airbus unit info

 

A/C	No	Unit	O	DESCRIPTION
A321	20	FT	S	ALT CRZ (DSC-22_30-40-50-30 P ¼) The system switches automatically to ALT CRZ mode when the altitude deviation becomes less than 20 ft. Once ALT CRZ engages, the Altitude SOFT mode engages. The Altitude SOFT mode corrects minor deviations from the Mach target by allowing a ±50 ft variation from the CRZ FL. This feature enhances fuel efficiency, passenger comfort and minimizes the changes in thrust.
A321	30	FT	S	RETARD MODE (DSC-22_30-50-50 P ¾) The A/THR RETARD mode is only available during an automatic landing. When the aircraft reaches approximately 30 ft RA, the A/THR RETARD mode automatically engages. The FMA displays THR IDLE and the A/THR sets the thrust to idle A RETARD callout triggers at 10 ft RA, asking the flight crew to set the thrust levers to the IDLE detent Note: In manual landing, the RETARD callout triggers at 20 ft RA.
A321	30	FT	S	RWY Mode (DSC-22_30-40-20-30 P ½) RWY disengages, when one of the following occurs: ‐ The LOC is lost below 30 ft RA ‐ NAV is armed, and the aircraft reaches 30 ft RA: NAV engages L2 ‐ NAV is not armed, and the aircraft reaches 50 ft RA: RWY TRK engages RWY TRK Mode (DSC-22_30-40-20-40 P ½) RWY TRK disengages, when one of the following occurs: ‐ The flight crew pulls the HDG/TRK knob: HDG/TRK engages ‐ NAV is armed, and the aircraft reaches the capture zone of the active leg: NAV engages ‐ The flight crew inserts a DIRECT TO waypoint: NAV engages.
A321	30	FT	S	TAKEOFF WITH NAV (DSC-22_30-40-120-20 P ¼) At least 5 s after liftoff, the flight crew can engage one AP. At 30 ft RA, RWY disengages, and NAV engages.
A321	40	FT		ALT ENGAGEMENT CONDITIONS (DSC-22_30-40-50-10 P 3/6) The aircraft is at the altitude target when the difference between the aircraft altitude and the altitude target is less than 40 ft for more than two seconds.
A321	50	FT		WINDSHEAR ALERTS DURING TAKEOFF ROLL, UP TO 100 KNOTS (DSC-34-SURV-30-20 P 2/4) During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 NM. Note: This is also applicable during taxi when CAPT or F/O display mode is different from OFF. WINDSHEAR ALERTS INHIBITION (DSC-34-SURV-30-20 P ¾) At takeoff, alerts are inhibited above 100 kt and up to 50 ft. During landing, alerts are inhibited below 50 ft.
A321	50	FT		AUTOLAND (PRO-NOR-SRP-01-70 P 5/14) At 350 ft RA: CHECK that “LAND” is displayed on the FMA. Between 50 and 40 ft RA: CHECK that “FLARE” is displayed on the FMA.
A321	60	FT		FLARE (DSC-22_30-40-10 P ⅞) Engaged below 60 ft RA, based on the current vertical speed.
A321	75	FT		APPROACH USING FINAL APP GUIDANCE FOR RNAV(RNP) (PRO-NOR-SOP-18-C P 29/50) The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 75 ft.
A321	75	FT		RVSM (PRO-SPO-50 P 2/4) Check that the difference between each altitude indication (in the QNH reference) displayed on PFDs and the airport elevation is less than 75 ft.
A321	93	FT		Minimum Theoretical Pavement Width for 180° Turn (DSC-20-30 P 1/4) 93 ft(28.3 m)
A321	99	FT		180 DEGREES TURN ON RUNWAY (DSC-20-30 P 2/4) With the recommended 180° turn technique, on dry runway, the approximate turn width is 30 m (99 ft) without margin. Note: The flight crew should consider additional margin when the runway is wet or contaminated.
A321	100	FT		LOW - ENERGY AURAL ALERT (DSC-22_40-30 P ¾) The aural alert is inhibited when: ‐ TOGA is selected, or ‐ Below 100 ft RA, or ‐ Above 2 000 ft RA, or ‐ Alpha-floor, or the ground proximity warning system alert is triggered, or ‐ In alternate or direct law, or ‐ If both radio altimeters fail.
