Need to Know

weather conditions at departure airport are below CAT I minimums

Method 1

maximum time of 1 hour single-engine, still air, normal cruise speed; 330 NM max; method 1 is used

lose engine at takeoff

1000 ft obstacle clearance, 1 point of landing; 330nm, SE LR cruise, 1 hour, still air

Method 2; rule of 2

• 2 engines to cruise altitude
• lose 1 engine; 2000 ft obstacle clearance; 2 points of landing

• 123 rule: 1 hour before/after scheduled arrival time
•    domestic - 2000 ft ceiling; 3 sm visibility
•    flag - greater of 2000 ft, or 1500 ft above IAP; greater of 3 sm visibility or .2sm visibilty more than lowest IAP

Marginal weather - ceiling within 100 ft, or visibility within 1/2    mile of the minimums of that airport.  Need 2 alternates if        arrival and 1st alternate meet this requirement

Method 2

Offline charter

International - greater than 6 hours flight time

Severe icing - 1 hour before/after forecasted

RNAV - if arrival only has RNAV approaches, need alternate         with ground based nav approaches

Supplemental

3583

• 1. -1.0g to +2.5g
• 2. 0.0g to +2.0g

• Rudder jam
• Rudder pedal jam
• Yaw damper fault
• No nose wheel steering
• Any wheel brake inoperative

• retract (Vlo) - 220 kias
• extend (Vlo) - 250 kias
• extended (Vle) - 280/0.67 mach

• 39,000
• 22,500
• 20,000
• 15,000

add 50ft to the published MDA

• Gnd check - ADR's 20ft / stby 300 / isis 100ft
• FL390 - ADR 1 & 2 - 130ft
• FL390 - ADR 1, 2, 3 - 195ft
• FL390 - ADR's & stby 445ft

1500 psi

-36°c and 55°c

Vfe -10 kias

• RVR below 4000 ft (controlling)
• visibility below 3/4 mile
• wet, slippery, contaminated runway
• breaking action less than good
• crosswind greater than 15 kts
• windshear advisories or reports
• special airports
• any condition captain deems it prudent

• crewmember change on supplemental
• add/remove mel/cdl
• adjustment to plan route time
• route change greater than 100 nm
• captains fuel over 2000 lbs
• reduction of fuel below brake release
• different alternate once flight is underway
• if capt and dispatch decide too

• shiny
• less than 1/8" or 3mm
• layer of water
• covering 100% of runway

• more than a wet surface
• freezing rain
• wet runway with freezing temperature

more than 25% of runway covered in standing water or slush >1/8" (3mm), or has accumulated snow or ice

less than 25% coverage prior to the midpoint

90 lbs

carry-on

2%

9200ft

100ft/30m

Warnings cautions are silenced until 1500ft or 2 mins after liftoff and 800ft AFE until 2 mins after touchdown

• red, 3 chimes, affect me now
• amber, 1 chime, needs attention
• amber, no chime, redundant system

item is managed, one click to see value

Wx radar, Terrain, TCAS

on the ground, parking brake set

the first 5 minutes after power-up, 1st engine start, during flight, until 5 minutes after 2nd engine shutdown

Yes. You have 10 hours of use after first indication.

start HP valve and igniton.  Does not control EGT, will not shutdown start cycle for EGT exceedence.

EGT and N2 rise after 15 seconds

when throttles brought back to CLB

Either button on thrust lever or levers brought back to idle

• modulated
• approach
• reverse

• engine
• external power
• apu

Yes. The green ones.

Ensures left and right #1 fuel pumps run after taking GEN1 out of system

20 minutes

Blue

• on battery power you have PFD1 and E/WD
• RAT deploys, takes about 8 seconds
• you then have PFD1, ND1, E/WD, and MCDU
• <100 knots, back on DC battery bus, you see PFD1 and E/WD
• 50 knots AC BUS sheds, no screens
• Ouflow valve (auto pressure controller #1 powered until touchdown. Below 100 knots, manual cabin pressure controller will function)
• APU fire detection and protection
• VHF-1

• silences CRC, arms the squibs
• closes hydraulic fire shut-off valve
• closes LP fuel valve, de-energizes FADEC
• de-activates the IDG
• closes bleed valve, closes pack flow control valve

"keeps out the fishies"

• closes blower and extract valves
• closes pack inlet valves
• closes RAM air valve
• closes outflow valve

Left wing tank

• center tank has priority (except take-off and landing)
• inner tank burns off 1100 lbs for IDG cooling fuel
• center tank burns down to 550 lbs, then continues for 5 minutes
• when inner tank burns down to 1650, outer tank transfers fuel to inner tanks

jet pumps and motive flow feeds wing tanks

center

3300 lbs

10°c OAT on ground, 10°c TAT in flight and visible moisture

During descent, regardless of temperature

after starting first engine

• when apu is on-speed
• 95% and 2 seconds
• 99.5%

15 minutes

• auto at 14,000 ft (sends message)
• manually (sends message)
• release tool

#1 pylon and APU leak detection

#2 pylon

galley/lav extract ducting

1 of each

• FCU (altitude alerter)
• FWC (alt selection and op clb/des modes)
• Autopilot
• Transponder

2 of each

• PFD
• ADR
• DMC

320 - less than 141 pax

321 - less than 168 pax

hot an humid conditions

single pack or APU

• Bank - 67° (45°, 40°, 33°)
• Yaw - damping & turn coordination
• Pitch - 25°-30° up (flaps 0-3); 20°-25° up (flaps full); 15° down (all configs)
• AoA - Vmax, Vls, αPROT, αMAX
• Load - -1 to +2.5 clean, 0 to +2 dirty; αFLOOR on FMA and E/WD
• Speed - Vmo +6

• Bank - no protection
• Yaw - damping only
• Pitch - no protection
• AoA - Vls, Vsw
• Load - same as normal
• Speed - stability/varies?

