DATA OPERATING

LIMITATIONS
 TABLE OF CONTENTS

AIRCRAFT GENERAL..………………………………………………………………………………………………………………………..................4

AIR BLEED/COND/PRESS/VENT………………………………………………………………………………………………………………………...6

AUTO FLIGHT SYSTEM…………………………………………………………………………………………………………………………………...7

AUXILIARY POWER UNIT…………………………………………………………………………………………………………………………………8

ENGINES…………………………………………………………………………………………………………………………………………………….8

FLIGHT CONTROLS………………………………………………………………………………………………………………………………………10

FUEL…………………………………………………………………………………………………………………………………………….…………..10

ICE AND RAIN PROTECTION……………………………………………………………………………………………………………………………10

LANDING GEAR……………………………………………………………………………………………………………………………………………11

OXYGEN…………………………………………………………………………………………………………………………………………………….11

SURVEILLANCE ……………………………......................................................................................................................................................11

ELECTRICAL………………………………………………………………………………………………………………………………………………..12
 DISCLAIMER

The information contained in this document is for quick reference purposes only. If any information contained
herein conflicts with the approved Airplane Flight Manual, the information in the Airplane Flight Manual shall take
precedence.
 AIRCRAFT GENERAL
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
OVERVIEW
The A320 is a subsonic, medium range, civil transport aircraft
MINIMUM FLIGHT CREW 2
4/195 PAX
4/180 PAX
MINIMUM CABIN CREW 4/165 PAX
3/150 PAX
3/145 PAX
PAX MAX SEATING 180 194
TYPICAL SEATING 2 CLASS 140-170 150-180
CARGO LD3 CAPACITY UNDERFLOOR 7 LD3-45W
MAX PALLET NUMBER UNDERFLOOR 7
RANGE 3 350 nm with Sharklets 3 400 nm
Forward 3,402 kg MAX
BAGGAGE/CARGO COMPARTMENT Aft 4,536 kg MAX
Rear (bulk) 1,497 kg MAX
ETOPS 120/180 min
PRINCIPAL DIMENSIONS
LENGTH 37.57 m
CABIN LENGTH 27.51 m
FUSELAGE WIDTH 3.95 m
MAX CABIN WIDTH 3.70 m
WINGSPAN (GEOMETRIC) 34.10 m or 35.80 m (w/ sharklets)
TAIL HEIGHT 11.76 m
TRACK 7.59 m
WHEELBASE 12.64 m
WING AREA 122.6 sq m
WING SWEEPBACK 25°
FUSELAGE HEIGHT 4.14 m
FREIGHT CAPACITY 37.41 cu m
GROUND CLEARANCE (TAILSTRIKE PITCH ATTITUDE)
SHOCK ABSORBER FULLY COMPRESSED 2.9° DN -11.7° UP 1.9° DN -11.7° UP
SHOCK ABSORBER FULLY EXTENDED 13.5° 13.7°
ILS FINAL APPROACH & LANDING GEOMETRY (FLAPS FULL)
ILS ANTENNA AT 50 ft AT THRESHOLD GP 2.5°, 348 m to GS TRANSMITTER
NO FLARE GP 3°, 291 m to GS TRANSMITTER
MAIN GEAR WHEN ANTENNA AT THRESHOLD 37 ft
MAIN GEAR AT THRESHOLD 34 ft (RA)
MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)
For a CAT III landing (60 m minimum visual segment), the minimum Runway Visual Range (RVR) is 103 m at 15 ft.
VISUAL GROUND GEOMETRY
PILOT’S EYE LEVEL 15 ft ABOVE GROUND 20°/ 12.5 m
FLIIGHT MANENUVERING LOAD ACCELERATION LIMITS
Clean configuration -1 g to +2.5 g
Other configurations 0 g to +2 g
ENVIRONMENTAL ENVELOPE
Maximum Operating Altitude 39,100 ft - 41,000 ft 39,800 ft
AIRPORT OPERATIONS AND WIND LIMITATIONS
Runway slope (mean) ±2 %
Runway Altitude 9,200 ft/ - 2000 ft
Nominal runway width 45 m
Minimal runway width 30 m
Max demonstrated x-wind T-O 38 kts (Gust included) 35 kts (Gust included)
Max demonstrated x-wind LDG 38 kts (Gust included)
Maximum tailwind for takeoff 15 kt
Maximum tailwind for landing 15 kt (>10kts Conf FULL)
PASSENGER AND CARGO DOORS OPERATION
Max wind for PAX door 65 kt
Max wind for FWD and AFT cargo door 40 kt
-Aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward side 50 kt
-FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt.