A321	100	FT		ALPHA FLOOR (DSC-22_30-50-50 P 4/4) ALPHA FLOOR is a protection that commands TOGA thrust, regardless of the position of the thrust levers. This protection is available from lift-off to 100 ft RA on approach.
A321	100	FT		FLIGHT MODE (DSC-27-20-10-20 P 2/10) Automatic pitch trim freezes in the following situations: ‐ The flight crew enters a manual trim order ‐ The radio height is below 100 ft ‐ The load factor goes below 0.5 g ‐ The aircraft is in high-speed or high-Mach protection.
A321	100	FT		APPROACH USING F-LOC F-G/S GUIDANCE (PRO-NOR-SOP-18-C P 16/50) APPROACH USING FINAL APP GUIDANCE (PRO-NOR-SOP-18-C P 23/50) The vertical guidance requires a precise BARO setting. The maximum acceptable discrepancy between altimeters is 100 ft.
A321	100	FT		FAIL-PASSIVE AUTOMATIC LANDING SYSTEM (PRO-NOR-SRP-01-70 P 12/14) Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode is disengaged or both APs are off. Therefore a failure occurring below 100 ft does not change the category of the system.
A321	100	FT		MISSED APPROACH (CAT II), AT OR BELOW 1,000FT HAT AND ABOVE DH (PRO-NOR-SOP-18-C P 12/50) Crew incapacitation is evident (recommended to continue if below 100 ft AGL). MISSED APPROACH (CAT III), AT OR BELOW 1,000FT HAT AND ABOVE AH OR DH Engine failure unless engine failure procedures are completed by 1000ft HAT (Recommended to continue if below 100ft AGL).
A321	100	FT		GA TRK Mode (DSC-22_30-40-90-30 P ½) GA TRK cannot be disengaged below 100 ft RA.
A321	120	FT		SRS TO Mode (DSC-22_30-40-20-20 P ½) A flight path angle protection, that ensures a minimum vertical speed of 120 ft/min
A321	150	FT		A/THR APPROACH MODE (DSC-22_30-50-50 P 2/4) ‐ Below 150 ft RA, to be less responsive to speed variations. This logic exists to avoid large thrust increases during the lower segment of the approach that may lead to destabilization and possible long flare.
A321	200	FT		WARNINGS FOR ILS/GLS APPROACH (PRO-NOR-SRP-01-70 P 14/14) Below 200 ft RA, if the transmitter failure occurs, the AUTOLAND warning appears, indicating that the crew must perform a GO AROUND (if insufficient visual references) with one or 2 APs engaged.
A321	200	FT		EU-OPS requires a minimum go-around climb gradient of 2.5 % for instrument approaches with decision heights below 200 ft. (EFB-LDG-40 P ½)
A321	250	FT		NO VERT PATH INTERCEPT, MCDU - MESSAGES (DSC-22_20-50-20-38 P 6/12) The message is displayed when FINAL mode is armed and the aircraft is flying level more than 250 ft above the FMS vertical profile.
A321	250	FT		ALTITUDE CONSTRAINT (DSC-22_20-30-20-05 P 6/10) An altitude constraint is considered as missed if the system predicts more than 250 ft of difference between the constraint value and the predicted aircraft altitude.
A321	300	FT		RECOMMENDED MAXIMUM ALTITUDE (REC MAX) (DSC-22_20-40-30 P 10/16) - The aircraft can reach with a 0.3 g buffet margin - The aircraft can maintain a V/S of 300 ft/min at MAX CLB thrust
A321	350	FT		AUTOLAND (PRO-NOR-SRP-01-70 P 5/14) At 350 ft RA: CHECK that “LAND” is displayed on the FMA. Between 50 and 40 ft RA: CHECK that “FLARE” is displayed on the FMA.
A321	370	FT		WINDSHEAR ALERTS ABOVE 50 FEET (DSC-34-SURV-30-20 P ¾) During final approach, the visual and aural warning alerts are downgraded to caution alerts between 370 ft AGL and 50 ft AGL, and range between 1.5 NM and 0.5 NM.
A321	400	FT		ROW/ROP (DSC-34-SURV-50-10 P ½) The ROPS is composed of two functions: ‐ The ROW function. It automatically arms at 400 ft AGL and works until start of braking, ‐ The ROP function. It works from start of braking until the aircraft stops. (DSC-34-SURV-50-20 P ¼) To detect the landing runway, the ROW/ROP functions use the TAWS runway database and the current aircraft position and track. During final approach: ‐ The detection starts from 2 000 ft, then ‐ The ROW function arms at 400 ft (DSC-34-SURV-50-20 P ¼) The landing runway detection is continuously updated several times per second, including below 400 ft when the ROW function is armed.
