operative:
MIN SPEED: VLS + 10 kt/GREEN DOT
The minimum speed takes into account ice accretion on the entire airframe when anti-ice is
inoperative.
OPERATIONS ON CONTAMINATED AIRPORTS

Applicable to: ALL
Ident.: PRO-NOR-SUP-ADVWXR-C-00020729.0001001 / 21 MAR 17
GENERAL
If the ground surfaces are not contaminated but the weather corresponds to icing conditions with
falling rain, slush or snow, anticipate a probable resulting runway/surfaces contamination.
There is a low probability of fluid ingestion by the engines which should anyway not degrade the
safety. The risk of ingestion is independent of the depth of the contaminant.

FCOM ← C to E → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
SPURIOUS ALERTS
The radio altimeter indication may fluctuate on contaminated surfaces and trigger auto callouts or
GPWS warnings. These alerts can be disregarded.
Note: Spurious GPWS warnings may trigger at the apron, during taxi, takeoff and landing runs.
The radio altimeter may also not compute valid data:
‐ On surfaces covered with snow, ice or deicing fluid, and/or
‐ Due to deicing fluid on the antenna.
Note: As a result, the "NAV RA 1(2)(1+2) FAULT" ECAM alert may be triggered. This alert may
disappear when the radio altimeter provides valid data again, when:
‐ The aircraft is on a non-contaminated surface, or
‐ The antenna is cleaned, or
‐ A period of time elapses after deicing, allowing the fluid covering the antenna to dry. The taxi
time between deicing spot and holding point may be sufficient.
In case of invalid LGCIU information, disregard the following alerts if triggered:
‐ ENG DUAL FAILURE
‐ ANTI-ICE CAPT(F/O) TAT FAULT
‐ L/G SHOCK ABSORBER FAULT
PARKING
 After engine shutdown and before shutting down electrical supply:
FLAPS/SLATS............................................................. CONFIRM FREE OF CONTAMINATION
L2
Perform a visual inspection to determine if the flaps/slats mechanism is free of contamination.
If necessary, perform decontamination.
L1 YELLOW ELEC PUMP pb......................................................................................................ON
BLUE ELEC PUMP pb.......................................................................................................AUTO
BLUE PUMP OVRD pb.......................................................................................................... ON
SLATS/FLAPS............................................................................................................. RETRACT
L2 Monitor slats/flaps retraction on ECAM upper display.
L1
 When slats and flaps are retracted:
YELLOW ELEC PUMP pb..............................................................................................OFF
BLUE PUMP OVRD pb.................................................................................................. OFF
NORMAL PROCEDURE........................................................................................ RESUME

FCOM ←E 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
OPERATIONS WITH VOLCANIC ASH, SAND OR DUST

Applicable to: ALL
Ident.: PRO-NOR-SUP-ADVWXR-G-00020733.0001001 / 21 MAR 17
PRELIMINARY COCKPIT PREPARATION

APU................................................................................................................................. AVOID USE
L2 Request ground power for air conditioning and electricity. If ground power is not available, the APU
should be used only to start the engines.
L1 WINDSHIELD WIPERS............................................................................................... DO NOT USE
L2 Do not use the windshield wipers to remove ash, sand or dust.
L1
 For takeoff performance:
BRAKING PERFORMANCE MAY BE DEGRADED
L2
A layer of volcanic ash, sand or dust on the runway may degrade the braking efficiency.
EXTERIOR WALKAROUND
SURFACES AND EQUIPMENT.........................................................CHECK FREE OF DEPOSITS
L2 Ground maintenance should remove ash, sand or dust that has settled on exposed lubricated
surfaces and could penetrate seals or enter the engine gas path, air conditioning system, air data
probes, access doors and panels and other orifices on the aircraft.
L1 ENGINE/APU INLETS....................................................................... CHECK FREE OF DEPOSITS
L2
Inspect the inlets and order them cleaned of deposit. Have the area within 8 m (25 ft) of the engine
inlet cleaned of volcanic ash, as much as practical.
ENGINE START
Use external pneumatic supply, if available, to start the engines. Refer to PRO-NOR-SUP-ENG
Engine Start with External Pneumatic Power.
ENGINE.................................................................................................................................. CRANK
L2 Before starting the engines, ventilate them by dry cranking at maximum motoring speed for two
minutes. This will blow away any contaminant ash that may have entered the booster area.

FCOM F→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
TAXI
ONE ENGINE TAXI...........................................................................................DO NOT PERFORM
L2 Minimize the thrust during taxi.
L1 ENG 1 BLEED............................................................................................................................. OFF
ENG 2 BLEED............................................................................................................................. OFF
L2
Keep engine bleed valves closed for taxiing, especially in volcanic ash.
L1 FOR 180 ° TURN ON RUNWAY: INITIATE THE TURN DOWNWIND
L2
In order to prevent ash, sand or dust ingestion.
TAKEOFF
ASH, SAND OR DUST..................................................................................... ALLOW TO SETTLE
L2 Allow ash, sand or dust to settle on runway before starting the takeoff roll.
L1 PACK OFF TAKEOFF..................................................................................................... CONSIDER
L2 This will prevent air conditioning system contamination.
L1 ROLLING TAKEOFF........................................................................................................CONSIDER
AFTER TAKEOFF
MINIMIZE TIME IN SAND OR DUST CLOUD
L2 Climb to quickly exit the sand/dust cloud. If possible, altitude constraints may be disregarded in
coordination with ATC.
L1 ENG 1 BLEED...............................................................................................................................ON
ENG 2 BLEED...............................................................................................................................ON
IN FLIGHT
AVOID ASH, SAND OR DUST CLOUD
 If sand or dust cloud encounter:
MINIMIZE TIME IN SAND OR DUST CLOUD
L2 If possible and in coordination with ATC, adapt flight path (route and altitude) to exit the cloud.
L1
 If ash cloud encounter:
VOLCANIC ASH ENCOUNTER PROCEDURE............................................................... APPLY

FCOM ←F→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Refer to PRO-ABN-MISC [QRH] VOLCANIC ASH ENCOUNTER .

DESCENT PREPARATION
AUTOLAND RECOMMENDED
L2 Deposits on the windshield and landing lights may significantly reduce visibility during approach
and landing. Consider a diversion to an airport where autoland is possible.
L1
 For landing performance:
CONSIDER IDLE REVERSE
BRAKING PERFORMANCE MAY BE DEGRADED
L2 A layer of volcanic ash, sand or dust on the runway may degrade the braking efficiency.
DESCENT
AVOID LEVEL FLIGHT IN ASH, SAND OR DUST CLOUD
If possible and in coordination with ATC, perform holding patterns and last level off before final
descent outside of the cloud.
LANDING
 Before Landing:
ENG 1 BLEED...................................................................................................................... OFF
ENG 2 BLEED...................................................................................................................... OFF
PACK 1 and 2..................................................................................................... AS REQUIRED
L2 Consider to set the packs OFF in order to avoid contamination of the air conditioning system.
L1
 During Landing:
REVERSERS.......................................................................................................AS REQUIRED
L2 If it appears that maximum reverse thrust is needed, apply reverse thrust when the main
landing gear touches down. Limit the use of reverse thrust as much as possible, because
reverse flow may throw up ash, sand or dust and impair visibility.
AFTER LANDING
ONE ENGINE TAXI...........................................................................................DO NOT PERFORM
L2 Minimize thrust during taxi.
L1 APU................................................................................................................................. AVOID USE

FCOM ←F→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
FOR 180 ° TURN ON RUNWAY: INITIATE THE TURN DOWNWIND

SECURING THE AIRCRAFT

If the aircraft is parked at an airport covered with volcanic ash, sand or dust, install engine inlet
covers and other protective covers and plugs.
In addition:
 After switching off all bleeds and before switching off the electrical AC power:
DITCHING pb..........................................................................................................................ON
L2 This closes the outflow valve, pack valves and avionics ventilation inlet and extract valves.
L1
 After switching off the electrical AC power and the batteries:
DITCHING pb........................................................................................................................ OFF
L2 All the applicable valves will open at the next power-up.
L1 PROTECTIVE COVERS................................................................................................INSTALL
L2
Request ground crew to install protective covers and plugs, in order to protect the aircraft and
engines from volcanic ash, sand or dust.
L1 LOGBOOK......................................... REPORT ASH, SAND OR DUST CLOUD ENCOUNTER
SECURING THE AIRCRAFT FOR COLD SOAK

Applicable to: ALL
WHEN SECURING THE AIRCRAFT

 After switching off all bleeds and before switching off the electrical AC power:
DITCHING pb ........................................................................................................................ ON
L2 This closes the outflow valve, pack valves and avionics ventilation inlet and extract valves.
L1
 When the chocks are in place:
PARKING BRAKE pb .......................................................................................................... OFF
L2 Releasing the parking brake prevents the brakes from freezing.
L1
 After switching off the electrical AC power and the batteries:
DITCHING pb .......................................................................................................................OFF
L2 All the applicable valves will open at the next power-up.
L1 PROTECTIVE COVERS................................................................................................INSTALL
L2 Request ground crew to install protective covers and plugs, in order to protect the wheels, the
engines and the probes from snow and ice.