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 AIRCRAFT GENERAL
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
MAX REC CROSSWIND ON WET & CONTAMINATED RUNWAYS
ESF/PIREP T-O LDG T-O LDG
GOOD 38 kt 38 kt 35 kt 38 kt
GOOD TO MEDIUM 29 kt 29 kt 29 kt 29 kt
MEDIUM 25 kt 25 kt 25 kt 25 kt
MEDIUM TO POOR 20 kt 20 kt 20 kt 20 kt
POOR 15 kt 15 kt 15 kt 15 kt
TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS
Wet ice
Takeoff is not recommended on the following
Water on top of Compacted Snow
runway conditions
Dry Snow or Wet Snow over Ice
COCKPIT WINDOW OPEN MAXIMUM SPEED
Maximum speed 200 kts
MAXIMUM FLAPS/SLATS SPEEDS
Configuration on
Flaps Lever Position Max Speed Flight Phase
Slat/Flap Display
0 VMO/MMO CRUISE
1 1 230 kt HOLDING
1+F 215 kt T-O
2 2 200 kt T-O/APP
3 3 185 kt T-O/APP/LDG
FULL FULL 177 kt LDG
EXTENDED FLAPS/SLATS SPEED (VFE)
Configuration Slats/Flaps (°) VFE (kt) Flight Phase
1 18/0 230 kt Intermediate approach
*18/10 215 kt Take-off
2 22/15 200 kt Take-off and approach
3 22/20 185 kt Take-off, approach, landing
FULL 27/35** 177 kt Landing
*Auto flap retraction at 210 kt in take-off configuration
**27/40 for A320 equipped with IAE or CFM LEAP-1A engines
MAXIMUM OPERATING SPEED VMO/MMO
VMO 350 kt
MMO M 0.82
MAXIMUM SPEEDS WITH THE LANDING GEAR EXTENDED
Extended (VLE). 280 kt /M 0.67
Extension (VLO) 250 kt /M 0.60
Retraction (VLO) 220 kt /M 0.54
MAXIMUM TIRE SPEED
Maximum ground speed 195.5 kt
MINIMUM CONTROL SPEEDS
Refer to your FCOM limitations
TAXI SPEED AND BRAKING
When the taxi weight is higher than 76 000 kg Do not exceed a taxi speed of 20 kt during a turn.
Long and straight taxiways 30 kt
WIPERS MAXIMUM OPERATING SPEED
Maximum speed 230 kt
SEVERE TURBULENCE
Below FL 200 250 kt 260 kt
FL 200- FL 310 (FL 320 - NEO) 275 kt 280 kt
Above FL 310 (FL 330 - NEO) M 0.76 M 0.76
WEIGHT LIMITATIONS
Maximum ramp weight 78.4 t
Maximum takeoff weight 78 t
Maximum landing weight 66 t
Maximum zero fuel weight 62.5 t
Minimum weight 37.2 t 40.6 t 40.3 t
-In exceptional cases (in flight turn back or diversion), an immediate landing at weight above maximum landing weight is permitted, provided the pilot
follows the overweight landing procedure