• Bank - no protection
• Yaw - mechanical rudder
• Pitch - no protection
• AoA - indicates Vls/Vsw
• Load - no protection
• Speed - aural overspeed

• Wing anti-ice
• Engine start
• Hydraulic reservoir pressurization
• Air conditioning
• Water tank pressurization
• fuel inerting

• 3000 psi
• 2500psi

• 75°
• 95°

500°c

Elevator Aileron Computer

• Pitch
• Abnormal attitudes
• Roll
• Aileron droop
• Autopilot acquisition
• Activates the protections

Spoiler Elevator Computer

• Pitch
• Abnormal attitudes
• Roll
• Speed brakes
• Spoilers

• Flaps 1, 2, 3
• one engine > 80% N1 and the difference between N1's exceeds 35%
• FAC (Flight Augmentation Computer) controls the entire side slip indication

• Bank 45°
• A/P disconnect
• Speed brakes retract
• AoA instead of load
• Pitch up trim inhibit

Calculated amount is within 300 lbs of amount on fuel slip and within 500 lbs of release

• Memory items
• Oeb’s
• ECAM
• Qrh procedures
• Qrh abnormals

• Self test at beginning of complete alignment
• When batteries are supply at least one IRS

10 minutes

When ac bus 1 and ac bus 2 lost above 100 knots (about 8 secs to deploy)

• During first engine start
• One on one off and nose steering pin engaged
• Cargo door operations

500 psi differential between yellow and green system.

Ceiling within 100 feet or vis within 1/2 mile of mins for destination airport and first alternate airport

• IR align fault
• No ppos after 10 minutes of align start
• Disagree of last known position with ppos of 1 degree or more
• Excessive motion during alignment

• First flight
• Crew change
• GPS not available and NAVAID poor
• GPS not available and flight more than 3 hours
• International and Alaska flights
• Class 2 airspace

300c

• 1 minute between start attempts
• 1 hour after 3 consecutive attempts

• NEO  1 - 60 secs
•         2 - 60 secs
•         3 - 15 minutes

• CEO  1 - 20 seconds
•         2 - 20 seconds
•         3 - 20 seconds
•         4 - 15 minutes

• NX    1 - 35 seconds
•         2 - 35 seconds
•         3 - 15 minutes

a standard automatic start that includes up to three start attempts is considered one cycle for NEO & CEO, two start attempts for the NX

• Aircraft/crew/airport capable
• not on runways less than 150 feet wide
• Braking action medium or better
• Capt is PF
• CONF 3 or CONF FULL (full recommended)
• Not below -1000 feet pressure altitude

> 3000 feet - white

3000 to 1000 feet - red/white alternating

<1000 feet - red

• 2 FMGCS
• 2 MCDU
• 2 IR
• 2 ND

• 1. Hyd shutoff
• 2. Doors open
• 3. Gear unlock

40 seconds

• 1. Thrust goes to TOGA
• 2. See TOGA LOCK
• 3. disconnect auto thrust to get out of TOGA lock

• Opens door
• ECAM page
• Fuel pump on
• ECB test
• Inlet fuel valve opens

• Runaway
• Over speed
• Asymmetry
• Uncommanded movement

• Bank limit to 40 degrees
• Autopilot disconnect
• Seeks wings level
• Nose up movement

• Flaps 1 2 3
• One engine > 80% N1
• N1’s difference exceed 35%

• Beta target
• Speed, speed, speed
• Windshear
• Flight envelope protections
• Tail:
•    Rudder limiting
•    Alternative law yaw
•    Turn coordination
•    Trim
•    Yaw damping

difference between two brakes on same gear >150 degrees        and; temp of either one of the brakes is => 600 degrees; or    temp of either one of the brakes is <=60 degrees

difference between LH and RH brakes average temperature is    => 200 degrees

a fuse plug has melted

one brake temp exceeds 900 degrees

1. T - Type of emergency

2. E - Evacuation required

3. S - Signals; "Brace", "Remain Seated", "Evacuate" (each 3 times)

4. T - Time to landing

So it doesn't revert to RNP 1.0 on the missed

1. Flight Director

2. Auto thrust

3. Auto pilot

1. Open - ground only

2. Closed - ground or flight

3. Intermediate - flight

4. Smoke - blower off, extract on, injects conditioned air to blow smoke overboard

1. Place/Bearing/Distance

2. Place-Bearing/Place Bearing

3. Airway

when tower receives a braking action report of poor or nil

whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions

1.  RNP 1

2.  Retrievable by name from database

3.  Must use FD or AP

4.  RNAV flight guidance engage by 500' AAE

Vol 1 20.40

• At least one autopilot engaged
• RA <200 agl="" br="">Last autopilot disengages
• RA difference > 15 feet
• Loc loss/deviation 1/4 dot
• GS loss/deviation 1 dot
• Long flare
• Untimely flare