FCOM ← F to G → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
L1 WATER SYSTEM DRAINING.....................................................................................REQUEST

L2 Request maintenance actions to drain the water system for cold soak prevention purposes.
Refer to PRO-NOR-SUP-ADVWXR Water System Draining.
FOR DRAINING WATER PROCEDURE

Applicable to: ALL
Ident.: PRO-NOR-SUP-ADVWXR-D-00002313.0001001 / 21 MAR 17
INTRODUCTION
This procedure uses electrical power.
ACCESS PLATFORM(S)......................................................................................PUT IN POSITION

SHUTOFF VALVE IN GALLEYS/TOILETS................................................................ CHECK OPEN
FWD/AFT ACCESS PANEL DOORS.......................................................................................OPEN
DRAIN PORT CAPS........................................................................................................... REMOVE
Remove drain port caps on forward drain and aft service panels.
DRAIN HOSES..................................................................................................................CONNECT
Connect drain hoses to :
• the drain port on the forward drain panel.
• the full/drain port on the aft service panel.
ON THE FORWARD DRAIN PANEL

DRAIN CONTROL HANDLE...........................................................................................TURN LEFT
Turn the control handle to drain.

FCOM ← G to H → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
ON THE AFT SERVICE PANEL

FILL/DRAIN CONTROL HANDLE.....................................................TURN TO “DRAIN” AND PULL
Turn the handle to the “DRAIN” position and pull it out to its mechanical stop to drain.
The indicator light comes on.
WHEN THE WATER SYSTEM IS DRAINED

In freezing conditions, the drain valves must stay open to prevent damage to the system. Do not
put on the caps and leave the access door open.
DRAIN HOSES............................................................................................................DISCONNECT
PANELS................................................................................................................ CLEAN AND DRY
ACCESS PLATFORM(S).................................................................................................... REMOVE
WATER SYSTEM DRAINING

Applicable to: ALL
Drain the water system, if the OAT requires it, as shown below :
Configuration
Cabin Exposure time Water tank drain
Air Conditioning Outside Air Temperature
temperature
ON Above Between 0 °C and -15 °C (32 °F and None
Not required
10 °C 5 °F)
(50 °F) Below -15 °C (5 °F) 1 h 15 min
OFF Between 0 °C and -7 °C (32 °F and 1 h 30 min
19.4 °F)
Required
Between -7 °C and -15 °C (19.4 °F and 0 h 30 min
5 °F)
Below -15 °C (5 °F) Any

FCOM ← H to I 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Intentionally left blank

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - COMMUNICATION
OPERATING MANUAL
VHF, HF UTILIZATION
Applicable to: ALL
Ident.: PRO-NOR-SUP-COM-A-00002210.0001001 / 21 MAR 17
Note: 1. Reception of some frequencies could be noisy, on one or more VHFs. In such cases, try
selecting an unaffected one.
2. If two frequencies are closer than 2 MHz (between VHF1 and 2, or between VHF3 and
2), or closer than 6 MHz (between VHF1 and 3), some interference may occur.
Ident.: PRO-NOR-SUP-COM-A-00002211.0002001 / 22 MAR 17
TUNING
The pilot should normally use his onside RMP to tune any one of the VHF or HF radios. If the SEL
lights come on, when tuning the radio, the pilot should turn them off by selecting the appropriate
radio system dedicated to his RMP.
ON/OFF switch................................................................................................................ CHECK ON

VHF or HF key....................................................................................................................... PRESS
The green light comes on.
ACTIVE and STBY/CRS windows display active and preset frequencies, respectively.
Note: When an RMP tunes a transceiver that is normally associated with another RMP, the
SEL lights on both RMPs come on.
TO CHANGE FREQUENCY
Rotating knob........................................................................................................................ TURN
Make the STBY/CRS window display the new frequency.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-COM P 1/4

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Outer knob is for units, inner knob for decimals.

Transfer key........................................................................................................................ PRESS
This interchanges the ACTIVE and STBY frequencies.
The receiver is now tuned to the new ACTIVE frequency.
AM key (if necessary).........................................................................................................PRESS
Green light comes on.
SEL lt......................................................................................................................... CHECK OFF
If SEL light is on, select the appropriate radio systems dedicated to the on side RMP.
FAILURE CASES
When an RMP fails :
‐ The affected RMP no longer controls the selected receiver.
‐ The frequency displays disappear and the green VHF or HF lights go out.
Affected RMP........................................................................................................... SWITCH OFF
One RMP can control all receivers.
• if RMP 1 fails tune VHF 1 through RMP 3
• if RMP 2 fails tune VHF 2 through RMP 3
• if RMP 3 fails tune, HF1  through RMP 1, HF2  through RMP 2
• if two RMP’s fail, tune all receivers through the remaining RMP.
Ident.: PRO-NOR-SUP-COM-A-00002212.0004001 / 03 JAN 11
TRANSMISSION AND RECEPTION

Note: If the VHF3 VOICE DIRECTORY page is customized with user frequencies:
‐ Use it as a pure directory
‐ Do not press the key adjacent to the desired frequency for direct turning
‐ VHF3 in VOICE mode should either be tuned using the MANUAL FREQ field, or using
the RMP.

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
VHF or HF transmission key.................................................................................................. PRESS

Green bars on the selected system key light up.
Microphones and PTT command are connected to the selected system.
VHF or HF reception key....................................................................................................... PRESS
The integrated white light comes on.
The receiver brings in the selected system.
To adjust the volume, turn the key.
Note: Do not use VHF 3 for communications with ATC, if ACARS is installed, unless VHF 1 and
VHF 2 are inoperative.

FCOM ←A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - ENGINES
OPERATING MANUAL
MANUAL ENGINE START

Applicable to: ALL
Ident.: PRO-NOR-SUP-ENG-A-00009443.0002001 / 21 MAR 17
Pilots normally use automatic starting to start an engine.