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 AIR BLEED/COND/PRESS/VENT
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
GENERAL
With passengers on board, it is not recommended to exceed 20 min without air conditioning supply. The lack of fresh air supply will significantly reduce
the cabin’s air quality.
APU BLEED USE WITH HP AIR START UNIT
The flight crew must not use bleed air from the APU BLEED and from the HP Air Start Unit at the same time, to prevent any adverse effect on the
Bleed Air System.
AVIONICS VENTILATION
During ground operations and depending on the Outside Air Temperature (OAT), the flight crew must limit the time that the aircraft electric power
supply is used, in normal avionics ventilation system configuration, as follows:
OAT ≤ 49 °C No limitation
49 °C < OAT ≤ 55 °C 2h
55 °C < OAT ≤ 60 °C 1h
60 °C < OAT ≤ 64 °C 0.5 h
49 °C < OAT ≤ 55 °C 2h
CABIN PRESSURE
Max POS differential pressure 9.0 PSI
Max NEG differential pressure -1.0 PSI
Safety relief valve setting 8.6 PSI
Max diff. pressure (Δp) and safety valve setting tolerance ± 7 hPa (0.1 PSI).
Min CAB alt selection -2 000 ft
Max CAB alt selection 14 000 ft
Max NORM CAB alt 8 000 ft
CAB alt warning 9 550 ft (± 350 ft)
Outflow valve closure 15 000 ft
PACKS USE WITH LP AIR CONDITIONING UNIT
The flight crew must not use conditioned air from the packs and from the LP Air Conditioning Unit at the same time, to prevent any adverse effect on
the Air Conditioning system.

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 AUTO FLIGHT SYSTEM
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
AUTOPILOT FUNCTION
Min height AP ON for T-O 100 ft AGL & 5s after liftoff
FINAL APP, V/S or FPA mode 250 ft AGL
500 ft AGL A/C CAT C
In circling approach
600 ft AGL A/C CAT D
ILS CAT1 is displayed on the FMA 160 ft AGL
ILS approach when CAT2 or CAT3 (single or dual) is
0 ft AGL if autoland
displayed on the FMA
After a manual go-around 100 ft AGL
In all other phases 500 ft AGL
The AP or FD in OP DES or DES mode can be used in approach. However, its use is only permitted if the FCU selected altitude is set to, or above, the
higher of the two: MDA/MDH or 500 ft AGL
MAXIMUM WIND CONDITIONS FOR ILS CAT II OR CAT III
Headwind 30 kt 30 kt
Tailwind 10 kt 10 kt
Crosswind 20 kt 20 kt (15 kt for AUTO ROLLOUT w/ OEI)
AUTOMATIC LANDING
ILS CAT II and CAT III autoland approved in CONF 3 and CONF FULL.
AUTOLAND is demonstrated:
-With CAT II and CAT III ILS beam
-With a glide slope angle between & -2.5 ° and -3.15 ° -2.5 ° and -3.25 °
-With an airport elevation at or below 2 500 ft, 6 500 ft, or 9 200 ft (Refer to your FCOM limitations)
-With aircraft weight below the maximum landing weight At or above 44 t
Automatic landing is not allowed below -1000 ft -2000 ft
USE OF NAV MODE
Refer to your FCOM limitations
NAVIGATION DATABASE VALIDATION
Refer to your FCOM limitations
NON-PRECISION APPROACHES WITH ENGINE-OUT
Refer to your FCOM limitations
AUTOMATIC APPROACH, LANDING AND ROLLOUT
MDH ILS CAT2 100 ft AGL
At least one autopilot must be engaged in APPR mode, and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
For manual landing, AP should be disconnected no later than 80 ft AGL.
MDH ILS CAT3 SINGLE FAIL PASSIVE 50 ft AGL
A/THR must be used in selected or managed speed.
At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
Alert height ILS CAT3 DUAL FAIL OPERATIONAL 100 ft AGL
A/THR must be used in selected or managed speed.
Both autopilots must be engaged in APPR mode, and CAT 3 DUAL must be displayed on the FMA.
ILS CAT3 DUAL FAIL OPERATIONAL
CAT III with DH: MDH Refer to your FCOM limitations
CAT III without DH: Min RVR 75 m
ENGINE OUT
CAT II & CAT III fail passive autoland are approved in CONF FULL CONF 3 and FULL
If engine-out procedures are completed before reaching 1 000 ft in approach.

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 AUXILIARY POWER UNIT
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
APU START
Min APU oil quantity before start LOW OIL LEVEL must not be displayed
EGT MAX -33°C (inhibited during APU start)
If there is no oil leak, then the remaining oil quantity allows normal APU operation for
APU OIL QTY (message “LOW OIL LEVEL” pulsing)
about 10 h.
APU start cycles 3 ON/60 mins OFF/3 ON
APU N (AMBER) 102%
Max N speed (RED) 107%
Max EGT APU Running 675 °C
Max EGT APU start ↓ FL350 1 090 °C
Max EGT APU start ↑ FL350 1 120 °C
APU START/SHUTDOWN DURING REFUELING/DEFUELING
During refuel/defuel procedures, APU starts, or shutdown are permitted with the following restrictions:
‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU
‐ If a fuel spill occurs, perform a normal APU shutdown.
APU OPS & NORM restart limit 41 000 ft
APU Bat Restart Lim ELEC EMER 25 000 ft
APU Ground Operation -1 000 ft to 14 750 ft
Bleed Air & Elec Power -2 000 ft to 22 500 ft
Elec Power only 22 500 ft to 41 000 ft
Max Altitude to Assist Engine start 20 000 ft
Max alt for AC & PRESS (1PACK) 22 500 ft
Max alt for AC & PRESS (2PACK) 15 000 ft
Use of APU bleed air for wing anti-ice is not permitted.
APU START/SHUTDOWN DURING REFUELING/DEFUELING
During refuel/defuel procedures, APU starts, or shutdown are permitted with the following restrictions:
‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU
‐ If a fuel spill occurs, perform a normal APU shutdown.
OPERATIONAL ENVELOPE
Note: When a value of the environmental envelope of the aircraft is more limited than the operational envelope of the APU, the value of the
environmental envelope of the aircraft must not be exceeded. Refer to LIM-AG-OPS Environmental Envelope.
ENGINES
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
IAE V2500-A1(231)
LEAP 1A26 (251N) PW1127G-JM(271N)
CFM 56-5B4(214) IAE V2527-A5(232)
MODEL LEAP 1A24 (252N) PW1124G1-JM(272N)
CFM 56-5B6(216) IAE V2527E-
LEAP 1A29 (253N) PW1129G-JM(273N)
A5(233)
CFM International
International Aero
MAKER CFM International Leading Edge Pratt & Whitney
Engines
Aviation Propulsion
Dual spool Dual rotor, axial
CONFIGURATION High bypass flow, High bypass Twin-spool, Ultrahigh Bypass Engine(UBE)
Turbofan Turbofan
214- 5.7:1 231- 5.4:1
BYPASS RATIO 11:1 12.5:1
216- 5.9:1 232/233- 4.8:1
252N- 24,010 lbs. 271N- 27,075 lbs.
STATIC THRUST RATING (MSL) per ENG 216- 23,500 lbs. 24,800 lbs.
251N- 27,120 lbs. 272N- 24,240 lbs.
- T-O (5mn)¹ (flat rated 30°C) 214- 27,000 lbs.
253N- 29,290 lbs. 273N- 29,245 lbs.
252N- 24,000 lbs. 271N- 26,345 lbs.
5B6 20,250 lbs.
- maximum continuous (Flat rated 25°C) 22,240 lbs. 251N- 26,680 lbs. 272N- 24,035 lbs.
5B4 24,370 lbs.
253N- 26,680 lbs. 273N- 26,345 lbs.
¹10 minutes at take-off thrust allowed only in case of engine failure (at take-off or during go-around) in accordance with EASA TCDS.
Low bypass- less than 2, Medium bypass- 2 to 4, High bypass-5 to 8, Ultrahigh Bypass Engines(UBE)-9 to 15
THRUST SETTING/EGT LIMITS
Operating Conditions Time Limit EGT Limit
All Eng Op 5 min/FR 30°C
TOGA* 950 °C 635 °C 1 060 °C 1 083 °C
One Eng Inop 10 min/FR 25°C
Max Continuous Thrust (MCT) Not Limited 915 °C 610 °C 1025 °C 1 043 °C
On Ground 750 °C
Starting 725 °C 635 °C 1 083 °C
In Flight 875 °C
*Includes TOGA, FLEX thrust modes.