However, manual starting is recommended in the following cases :
‐ After aborting a start, because of :
• Engine stall, or Engine EGT overlimit, or LO START AIR PRESS, or No N1 rotation, or Hung
start.
‐ When expecting a start abort, because of :
• Degraded bleed performance, due to hot conditions, or at a high-altitude airfields.
• An engine with a reduced EGT margin, in hot conditions, or at a high-altitude airfields.
• Marginal performance of the external pneumatic power group.
• Tailwind greater than 10 kt
Starting in tailwind may fail due to N1 counterrotation, hot gas black flow. Fuel should be set to
ON at N2 max motoring speed, provided N1 has stopped, and turn clockwise. (confirmation by
the ground crew).
Ident.: PRO-NOR-SUP-ENG-A-00020858.0048001 / 17 MAR 17
MANUAL ENGINE START PROCEDURE

Note: During a manual engine start, if the flight crew suspects an engine start malfunction, or
if an engine-related ECAM alert is triggered, the PF must abort the start sequence as
follows:
‐ Before the PF sets the ENG MASTER lever to ON, the PF must set the ENG MAN
START pb-sw to OFF
‐ After the PF sets the ENG MASTER lever to ON, the PF must set the ENG MASTER
lever to OFF, and then the ENG MAN START pb-sw to OFF.
In that case, the flight crew should consider a dry crank cycle of the affected engine
before they perform another start attempt (Refer to PRO-NOR-SUP-ENG Engine
Ventilation (Dry Cranking)).
Then, in the case of an ECAM alert, the PF must announce "ECAM actions", in
accordance with the ECAM management philosophy.
THR LEVERS..............................................................................................................................IDLE
CAUTION The engines start regardless of the thrust lever position. If the thrust levers are not
set to IDLE, the thrust rapidly increases to the corresponding thrust lever position,
causing a hazardous situation.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ENG P 1/10

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
ENG MODE sel........................................................................................ NORM THEN IGN/START

L2 The lower ECAM displays the engine page.
L1
Note: If both engines are started manually, the following procedure applies one engine at a
time.
 When all engines parameters (except N1 and N2) are available on the upper ECAM
display (no amber crosses displayed):
ENG MAN START pb-sw....................................................................................................... ON
START VALVE...................................................................................................CHECK IN-LINE
OIL PRESS INCREASE.................................................................................................. CHECK
N2 INCREASE................................................................................................................. CHECK
 If the N2 does not reach 16 %:
PACK VALVES..........................................................................................CHECK CLOSED
 If the APU bleed is used for engine start and the pack valves are closed, shed
the APU electrical loads as follows:
L2
Shedding APU electrical loads enables to increase bleed air pressure.
L1 GALY & CAB............................................................................................................OFF
 If needed, shed also:
BLUE ELEC PUMP (on ground only)................................................................OFF
FUEL X FEED..................................................................................................... ON
FUEL PUMPS (except R TK PUMP 2)............................................................. OFF
BLOWER....................................................................................................... OVRD
CAB FANS.........................................................................................................OFF
 If additional shedding is required:
HYD ENG PUMP........................................................................................ OFF
Return the hydraulic engine pump to ON for second engine start, to permit
PTU auto test.
 When N2 reaches the maximum motoring speed (16 % minimum) and 30 s after
selection of the ENG MAN START pb-sw:
Note: The maximum motoring speed is reached when a significant decrease in N2
acceleration is observed.
Do not attempt to start unless N2 is at least 16 %.

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
In hot weather conditions (OAT at or above 40 °C / 104 °F):

‐ If the residual EGT is above 100 °C, perform a 2 min dry crank in order to reduce the
residual EGT to the minimum achievable. Refer to PRO-NOR-SUP-ENG Engine Ventilation
(Dry Cranking). Following the dry crank if the residual EGT is below 250 °C, the manual
start can be attempted after a 15 s wait time for starter lubrication.
‐ Starting with a residual EGT above 250 °C is not recommended.
ENG MASTER........................................................................................................................ ON
CHRONO.......................................................................................................................... START
L2 The PM starts the timing in order to monitor the light-up duration.
L1 IGNITERS A AND B................................................................................................. CHECK ON
FUEL FLOW INCREASE.................................................................................................CHECK
L2 With current EEC standard, fuel flow indication spiking occurs at fuel on.
L1
 20 s maximum after fuel flow increase:
EGT INCREASE.............................................................................................................. CHECK
N1 INCREASE (before 34 % N2)....................................................................................CHECK
If the electrical power supply is interrupted during the start sequence (indicated by the loss of
ECAM displays), abort the start by setting the ENG MASTER lever to OFF. Then perform a
30 s dry crank Refer to PRO-NOR-SUP-ENG Engine Ventilation (Dry Cranking).
 When N2 reaches 43 %:
IGNITERS A AND B (at 43 % N2)..........................................................................CHECK OFF
START VALVE (slightly above 43 % N2)................................................. CHECK CROSS LINE
MAIN ENG PARAMETERS.............................................................................CHECK NORMAL
SECONDARY ENG PARAMETERS............................................................... CHECK NORMAL
L2 The gray background on the N2 indication disappears.
L1 ENG MAN START pb-sw......................................................................................................OFF
ENG MODE sel................................................................................................................. NORM
 When no other engine requires to be started manually:
SHEDDED SYSTEMS.......................................................................................... RESTORE
SOP - ENGINE START..........................................................................................RESUME
ENGINE START WITH EXTERNAL PNEUMATIC POWER

Ident.: PRO-NOR-SUP-ENG-00020859.0001001 / 17 MAR 17
Applicable to: ALL
 Before connecting external pneumatic power :

PACK 1......................................................................................................................................OFF

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
PACK 2......................................................................................................................................OFF
L2
Packs are selected off to prevent any possible contamination of the packs by the external
pneumatic power.
L1 APU BLEED.............................................................................................................................. OFF
ENG 1 BLEED.......................................................................................................................... OFF
ENG 2 BLEED.......................................................................................................................... OFF
X BLEED................................................................................................................................ OPEN
EXTERNAL PNEUMATIC POWER CONNECTION..............................................................REQUEST
 When cleared to start :
ENG 2...................................................................................................................................START
Note: As necessary, engine 1 can also be started by using the external pneumatic power.
If engine 1 is started first, check the brake ACCU pressure prior to engine start.
The minimum recommended starter air supply pressure is 25 PSI, when the start valve
is open.
Two external pneumatic power units may be used in parallel if necessary.
 After Engine 2 is started :
EXT PWR................................................................................................................. CHECK AVAIL
WARNING Disconnection of the external power with the EXT PWR pb-sw ON may cause
injury to the ground engineer. Request disconnection of the external power only
with the EXT PWR pb-sw AVAIL.
EXT PWR DISCONNECTION........................................................................................ REQUEST
Note: The external electrical power can be removed after the second engine start.
 If external pneumatic power is used to start engine 1 :
ENG 1...................................................................................................................................START
 When engine 1 is started:
EXTERNAL PNEUMATIC POWER REMOVAL....................................................... REQUEST
X BLEED..........................................................................................................................AUTO
ENG 1 BLEED......................................................................................................................ON
ENG 2 BLEED......................................................................................................................ON
PACK 1.................................................................................................................................ON
PACK 2.................................................................................................................................ON
 If the crossbleed engine start procedure is used to start engine 1 :
EXTERNAL PNEUMATIC POWER REMOVAL..............................................................REQUEST
PACK 1....................................................................................................................................... ON
PACK 2....................................................................................................................................... ON

FCOM ←B→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
ENG 2 BLEED............................................................................................................................ ON
CROSSBLEED ENGINE START PROC.............................................................................. APPLY
Refer to PRO-NOR-SUP-ENG Crossbleed Engine Start
CROSSBLEED ENGINE START

Applicable to: ALL
CAUTION Do not perform the crossbleed engine start procedure during pushback.
Simultaneous use of engine bleed supply and external pneumatic power supply is
prohibited.
One engine must be running in order to supply air for other engine start.
 Before second engine start :
APU BLEED.............................................................................................................................. OFF
L2 The BLEED valve of the supplying engine reopens and the cross bleed valve closes.
L1 ENG BLEED (supplying engine).................................................................................................ON
ENG BLEED (receiving engine)................................................................................................OFF
L2 The bleed valve of receiving engine is closed to avoid reverse flow leakage.
L1 X BLEED................................................................................................................................ OPEN
 When cleared to start :
AREA CLEAR OF OBSTACLES..................................................................................... CONFIRM
L2 Ensure increased power jet wake does not constitute any hazard to people or installation behind
the aircraft.
L1 THR LEVER (supplying engine).............................................. ADJUST FOR BLEED PRESSURE
Adjust thrust of supplying engine to obtain an engine bleed pressure of 30 PSI before start
initiation, and at least 25 PSI during the start sequence.
If the thrust required to obtain the appropriate engine bleed pressure exceeds 40 % N1, pay
particular attention to the surrounding area.
RECEIVING ENGINE........................................................................................................... START
Apply the normal engine start procedure.
 After start :
THR LEVER (supplying engine).............................................................................................. IDLE
X BLEED................................................................................................................................ AUTO
ENG BLEED (receiving engine)................................................................................................. ON
PACK 1....................................................................................................................................... ON
PACK 2....................................................................................................................................... ON