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 ENGINES
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
SHAFT SPEEDS
Maximum N1 in normal operation 104 % 100 % 101 % 100 %
Maximum N1 permitted. 105 %
Note: The N1 limit depends on the ambient conditions and on the configuration of the engine air bleed. These parameters may limit N1 to a value that
is less than the above-mentioned N1value
Maximum N2 in normal operation 105 % 100 % 116.5 % 100 %
Maximum N2 permitted. 105 %
OIL
OIL TEMPERATURE:
Max continuous temp 140 °C 155 °C 140 °C
151 °C
Max transient temp 15 min 155 °C 165 °C 155 °C
Min starting temp -40 °C -40 °C -40 / -29 °C -40 °C
Min temp before takeoff -10 °C 50 °C 19 °C 52 °C
Min temp before IDLE is exceeded -10 °C
OIL QUANTITY:
9.5 qt + estimated 11 qt + estimated 10.6 qt + estimated 14 qt, OAT at or
consumption consumption consumption above -30 °C
Minimum oil quantity Average estimated Average estimated Average estimated 16.5 qt, OAT below
consumption = 0.5 consumption = 0.3 consumption = -30 °C
qt/hr qt/hr 0.45 qt/hr
OIL PRESSURE:
Cold start bypass valve open 305 PSI
Max NORM oil pressure 90 PSI
Min NORM ground oil pressure 35 PSI
Min oil pressure 13 PSI 60 PSI 17.4 PSI 65 PSI
130.5 PSI ABV 50°C
Max oil pressure 270 PSI
145 PSI BLW 50°C
NORM operating oil press range 35 – 90 PSI
Maintenance action required 13 – 35 PSI
STARTER
STANDARD AUTO START 3 starts 1 cycle 1 start 1 cycle 3 starts 1 cycle 2 starts 1 cycle
Pause between successive cycles 20 s 15 s 60 s 35 S
15 min cooling 30 min cooling 15 min cooling 15 min after 3
period is required, period is required, period is required, successive cycles
Starter cool down subsequent to 4 subsequent to 3 subsequent to 3 or 15 min of
failed cycles failed cycles or 5 failed cycles continuous or
min of cont. crank cumulated crank
2min-20s-2min- 2min-15s-2min-
Start Cycle 20s-2min-20s- 15s-1min=30 min
2min=15min
20 %. 10 % on-ground 63 % 20 %.
The starter must not be run when N2 is above
18 % in flight
CROSSWIND OPERATION ON GROUND
ENG START UP TO 35 KT 45 kt 35 kt
ENG LIMIT AT TAKE-OFF 35 kt
The use of GA SOFT mode is prohibited with OEI
ENGINE IDLE PARAMETERS AT ISA & SEA LEVEL
EPR - 1.01 - -
N1 19.5 % 21.4 % 19 % 19 %
EGT 390°C 414°C 520°C 550°C
N2 58.5 % 57.8 % 68 % 59 %
FF 275 kg/h 350 kg/h 290 kg/h 270 kg/h
REVERSE THRUST
Reverse thrust in flight PROHIBITED
Backing with reverse thrust not permitted
Maximum reverse should not be used below 70 kt.
Idle reverse permitted down to aircraft stop.

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 ENGINES
SERIES A320 CFM A320 IAE A320N LEAP A320N PW
FLEX TAKEOFF
TFLEX cannot be:
Higher than TMAXFLEX equal to ISA + 53 °C equal to ISA + 55 °C equal to ISA + 55 °C equal to ISA + 50 °C
Lower than the flat temperature (TREF). Applicable to all
Lower than the actual OAT. Applicable to all
TMAXFLEX corresponds to a reduction of 25 % from the full rated takeoff thrust.
FLEX takeoff is not permitted on contaminated runways
FLIGHT CONTROLS
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
Clean configuration -1 g to +2.5 g
Other configurations 0 g to +2 g
MAXIMUM ALTITUDE FLAPS/SLATS EXTENDED
Max operating altitude with slats and/or flaps extended 20 000 ft
FUEL
CERTIFIED FUEL
JET A, JET A1, JET B, JP4, JP5, JP8, N° JET A, JET A1, JP5, JP8, N° 3 JET, RT,
The fuel system is certified with:
3 JET, RT, and TS-1 and TS-1
In accordance with engine manufacturers and fuel specifications.
FUEL TEMPERATURE
FUEL TYPE MIN MAX MIN MAX
JET A1/JP8/N°3 JET -43 °C -43 °C
JET A -36 °C -36 °C
JP5 -42 °C 54 °C -42 °C 55 °C
RT -45 °C -45 °C
TS-1 -45 °C -45 °C
JET B -46 °C
49 °C
JP4 -54 °C
For JET A only, if TAT reaches -34 °C, monitor the fuel temperature on the FUEL SD page, to ensure that it remains above -36 °C.
FUEL TEMPERATURE LIMITS WHEN JP4 AND JET B FUELS ARE USED
Refer to your FCOM limitations
MAXIMUM ALLOWED FUEL IMBALANCE
TAKEOFF
Tank Fuel Quantity (Heavier Tank) Maximum Asymmetry
Full 500 kg
INNER TANKS (OUTER TANKS BALANCED)
3 000 kg 1 050 kg
1 450 kg 1 450 kg
OUTER TANKS (INNER TANKS BALANCED) 370 kg
The variation is linear between these values, and there is no limitation below 2 250 kg
IN FLIGHT AND AT LANDING
Full 1 500 kg
INNER TANKS (OUTER TANKS BALANCED) 4 300 kg 1 600 kg
2 250 kg 2 250 kg
OUTER TANKS 690 kg
Refer to your FCOM limitations for more information
MINIMUM FUEL QUANTITY FOR TAKEOFF
Minimum fuel quantity for takeoff 1 500 kg
The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL, etc.) must not appear for takeoff.
ICE AND RAIN PROTECTION
DEFINITION OF ICING CONDITIONS
‐ Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is at or below 10 °C and visible moisture in any form is present
(such as clouds, fog with visibility of 1 sm (1 600 m) or less, rain, snow, sleet, or ice crystals).
‐ Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and operating on ramps, taxiways, or runways where
surface snow, standing water or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes.
DEFINITION OF SEVERE ICE ACCRETION
Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately 5 mm (0.2 in) thick or more.
DEFINITION OF THIN HOARFROST
Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless nights. It is so thin
that surface features (lines or markings) can be distinguished beneath it.
RAIN REPELLENT
-The flight crew should only use the rain repellent in the case of moderate to heavy rain.
-This function is inhibited when the aircraft is on the ground and the engines are stopped.

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 LANDING GEAR
BRAKING SYSTEM
-The braking system is not designed to hold the aircraft in a stationary position when a high thrust level is applied on at least one engine.
-During ground procedures that require a thrust increase with braking, the flight crew must ensure that the aircraft remains stationary and must be
ready to immediately retard the thrust levers to IDLE.
BRAKE TEMPERATURE
Max BRK temp T-O (fans off) 300 °C
NOSEWHEEL STEERING (NWS) Y HYD SYS
GROUND SPEED NWS ANGLE
ORDERS FROM RUDDER PEDALS 130 kt ±6 °
80 kt ±75 °
Maximum NWS angle ±85 °
Steering handwheels steer up to 75 ° either direction
Towing 95 ° either direction
Connection between NWS & the rudder pedals is
130 kt (wheel speed)
removed
TAXI WITH DEFLATED OR DAMAGED TIRES
If maximum one tire per gear is deflated (consider three gears)
Maximum taxi speed during turn 7 kt
If two tires are deflated on the same main gear (maximum one main gear)
Maximum taxi speed 3 kt
For the nosewheel steering (NWS) angle
Maximum NWS angle 30 °
OXYGEN
MINIMUM FLIGHT CREW OXYGEN PRESSURE