FCOM ← B to C 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
ENGINE START VALVE MANUAL OPERATION

Applicable to: ALL
BEFORE ENGINE START

Advise ground crew to prepare for manual engine start valve operation.
WARNING To ensure safety of the ground crew when starting an engine with manual
operation of the start valve, the flight crew should start the affected engine first.
ENGINE START
AUDIO CONTROL PANEL..........................................................................................................CAB
GROUND CREW CLEARANCE............................................................................................OBTAIN
 When the ground crew is ready:
“ENGINE 1(2) START”............................................................................................ ANNOUNCE
ENG MODE sel.........................................................................................................IGN/START
ENG MASTER........................................................................................................................ ON
“OPEN START VALVE AND KEEP OPEN”....................................................................ORDER
If not maintained in the OPEN position by the ground crew, the start valve closes.
 When N2 at 43 %:
“CLOSE START VALVE”................................................................................................ ORDER
SOP – ENGINE START............................................................................................... RESUME
ENGINE VENTILATION (DRY CRANKING)

Applicable to: ALL
On ground, after:
‐ An unsuccessful manual engine start, or
‐ An unsuccessful automatic start not followed by an automatic dry crank,
the flight crew can perform a dry crank cycle on the affected engine to remove the fuel vapors.
 Before dry crank:
ENG MASTER (affected engine)................................................................................ CHECK OFF
ENG MODE sel....................................................................................................... CHECK NORM
ENG MAN START pb-sw (affected engine)................................................................CHECK OFF
 Dry crank:
ENG MODE sel................................................................................................................... CRANK
ENG MAN START pb-sw (affected engine)............................................................................... ON

FCOM D to E → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Note: To clear fuel vapors, a 30 seconds dry crank cycle is the minimum required.
L2 Note: A manual start sequence can be initiated following a dry crank cycle (Refer to
PRO-NOR-SUP-ENG Manual Engine Start - Procedure). The flight crew should consider
the starter limitations (Refer to LIM-ENG Starter).
L1
 When the dry crank is completed:
ENG MAN START pb-sw (affected engine)............................................................................. OFF
ENG MODE sel..................................................................................................................... NORM
ONE ENGINE TAXI - GENERAL

Applicable to: ALL
Ident.: PRO-NOR-SUP-ENG-CA-00021004.0001001 / 17 MAR 17
Except in some operational conditions (e.g. uphill slopes, slippery taxiways or high gross weights),
brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine
shut down.
Before applying this procedure, the flight crew should be aware of the following:
‐ Taxi with one engine shut down may require higher thrust than usual. Caution must therefore be
exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD)
‐ Slow or tight turns in the direction of the operating engine may not be possible at high gross
weights
‐ When one engine taxi is planned, pay particular attention to the fuel imbalance limitation for the
next take-off.
ONE ENGINE TAXI - AT DEPARTURE

Applicable to: ALL
Ident.: PRO-NOR-SUP-ENG-CB-00021005.0002001 / 17 MAR 17
BRAKE ACCU PRESS...............................................................................................................CHECK

L2 If necessary, use the Y ELEC PUMP to pressurize the brake accumulator.
L1 ENG 1......................................................................................................................................... START
L2 Engine 1 pressurizes the green hydraulic system, providing normal braking.
L1 X BLEED.......................................................................................................................................OPEN
L2 Open the cross bleed valve in order to supply both packs with engine 1.

FCOM ← E to G → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
L1
APPLY THE “AFTER START” NORMAL PROCEDURE, BUT:
‐ Keep the APU running and switch the APU BLEED to OFF.
L2 The APU generator provides power to the engine fire extinguisher, prevents electrical transients
and enables galley operation. Closing the APU BLEED prevents engine exhaust gases ingestion
in the air conditioning system.
L1 ‐ Delay the ECAM STATUS check and the wing anti-ice setting until all engines are started.
BEFORE RELEASING THE PARKING BRAKE

Y ELEC PUMP.............................................................................................................................. ON
L2 This pressurizes the yellow hydraulic system, providing nosewheel steering without using the PTU.
L1
APPLY THE “TAXI” NORMAL PROCEDURE, BUT:
‐ Delay the flight controls check until all engines are started
‐ Arm the autobrake after the flight controls check.
BEFORE TAKEOFF
ENGINE WARM-UP TIME BEFORE TAKEOFF (remaining engine)...............................CONSIDER
The second engine must be started soon enough before takeoff, in order to take into account the
engine start time and ensure the applicable engine warm-up time (Refer to PRO-NOR-SOP-09
After Start - ENG Mode Selector).
 For ENG 2 start and when taxiing in a straight line:
Note: During the engine start, a slight jerk forward may occur if the brakes are applied
while the aircraft is moving.
Y ELEC PUMP......................................................................................................................OFF
L2 The yellow electric pump must be set to OFF to enable PTU automatic test during engine 2
start.
L1
 If the APU bleed is available:
APU BLEED..................................................................................................................... ON
ENG 2........................................................................................................................ START
X BLEED......................................................................................................................AUTO
 If the APU bleed is not available:
CROSSBLEED ENGINE START.........................................................................PERFORM
Refer to PRO-NOR-SUP-ENG Crossbleed Engine Start.
APU.................................................................................................................................... AS RQRD

FCOM ←G→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
APPLY THE “AFTER START” NORMAL PROCEDURE, INCLUDING:

‐ ECAM STATUS check
‐ Selection of the ENG 2 anti-ice and wing anti-ice, as required.
AFTER START CHECKLIST.......................................................................................... COMPLETE
FLIGHT CONTROLS..............................................................................................................CHECK
AUTO BRK.................................................................................................................................. MAX
ONE ENGINE TAXI - AT ARRIVAL

Applicable to: ALL
Ident.: PRO-NOR-SUP-ENG-CC-00021009.0001001 / 17 MAR 17
APU............................................................................................................................................. START
L2 Start the APU before shutting down one engine, in order to provide power to the engine fire
extinguisher and avoid electrical transients.
 After high thrust operations:

ENGINE MINIMUM COOLING TIME............................................................................ CONSIDER
Refer to PRO-NOR-SOP-22 Parking - ENG MASTER Levers.
 When the APU indicates AVAIL and taxiing in a straight line:
Note: During engine shutdown, a slight jerk forward may occur if the brakes are applied while
the aircraft is moving.
ENG 2........................................................................................................................ SHUT DOWN
Y ELEC PUMP............................................................................................................................ON
L2 This avoids running the PTU.
 At parking:
Y ELEC PUMP..........................................................................................................................OFF
ENG 1........................................................................................................................ SHUT DOWN

FCOM ← G to H 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - FUEL
OPERATING MANUAL
REFUELING
Applicable to: ALL
Ident.: PRO-NOR-SUP-FUEL-A-00021256.0002001 / 21 MAR 17
WARNING 1. Prior initiation of any ground fuel operations, obey the below fuel safety
precautions. This will prevent injury to people and/or damage to the aircraft.
2. Do not request or perform any ground fuel operations if a fire or engine overheat
warning is displayed.
3. f the APU fails during any ground fuel operations, do not restart the APU. For
APU use during refueling/defueling Refer to LIM-APU APU Start/Shutdown during
Refueling/Defueling.
4. Do not refuel in bad weather conditions and electrical storms.
PREPARATION
SAFETY PRECAUTIONS........................................................................................................APPLY
During refueling operations, ensure that:
‐ HF transmission (including HF transmission via the HF DATA LINK  pb) is not performed
‐ The aircraft is properly bonded to the tanker
‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft
‐ The external lighting is not operated (except for NAV & LOGO).
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient
pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.
ACCESS PLATFORM...................................................................................................IN POSITION
MAX REFUELING PRESSURE: 50 PSI (3.5 bar)
 On refueling control panel:
TEST sw................................................................................................................................ LTS
Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays
show 8’s.
TEST sw............................................................................................................................ HI.LVL
HI LVL lights change state if the high level sensors and their circuits are serviceable.
AUTOMATIC REFUELING
REFUEL VALVES sel...................................................................... CHECK NORM and GUARDED
[PRESELECTOR sw] REQUESTED BLOCK FUEL....................................................................SET
MODE SELECT sw.............................................................................................................. REFUEL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-FUEL P 1/6

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
START REFUELING
When the refueling is finished the END light comes on.
ACTUAL QUANTITY.............................................................................................................. CHECK
The actual quantity must be within 100 kg (220 lb) of the preselected quantity.
MODE SELECT sw........................................................................................... OFF and GUARDED
MANUAL REFUELING
REFUEL VALVES sel............................................................................................................... SHUT
MODE SELECT sw.............................................................................................................. REFUEL
REFUEL VALVES sel (tanks to be filled).................................................................................OPEN
START REFUELING
FUEL QTY..........................................................................................................................MONITOR
 When the contents of the tanks reach the required level :
Corresponding REFUEL VALVES sel................................................................................ SHUT
MODE SELECT sw.....................................................................................OFF and GUARDED
REFUEL VALVES sel............................................................................. NORM and GUARDED
REFUELING WITH ONE ENGINE RUNNING

Ident.: PRO-NOR-SUP-FUEL-00001677.0003001 / 21 MAR 17
Applicable to: ALL
‐ Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
‐ Only the RH fuel couplings can be used.
‐ Overwing gravity filling is not permitted.
‐ Disembark all passengers.
‐ Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling procedure.
‐ Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine n° 1 at ground idle with its generator connected.
‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before all
fueling operations have been completed.
‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
‐ Follow manual refueling procedure.

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
OPERATION MONITORING
DURING THE ENTIRE REFUELING PROCEDURE :
‐ Monitor the fuel truck shut off valve.
‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off
device.
‐ Have a flight crew member in the cockpit monitoring all systems and the running engine.
‐ Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed
the following fuel quantities :
DENSITY (kg/l) 0.77 0.78 0.79 0.8 0.81 0.82 0.83
L(R) WING (kg) 5 710 5 780 5 860 5 930 6 005 6 080 6 160
CENTER (kg) 6 030 6 110 6 190 6 270 6 350 6 430 6 500
AFTER SECOND ENGINE START :

 Reset the 3DMCs in order to reinitialize the fuel used values :
DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL
DMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULL
DMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULL
DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL
 After 5 s :
All C/B’s....................................................................................................................PUSH
Note: The T.O MEMO does not appear automatically since one engine is kept
running.
GROUND FUEL TRANSFER

Applicable to: ALL
3. If the APU fails during any ground fuel operations, do not restart the APU. For

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
SAFETY PRECAUTIONS............................................................................................................APPLY
During ground operations, ensure that:
‐ HF transmission is not performed (including HF transmission via the HF DATA LINK  pb)
‐ If connected :
‐ The aircraft is properly bonded to the tanker.
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft
‐ The external lighting is not operated (except for NAV & LOGO)
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If
the PARK BRK cannot be set to ON, check that the chocks are in place.
ACCESS PLATFORM.......................................................................................................IN POSITION
 On cockpit overhead FUEL panel:
PUMPS (of the tanks not to be defueled)................................................................................ OFF
MODE SEL pb-sw ...................................................................................................................MAN
PUMPS (of the tank to be defueled).......................................................................................... ON
 if left wing and/or center tanks is (are) to be defueled :
X FEED.................................................................................................................................ON
OPEN light comes on.
 On refueling control panel :
REFUEL VALVES sel (of tanks not to be filled).................................................................... SHUT
REFUEL VALVES sel (of tanks to be filled)..........................................................................OPEN
MODE SELECT sw .................................................................................................. DEFUEL/XFR
OPEN light comes on.
FUEL QTY....................................................................................................................... MONITOR
 When the tank contents reach the required level :
Corresponding REFUEL VALVES sel............................................................................. SHUT
MODE SELECT sw .................................................................................OFF and GUARDED
OPEN light goes out.
REFUEL VALVES sel...........................................................................NORM and GUARDED
Set cockpit FUEL panel to normal configuration.

FCOM ←C 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
DEFUELING
Applicable to: ALL
3. If the APU fails during any ground fuel operations, do not restart the APU. For
4. Do not defuel in bad weather conditions and electrical storms.
5. Defueling by suction is not possible
SAFETY PRECAUTIONS............................................................................................................APPLY
During defueling operations, ensure that:
‐ HF transmission (including HF transmission via the HF DATA LINK  pb) is not performed
‐ The aircraft is properly bonded to the tanker
can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or
to the tanker) before connecting it to the aircraft
‐ The external lighting is not operated (except for NAV & LOGO).
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If
the PARK BRK cannot be set to ON, check that the chocks are in place.
ACCESS PLATFORM.......................................................................................................IN POSITION
MAX DEFUELING PRESSURE: 11 PSI (0.75 bar)
 On cockpit overhead FUEL panel:
PUMPS...................................................................................................................................... OFF
REFUEL VALVES sel........................................................................................................... NORM
MODE SELECT sw .................................................................................................. DEFUEL/XFR
OPEN light comes on
 On cockpit overhead FUEL panel :
MODE SEL pb-sw ...................................................................................................................MAN
PUMPS (of the tank(s) to be defueled)......................................................................................ON
X FEED....................................................................................................................................... ON
OPEN light comes on
FUEL QTY....................................................................................................................... MONITOR

FCOM D→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
 When tank contents reach required level

Corresponding PUMPS...................................................................................................... OFF
MODE SELECT sw ....................................................................................... OFF and GUARDED
OPEN light goes out
REFUEL VALVES sel................................................................................. NORM and GUARDED
Set cockpit FUEL panel to normal configuration.

FCOM ←D 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - FLIGHT WITH GEAR DOWN
OPERATING MANUAL
General
GENERAL
Ident.: PRO-NOR-SUP-LG_DN-GEN-00001997.0001001 / 21 MAR 17
Applicable to: ALL
This Chapter applies to dispatch with landing gear down. However, the limitations and inflight
performance also apply in case of an inflight landing gear retraction failure.
Revenue flight is permitted, with the landing gear down and the gear doors closed, in the conditions
stated below.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-GEN P 1/2

FCOM A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-GEN P 2/2

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Limitations
LIMITATIONS
Ident.: PRO-NOR-SUP-LG_DN-LIM-00001999.0002001 / 21 MAR 17
Applicable to: ALL
‐ Do not fly into expected icing conditions.

‐ Ditching with the landing gear down has not been demonstrated.
‐ Disregard FM fuel predictions. Other predictions should also be disregarded (altitude, speed and
time), except time predictions at waypoints when in cruise.
‐ Do not use managed speed (except in approach) and CLB and DES autopilot modes.
‐ ALTITUDE ALERT is not available.
‐ Select TCAS "TA only" mode.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-LIM P 1/2

FCOM A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-LIM P 2/2

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Procedures
PREFLIGHT
Ident.: PRO-NOR-SUP-LG_DN-PRO-00002000.0002001 / 21 MAR 17
Applicable to: ALL
VMO/MMO with the landing gear down is 235 kt/M .60. In the avionics compartment, on 188 VU, the
VMO-MMO switch must be set to the "L/G DOWN" position.
ABN AND EMER PROCEDURES

Ident.: PRO-NOR-SUP-LG_DN-PRO-00002003.0013001 / 21 MAR 17
Applicable to: ALL
FLIGHT CONTROLS
Failure cases, which would normally lead to ALTN law, will degrade F/CTL laws down to DIRECT
law, if the landing gear is extended.
FAILURE OF BOTH ENGINES
When both engines are failed, to ease the handling of all the different ECAM procedures resulting
from this all engine flame out situation, it is recommended to use the ENG DUAL FAILURE QRH
procedure, and if time permits, to clear the ECAM.
Follow all the steps of the QRH procedure, except those that are modified by the procedure
below :
 If APU is not available
‐ Attempt an APU start
‐ . If APU start is unsuccessful, a windmilling relight can be performed, as long as the speed
is above 260 kt (corresponding N2 above 18 %). In this case, increase the aircraft speed
and disregard VMO warning.
 If APU is available : perform an assisted relight, when below FL 200.
‐ Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on PFD
if APU GEN not available).
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-PRO P 1/2