(1)REF Temperature :
‐ On ground : REF Temperature = (OAT + Cockpit TEMP) / 2
‐ In flight : REF Temperature = CAB TEMP (°C) - 10 °C, or
REF Temperature = CAB TEMP (°F) - 18 °F
(2)Minimum Bottle Pressure to Cover:
‐ Preflight checks
‐ The use of oxygen, when only one flight crewmember is in the cockpit
‐ Unusable quantity (to ensure regulator operation with minimum pressure)
‐ Normal system leakage
‐ The most demanding case among the following:
• Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
▪ During emergency descent for all flight crewmembers and observers for
13 min
▪ During cruise at FL 100 for two flight crewmembers for 107 min.
• Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.
SURVEILLANCE
GPWS / PREDICTIVE GPWS
Aircraft navigation must not be based on the use of the terrain display .
The terrain display is intended to serve as a situation awareness tool only and may not provide the accuracy on which to solely base terrain avoidance
maneuvering.
The predictive GPWS functions should be inhibited (TERR pushbutton to OFF, on the GPWS panel) when the aircraft position is less than 15 NM from
the airfield:
‐ For operations from/to runways not incorporated in the predictive GPWS database.
‐ For specific approach procedures, which were previously identified as potentially causing false terrain alerts.
Only aircraft with Man-made Obstacle Function can display obstacles on ND and trigger alerts, based on a dedicated database which includes artificial
obstacles worldwide.

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 ELECTRICAL
AC GENERATORS
ENGINE – DRIVEN GENERATORS
90 KVA of three phase115/200 V 400 Hz power.
APU GENERATOR AND EXTERNAL POWER
EMERGENCY GENERATOR 5 KVA of three-phase 115 and 200 V 400 Hz power.
STATIC INVERTER 1 KVA of single-phase 115 V 400 Hz
DC GENERATION
TRANSFORMER RECTIFIERS (TRS) 200 A of DC current
BATTERIES 23 Ah
CIRCUIT BREAKERS (C/BS)
Monitored Green
out for more than 1 min, the C/B TRIPPED warning is triggered on the ECAM.
Non-monitored Black
Wing Tip Brake (WTB) Red*
*to prevent them from being reset

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 LOSS OF BRAKING EGPWS CAUTIONS
⚫If no braking: ◼"TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "CAUTION
REV……………………………………………………………….……..MAX TERRAIN " – “CAUTION OBSTACLE"
BRAKE PEDALS....................................................................RELEASE ◼During night or IMC:
A/SKID OFF...............................................................................ORDER AP................................................................................................... OFF
A/SKID & N/W STRG.......................................................................OFF PITCH......................................................................................PULL UP
BRAKE PEDALS....................................................................... PRESS THRUST LEVERS...................................................................... TOGA
MAX BRK PR......................................................................... 1000 PSI SPEED BRAKES lever........................................CHECK RETRACTED
⚫If still no braking: BANK.......................................................... WINGS LEVEL or ADJUST
PARK BRAKE..................................................................................USE DO NOT CHANGE CURRENT CONFIGURATION
(SLATS/FLAPS,GEAR) UNTIL CLEAR OF OBSTACLE.
EMER DESCENT
◼During daylight & VMC, w/ terrain & obs clearly in sight:
CREW OXY MASKS...................................................................... USE FLIGHT PATH...........................................................................ADJUST
SIGNS.............................................................................................. ON
◼"SINK RATE"
EMER DESCENT.................................................................... INITIATE
◼Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
⚫If A/THR not active:
FLIGHT PATH...........................................................................ADJUST
THR LEVERS................................................................................ IDLE
◼Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
SPD BRK.......................................................................................FULL
GO-AROUND...................................................................... CONSIDER
⚫When descent established:
◼"DON'T SINK"
SPEED................................................................ MAX/APPROPRIATE FLIGHT PATH.......................................................................... ADJUST
⚫If structural damage suspected: MANEUVER WITH CARE
ENG MODE SEL............................................................................. IGN ◼"TOO LOW GEAR" - "TOO LOW FLAPS"
ATC........................................................................................... NOTIFY GO-AROUND……………......................................................PERFORM
EMER DESCENT (PA).......................................................ANNOUNCE ◼"GLIDESLOPE"
ATC XPDR 7700..................................................................CONSIDER ◼Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
CREW OXY MASKS DILUTION..................................................NORM FLIGHT PATH...........................................................................ADJUST
⚫If CAB ALT above 14 000 ft: ⚫When conditions require a deliberate approach below G/S:
OXYGEN PAX MASK MAN ON..................................................PRESS G/S MODE.......................................................................................OFF
◼Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
STALL RECOVERY
GO-AROUND...................................................................... CONSIDER
NOSE DOWN PITCH CONTROL...............................................APPLY
BANK..............................................................................WINGS LEVEL TCAS WARNINGS
◼Traffic advisory: “TRAFFIC” messages:
⚫When out of stall (no longer stall indications) : Do not perform a maneuver based on a TA alone
THRUST....................................INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES.................................................CHECK RETRACTED ◼Resolution advisory: All “CLIMB” and “DESCEND” or
“MAINTAIN VERTICAL SPEED MAINTAIN” or “LEVEL OFF,
FLIGHT PATH..................................................RECOVER SMOOTHLY
LEVEL OFF” or “MONITOR VERTICAL SPEED” type messages:
⚫If in clean configuration and below 20 000 ft :
AP (if engaged)................................................................................OFF
FLAP1...................................................................................... SELECT
BOTH FDs...................................................................................... OFF
STALL WARNING AT LIFT-OFF
⚫GO AROUND procedure must be performed when a RA
THRUST...................................................................................... TOGA “CLIMB” or “INCREASE CLIMB” is triggered on final approach:
PITCH ATTITUDE............................................................................15 ° Note: Resolution Advisories (RA) are inhibited below 900 ft.
BANK.............................................................................WINGS LEVEL ◼When “CLEAR OF CONFLICT” is announced:
UNRELIABLE SPEED INDICATION Resume normal navigation in accordance with ATC clearance.
⚫If the safe conduct of the flight is impacted: AP/FD can be reengaged as desired.
AP................................................................................................... OFF WINDSHEAR WARNING – REACTIVE WINDSHEAR
A/THR............................................................................................. OFF ◼At Takeoff:
FD................................................................................................... OFF ◼If before V1:
PITCH/THRUST: If there are significant variations in airspeed, and in airspeed trend
Below THRUST RED ALT...................................................15° / TOGA below the indicated V1, reject the takeoff.
Above THRUST RED ALT and Below FL 100....................... 10° / CLB
◼If after V1:
Above THRUST RED ALT and Above FL 100..........................5° / CLB
THR LEVERS...............................................................................TOGA
FLAPS (if CONF 0(1)(2)(3)).................... MAINTAIN CURRENT CONF
REACHING VR........................................................................ROTATE
FLAPS (if CONF FULL).................. SELECT CONF 3 AND MAINTAIN
SRS ORDERS........................................................................ FOLLOW
SPEEDBRAKES..................................................CHECK RETRACTED
L/G.................................................................................................... UP ◼Airborne, initial climb or landing:
THR LEVERS AT TOGA........................................ SET OR CONFIRM
EGPWS WARNINGS AP (if engaged)...................................................................... KEEP ON
⚫"PULL UP" - "TERRAIN TERRAIN PULL UP" - "OBSTACLE SRS ORDERS.........................................................................FOLLOW
OBSTACLE PULL UP" -DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT
AP................................................................................................... OFF OF WINDSHEAR.
PITCH..................................................................................... PULL UP -CLOSELY MONITOR FLIGHT PATH AND SPEED.
-RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR
THRUST LEVERS........................................................................TOGA
SPEED BRAKES lever....................................... CHECK RETRACTED
BANK...........................................................WINGS LEVEL or ADJUST
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR)
UNTIL CLEAR OF OBSTACLE.