FCOM A to B 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-PRO P 2/2

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Performance
GENERAL
Ident.: PRO-NOR-SUP-LG_DN-PERF-00002004.0001001 / 14 DEC 09
Applicable to: ALL
Consider the increase in drag to determine the takeoff weight and fuel consumption.
CONF 1 + F is the recommended takeoff configuration.
Note: Takeoff with tail wind is not recommended.
Penalties on takeoff performance affect second segment gradient condition, final takeoff condition
and en-route conditions. The takeoff weight to be retained is the most limiting of these three
conditions.
SECOND SEGMENT GRADIENT CONDITION

Ident.: PRO-NOR-SUP-LG_DN-PERF-00002006.0020001 / 14 FEB 11
Applicable to: ALL
The RTOW charts or the quick reference tables give the basic information for normal takeoff. To
simplify, a constant weight reduction is applied whatever the limitation. This weight reduction covers
the most critical case presented for flying over an obstacle.
Takeoff configuration 1+F 2 3
Weight reduction 22 % 18 % 18 %
METHOD
Use the RTOW chart or the quick-reference tables to define the maximum takeoff weight for the
conditions on the airport (temperature, pressure, wind, runway...), then apply the above weight
reduction.
FINAL TAKEOFF CONDITION

Ident.: PRO-NOR-SUP-LG_DN-PERF-00002007.0038001 / 09 OCT 12
Applicable to: ALL
The final takeoff speed is VLS.

Use the graph below to determine the maximum takeoff weight associated with the final takeoff
condition. This graph is established for 25 % CG location.
In case of forward CG the weight must be decreased by 600 kg (1 350 lb).
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG_DN-PERF P 1/10

FCOM A to C → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
EN ROUTE CONDITION
Applicable to: ALL
Retain the lowest weight according to the most limiting condition (second segment or final takeoff).
Use the en route net flight path (Refer to PRO-NOR-SUP-LG_DN-PERF En Route Net Flight Path) to
check that in case of engine failure the aircraft can clear the terrain on the route by 1 000 ft (climbing)
or 2 000 ft (descending). If necessary, reduce the takeoff weight. Read the speeds corresponding to
this weight in the RTOW chart or in the quick reference tables.

FCOM ← C to D 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
GO-AROUND PERFORMANCE
Ident.: PRO-NOR-SUP-LG_DN-PERF-00002010.0001001 / 21 MAR 17
Applicable to: ALL
Refer to PER-GOA-GEN GENERAL for go-around requirements.

Further decrease the basic limiting weight by 15 %.
FLIGHT PLANNING
Applicable to: ALL
Note: The performance tables are established at ISA. For each degree Celsius above ISA
temperature and per NM of air distance apply a fuel correction of 0.05 kg/°C/NM
(0.11 lb/°C/NM).
CLIMB
Climb at 230 kt/M 0.50 with both engines at maximum climb thrust. The table (Refer to
PRO-NOR-SUP-LG_DN-PERF Climb) gives the time, distance and fuel consumption according to
takeoff weight.
CRUISE/DESCENT
The recommended cruise/descent speed is 230 kt/M 0.50.
The ceiling on one engine may be a limiting factor, and the choice of the route should reflect this
concern.
ENGINE FAILURE
In case of engine failure, the airplane will drift down to the ceiling shown (Refer to
PRO-NOR-SUP-LG_DN-PERF Gross Ceilings at Long Range and Green Dot Speeds - One
Engine Out).
The thrust for drift down will be Maximum Continuous.
The drift down speed is equal to green dot speed.
HOLDING
For the holding parameters with slats out, this configuration being the least penalizing for holding:
Refer to PRO-NOR-SUP-LG_DN-PERF Race Track Holding Pattern.

FCOM E to F 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
CLIMB
Applicable to: ALL

FCOM G 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
CRUISE
Applicable to: ALL

FCOM H 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
DESCENT
Applicable to: ALL

FCOM I 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
RACE TRACK HOLDING PATTERN

Applicable to: ALL

FCOM J 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
EN ROUTE NET FLIGHT PLAN

Ident.: PRO-NOR-SUP-LG_DN-PERF-00002019.0037001 / 09 OCT 12
Applicable to: ALL
EN ROUTE NET FLIGHT PATH-L/G DOWN-ONE ENGINE OUT

MAX. CONTINUOUS THRUST ISA
HIGH AIR CONDITIONING MINIMUM ENGINE
ANTI ICE OFF CG = 23 %

FCOM K→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL

FCOM ←K 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS - ONE ENGINE OUT
Ident.: PRO-NOR-SUP-LG_DN-PERF-00004080.0016001 / 22 MAY 12
Applicable to: ALL
BLEED CORRECTIONS
ISA ≥ ISA +10
ENGINE ANTI ICE ON -9 200 ft -9 200 ft
LONG RANGE
TOTAL ANTI ICE ON -10 500 ft -10 500 ft
ENGINE ANTI ICE ON -1 200 ft -1 600 ft
GREEN DOT
TOTAL ANTI ICE ON -9 100 ft -9 700 ft

FCOM L 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - L/G
OPERATING MANUAL
OPERATION WITH NOSEWHEEL STEERING OFFSET

Applicable to: ALL
Ident.: PRO-NOR-SUP-LG-A-00020945.0001001 / 17 MAR 17
During taxi in a straight line, the crew may notice aircraft veering tendency. This can be due to
external conditions (crosswind, slope....), or to a nosewheel steering offset.
A nosewheel steering offset is usually notified through consecutive crew reports. The NWS offset
value is determined regarding the necessary rudder trim input used to cancel the veering tendency.
Ident.: PRO-NOR-SUP-LG-A-00020946.0001001 / 17 MAR 17
When the NWS offset is within admissible limits, the flight crew can operate the aircraft as follows:
CAUTION A rudder trim reset must be performed before takeoff.
When the rudder trim adjustment is above the maintenance tolerance (±0.5 ° NWS
offset corresponding to ±3 ° rudder trim necessary to taxi straight), the flight crew
must systematically and accurately report the rudder trim value in the logbook.
Necessary
NWS Offset Procedure
Rudder Trim Input
 Taxi:
RUDDER TRIM.....................................................ADJUST
Adjust trim until the aircraft taxies in a straight line. Check
Offset ≤ 0.5 ° Trim ≤ 3 ° input value.
 Before takeoff:
RUDDER TRIM......................................................RESET
 Taxi:
RUDDER TRIM.....................................................ADJUST
Adjust trim until the aircraft taxies in a straight line. Check
input value.
0.5 ° < Offset ≤ 1.5 ° 3 ° < Trim ≤ 8.8 °  Before takeoff:
RUDDER TRIM......................................................RESET
 Landing:
 For autoland:
MAX CROSSWIND............................................10 kt
MAINTENANCE ACTION............................................REQUEST
Offset > 1.5 ° Trim > 8.8 °
Do not attempt takeoff. Request for troubleshooting.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG P 1/2

FCOM A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - L/G
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-LG P 2/2

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - MISCELLANEOUS
OPERATING MANUAL
Pushback with Power Push Unit
PUSHBACK WITH POWER PUSH UNIT VIA THE MAIN LANDING GEAR
Applicable to: ALL
Ident.: PRO-NOR-SUP-MISC-D-A-00020472.0002001 / 17 MAR 17
When pushback is performed with a Power Push Unit (PPU) via the main landing gear, this
procedure replaces the BEFORE PUSHBACK OR START SOP.
 Before start clearance
SOP - BEFORE START CLEARANCE..........................................................................PERFORM
L2 Refer to PRO-NOR-SOP-07 Before Start Clearance.
L1 BEFORE START CHECKLIST down to the line.......................................................... COMPLETE
NW STRG DISC MEMO........................................................................CHECK NOT DISPLAYED
L2 The ground crew should check that the towing lever is in the normal position.
L1
 At start clearance
PUSHBACK/START CLEARANCE.....................................................................................OBTAIN
L2 Obtain ATC pushback/start clearance.
Obtain ground crew clearance.
L1 ATC............................................................................................................ SET FOR OPERATION
L2 ATC is set in accordance with airport requirements.
L1 WINDOWS AND DOORS....................................................................................CHECK CLOSED
L2 - To ensure that the sliding window is correctly closed, push the handle of the sliding window fully
forward to the closed position, and check that the red indicator is visible.
- Check, on the ECAM lower display, that all the aircraft doors are closed.
- When required by local airworthiness authorities, check that the cockpit door is closed and
locked (no cockpit door open/fault indication).
If entry is requested, identify the person requesting entry before unlocking the door. With the
cockpit door sw on NORM, the cockpit door is closed and locked. If entry is requested from the
cabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock the
door by using the emergency access procedure. Except for crew entry/exit, the cockpit door
should remain closed until engine shutdown.
L1 SLIDES.................................................................................................................. CHECK ARMED
L2 - Check, on the ECAM lower display, that all slides are armed.
L1 BEACON sw................................................................................................................................ON
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-MISC-D P 1/4

FCOM A→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
THRUST LEVERS....................................................................................................................IDLE
CAUTION Engines will start, regardless of the thrust lever position; thrust will rapidly
increase to the corresponding thrust lever position, causing a hazardous
situation, if thrust levers are not at IDLE.
ACCU PRESS indicator.......................................................................................................CHECK
L2 The ACCU PRESS indication must be in the green band. If required, use the electric pump on
yellow hydraulic system to recharge the brake accumulator.
L1 PARK BRK handle........................................................................................................ CHECK ON
BRAKES PRESS indicator.................................................................................................. CHECK
L2 Check for normal indication.
L1 BEFORE START CHECKLIST below the line............................................................. COMPLETE
ENG 2......................................................................................................................................... START

L2 Engine 2 is usually started first to pressurize the yellow hydraulic system, making the nosewheel
steering and parking brake available.
PUSHBACK
Due to a face-to-face situation between the ground personnel and the flight crew, a clear
understanding of directional phraseology is essential.
PARK BRK handle.......................................................................................................................OFF
BRAKES PRESS indicator..........................................................................................CHECK ZERO
L2 A slight residual pressure may remain for a short period of time on the triple indicator. Advise the
ground crew that the parking brake is off and that the pushback can be started.
L1 CAUTION Do not use the brakes during pushback, except in case of emergency.
Do not move flight controls or flap lever.
L2 In case of emergency, order the ground crew to separate the PPU and move it away from the
evacuation areas. Nevertheless, evacuation is possible with the PPU in place.
L1 STEERING HANDWHEEL.........................................................................................AS REQUIRED
L2 Steer the aircraft using guidance from the ground crew.
L1
 When pushback is completed:
PARK BRK handle..................................................................................................................ON
BRAKES PRESS indicator.............................................................................................. CHECK
GROUND CREW.......................................................................... ADVISED TO REMOVE PPU

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
 When PPU is removed and ground crew clearance obtained:

ENG 1............................................................................................................................... START
SOP - AFTER START.................................................................................................. RESUME
Refer to PRO-NOR-SOP-09 After Start

FCOM ←A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Operations at QNH Above 1050 hPa
GENERAL
Ident.: PRO-NOR-SUP-MISC-C-00002100.0023001 / 21 MAR 17
Applicable to: ALL
Operators may occasionally experience high barometric settings above 1 050 hPa (31.0 inHg), due
to polar anticyclonic air mass conditions. These conditions mainly occur during winter in the upper
northern region.
The FCU, PFD, and CPCS are capable of operating at QNH/QFE up to 1 100 hPa (32.48 inHg).
The standby altimeter barometric setting is limited to 1 050 hPa.
The FMGS is currently limited to 1 050 hPa for DEST QNH entry on the MCDU PERF APPR page.
Due to engine limitations on the nacelle and thrust reverser, the flight envelope is limited to -1 000 ft
STD. Therefore, for departure and arrival, the flight crew must ensure that the aircraft remains within
its flight envelope.
CAUTION When the QNH exceeds 1 050 hPa, the aircraft standard altitude might be outside of
its flight envelope (below -1 000 ft STD), depending on the airfield elevation.
Operations at QNH above 1 050 hPa are only authorized within the flight envelope
of the aircraft.
EXAMPLE
‐ Airfield Elevation : 400 ft
‐ QNH : 1 058 hPa
‐ We approximately consider that 1 hPa = 27 ft
Determination of the flight level of this aircraft :
- (QNH - 1013.25) × 27 + Airfield Elevation = - (1058-1013.25) × 27+ 400 = -808 ft
In this example, during takeoff or landing the aircraft is within the flight envelope at an altitude of:
-808 ft STD > -1 000 ft STD.
Therefore with these conditions, operations at QNH = 1 058 hPa are authorized.
CONSEQUENCES
Ident.: PRO-NOR-SUP-MISC-C-00002102.0071001 / 23 JUN 15
Applicable to: ALL
ON THE STANDBY ALTIMETER:

The barometric setting of the standby altimeter is limited to 1 050 hPa. When operating with
QNH above 1 050 hPa, the crew shall use the Standby Altitude Correction table ( Refer to
PRO-NOR-SUP-MISC-C Standby Altitude Correction) for altitude crosschecks between the PFD
and the standby altimeter.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-MISC-C P 1/4

FCOM A to B → 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
ON CABIN PRESSURIZATION:
The CPCS normally uses the MCDU DEST QNH value to regulate cabin pressure during descent.
However, since DEST QNH entries on the MCDU are limited to 1 050 hPa, no DEST QNH
value should be entered during descent preparation, in order to avoid incorrect cabin pressure
regulation. As a backup, the CPCS will use the actual FCU barometric setting (when switching
from STD to Baro reference). In case of QFE use at arrival, the CPCS will erroneously use the
FCU-selected QFE as a QNH setting. To ensure correct re-pressurization of the cabin when QFE
is used, the Landing Field Elevation must be manually set to 0.
Note: As no DEST QNH is entered, the FMS initially assumes that Standard barometric
reference will be kept down to destination for descent flight path calculations.
When QNH is set on the FCU, the aircraft and cabin altitude will be higher than expected
(the aircraft altitude can be up to 2 000 ft higher than expected). This will lead to a
higher descent rate, with a possible "CAB PR LO DIFF PR" ECAM caution, and possible
opening of the cabin pressure safety valve.
ON THE FMS:
• Descent profile :
In the descent phase, when the crew switches from Standard to Barometric reference, the FMS
tries to catch up with an altitude increase induced by the baro reference change.
This altitude difference may be up to +2 000 ft, depending on the QNH value.
However, the FMS predictions and the VDEV remain unchanged. Consequently, an altitude
constraint, just below the Descent Transition Level, may still be predicted as “satisfied”, and
actually flown with a positive error. This altitude difference will gradually be zeroed, as the
aircraft catches up with the descent profile.
Note: As no DEST QNH value is entered on the MCDU PERF APPR page, the FMS is
unable to compute the Descent Transition Level. So, the “STD” baro reference on the
PFD will not flash when descending through the Transition Level.
STANDBY ALTITUDE CORRECTION

Applicable to: ALL
The Standby Altitude Correction table below provides the baro setting that should be used on the
standby altimeter, and the correction that should be applied to the altimeter indications, for each
QNH between 1 050 hPa and 1 089 hPa:

PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Barometric Stby Altimeter Barometric Stby Altimeter

Correction Correction
Reference Baro Setting Reference Baro Setting
(feet) (feet)
(hPa) (hPa) (hPa) (hPa)
1 050 1 050 0 1 076 1 049 700
1 051 1 047 100 1 077 1 046 800
1 052 1 048 100 1 078 1 047 800
1 053 1 049 100 1 079 1 048 800
1 054 1 046 200 1 080 1 049 800
1 055 1 047 200 1 081 1 046 900
1 056 1 048 200 1 082 1 047 900
1 057 1 049 200 1 083 1 048 900
1 058 1 046 300 1 084 1 049 900
1 059 1 047 300 1 085 1 047 1 000
1 060 1 048 300 1 086 1 048 1 000
1 061 1 049 300 1 087 1 049 1 000
1 062 1 047 400 1 088 1 050 1 000
1 063 1 048 400 1 089 1 047 1 100
1 064 1 049 400
1 065 1 050 400
1 066 1 047 500
1 067 1 048 500
1 068 1 049 500
1 069 1 050 500
1 070 1 047 600
1 071 1 048 600
1 072 1 049 600
1 073 1 050 600
1 074 1 047 700
1 075 1 048 700
Standby Altitude Correction Tables
HOW TO USE
Set the baro reference of the standby altimeter to the appropriate value. Then :
‐ To obtain the correct altitude, add the correction to the altimeter indication.
‐ To fly at a desired altitude, subtract the correction from the desired altitude.
EXAMPLE
If the QNH of the day is 1 072 hPa, the baro setting on the standby altimeter would be 1 049 hPa.
When reading an altitude on the standby altimeter, it is necessary to add 600 ft to obtain the actual
altitude of the aircraft.

FCOM ←C→ 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
OPERATING MANUAL
Therefore, in this example, the indicated altitude on the standby altimeter should be 1 400 ft, in
order to fly at 2 000 ft QNH.
PROCEDURES
Applicable to: ALL
BEFORE TAKEOFF
[STBY ALTIMETER] BARO SETTING........................................................................................ SET
See Standby Altitude Correction Tables.
USE THE CORRECTION VALUE FOR ALTITUDE READINGS
To obtain the correct altitude flown by the aircraft, add the correction value to the standby altimeter
indication.
DESCENT PREPARATION
DO NOT INSERT a DEST QNH value on the MCDU PERF APPR page.
 For QFE use:
LDG ELEV ..................................................................................................................SET TO 0
DESCENT
 When approaching transition level:
[STBY ALTIMETER] BARO SETTING..................................................................................SET
See Standby Altitude Correction Tables.
USE THE CORRECTION VALUE FOR ALTITUDE READINGS

FCOM ← C to D 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - NAVIGATION
OPERATING MANUAL
INSERTION OF APPROACH MINIMA

Applicable to: ALL
Ident.: PRO-NOR-SUP-NAV-A-00015220.0011001 / 21 MAR 17
QNH USE FOR AIRCRAFT NOT EQUIPPED WITH QFE OPTION

This table explains how the flight crew must insert the approach minimum on the MCDU PERF
APPR page.
Guidance Modes
NAV FPA
LOC G/S
LOC G/S LOC FPA
CAT II & CAT III FINAL APP
CAT I approaches LOC B/C FPA 
approaches
TRK FPA
MCDU PERF BARO field --- DA DA or MDA MDA
APPR page RADIO field DH or RA ---
FMA display “RADIO XXX” “BARO XXXX”
Ident.: PRO-NOR-SUP-NAV-A-00015222.0001001 / 21 MAR 17
QFE USE FOR AIRCRAFT NOT EQUIPPED WITH QFE OPTION

The crew should not use QFE on aircraft with a “QNH only” pin programming (incorrect profile
computation of the managed vertical modes CLB, DES and FINAL APPR, possible false GPWS
warnings in mountainous areas).
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-NAV P 1/2

FCOM A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - NAVIGATION
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-NAV P 2/2

FCOM 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - SURVEILLANCE
OPERATING MANUAL
AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST (ADS-B)

Ident.: PRO-NOR-SUP-SURV-00020957.0001001 / 17 MAR 17
Applicable to: ALL
ADS-B OUT:
In some cases, the ATC ground stations can receive non valid data from the ADS-B function.
Therefore, the air traffic controller may ask the flight crew to stop the transmission of the ADS-B
data (e.g. the air traffic controller requests "STOP ADS-B TRANSMISSION" or "STOP ADS-B
ALTITUDE TRANSMISSION").
The flight crew cannot switch off the ADS-B automatic data transmission independently of the
XPDR.
Therefore, do not switch off the ATC transponder or the altitude reporting, in order to maintain
TCAS operations or Air Traffic Controller radar surveillance.
In such cases, the flight crew must refer to local Aeronautical Information Publication (AIP) to
apply alternate procedure when the air traffic controller requests to stop ADS-B transmission.
ADS-B IN:
The ATSAW  enables the reception of ADS-B information from other aircraft in the vicinity.
Refer to the ATSAW section.
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SURV P 1/2

FCOM A 19 APR 17
PROCEDURES
NORMAL PROCEDURES
A319/A320/A321
FLIGHT CREW SUPPLEMENTARY PROCEDURES - SURVEILLANCE
OPERATING MANUAL
AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SURV P 2/2

FCOM 19 APR 17

Hats A320 QRH

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PROCEDURES

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SUP P 1/2

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-SUP P 2/2

AIRFRAME DEICING/ANTI-ICING PROCEDURE ON GROUND

BEFORE FLUID SPRAYING

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 1/14

UPON COMPLETION OF THE SPRAYING OPERATION

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 2/14

 At least 5 minutes after completion of spraying operation:

NORMAL PROCEDURE..................................................................................................... RESUME

GROUND OPERATIONS IN COLD WEATHER CONDITIONS

SAFETY EXTERIOR INSPECTION

PRELIMINARY COCKPIT PREPARATION

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 3/14

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 4/14

GROUND OPERATIONS IN HEAVY RAIN

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 5/14

MINIMUM SPEED WITH ICE ACCRETION

OPERATIONS ON CONTAMINATED AIRPORTS

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 6/14

Ident.: PRO-NOR-SUP-ADVWXR-C-00020726.0002001 / 21 MAR 17

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 7/14

OPERATIONS WITH VOLCANIC ASH, SAND OR DUST

PRELIMINARY COCKPIT PREPARATION

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 8/14

Ident.: PRO-NOR-SUP-ADVWXR-G-00020736.0001001 / 21 MAR 17

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 9/14

Refer to PRO-ABN-MISC [QRH] VOLCANIC ASH ENCOUNTER .

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 10/14

FOR 180 ° TURN ON RUNWAY: INITIATE THE TURN DOWNWIND

SECURING THE AIRCRAFT

SECURING THE AIRCRAFT FOR COLD SOAK

WHEN SECURING THE AIRCRAFT

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 11/14

L1 WATER SYSTEM DRAINING.....................................................................................REQUEST

FOR DRAINING WATER PROCEDURE

ACCESS PLATFORM(S)......................................................................................PUT IN POSITION

ON THE FORWARD DRAIN PANEL

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 12/14

Ident.: PRO-NOR-SUP-ADVWXR-D-00002315.0001001 / 21 MAR 17

ON THE AFT SERVICE PANEL

WHEN THE WATER SYSTEM IS DRAINED

WATER SYSTEM DRAINING

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 13/14

Intentionally left blank

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ADVWXR P 14/14

ON/OFF switch................................................................................................................ CHECK ON

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-COM P 1/4

Outer knob is for units, inner knob for decimals.

TRANSMISSION AND RECEPTION

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-COM P 2/4

VHF or HF transmission key.................................................................................................. PRESS

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-COM P 3/4

Intentionally left blank

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-COM P 4/4

MANUAL ENGINE START

Pilots normally use automatic starting to start an engine.

MANUAL ENGINE START PROCEDURE

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ENG P 1/10

ENG MODE sel........................................................................................ NORM THEN IGN/START

AEE A319/A320/A321 For A/C: SX-DVG PRO-NOR-SUP-ENG P 2/10

In hot weather conditions (OAT at or above 40 °C / 104 °F):