A321	400	FT		G/S disengages, when one of the following occurs: ‐ LAND engages at 400 ft, if the approach and landing capability is CAT1, CAT2 or CAT3, or (DSC-22_30-40-80-20 P 4/4) The LAND mode tracks the LOC and G/S beams from 400 ft RA to approximately 40 ft RA. (DSC-22_30-40-80-30 P ½) APPROACH -Ceneral (FCTM PR-NP-SOP-190-GUI P6/34) Below 400 ft RA, the FCU is frozen
A321	400	FT		AP AUTOMATIC DISENGAGEMENT (DSC-22_30-30-30 P ½) During an approach with FINAL APP mode engaged, the aircraft reaches: • The MAP, or • The MDA/MDH -50 ft (if entered), or 400 ft AGL (if no MDA/MDH is entered).
A321	500	FT		Vertical Speed Target - A Corrective RA Occurred (DSC-22_30-40-100 P 8/8) The vertical speed target becomes: ‐ 500 ft/min, if the aircraft is at, or above 30 000 ft, and the FCU selected altitude is above the aircraft ‐ ±1 000 ft/min, in all other cases. V/S leads the aircraft toward the FCU selected altitude.
A321	500	FT		TCAS, Vertical speed arrow (DSC-34-SURV-60-20 P 6/10) Displayed only if the intruder V/S > 500 ft/min.
A321	500	FT		[QRH] TAILSTRIKE (PRO-ABN-MISC P 23/26) 500 ft/min should be targeted for the climb, to minimize pressure changes, and for passenger and crew comfort. Similarly, the rate of descent must be limited to about 1 000 ft/min, except for the final approach that must be performed normally.
A321	500	FT		ALL ENG FAIL (PRO-ABN-ENG P 4/128) AT 280 KT: 2 NM / 1000 FT (500 FT/NM) NO WIND
A321	500	FT		VISUAL APPROACH, AUTOMATED SYSTEM (PRO-NOR-SOP-18-C P 44/50) Automated systems (autopilot, flight director, autothrust, etc.) can be used as needed. However, autopilot must be disengaged before 500ft HAT.
A321	540	FT		LINEAR DEVIATION (DSC-31-40 P 12/36) When the linear deviation is less than 540 ft, the linear deviation symbol is a green filled circle, located at the theoretical FMS altitude.
A321	570	FT		Ground reference (DSC-31-40 P 16/36) A red ribbon on the right of the altitude scale represents the field elevation. This ribbon, which is driven by the radio altimeter signal, is displayed below 570 ft.
A321	700	FT		SRS GA is engaged / MANAGED SPEED/MACH (DSC-22_30-60-20 P 2/6) Memorized aircraft speed at SRS GA engagement. The lower limit of the target is the VAPP memorized at 700 ft RA. The higher limit of the target is the lowest value between: ‐ VLS + 25 kt (or VLS + 15 kt OEI) ‐ VMAX - 5 kt. MANAGED SPEED/MACH (DSC-22_30-60-20 P 2/6) F-G/S , G/S, LAND, FLARE or ROLL OUT is engaged VAPP is memorized at 700 ft RA, so if the FMS loses the VAPP below 700 ft RA, the managed speed target will still be computed.
A321	700	FT		SELECTION IN THE MMRS (DSC-22_30-40-80-00 P 2/6) Below 700 ft RA, when an approach mode is engaged, the flight guidance system freezes the LS selection in the MMR. As a result, the MMR does not take into account any change of the LS selection.
A321	700	FT		DATA LOCK, FMS (PRO-NOR-SRP-01-70 P 9/14) When the aircraft reaches 700 ft RA with APPR mode (LOC and G/S) armed or engaged, the ILS/GLS FREQ channel and course are frozen in the receiver.
A321	750	FT		AUTOMATIC PRESSURE CONTROL MODE (DSC-21-20-30 P 2/4) During descent, the controller maintains a cabin rate of descent, such that the cabin pressure is equal to the landing field pressure +0.1 PSI, shortly before landing. The maximum descent rate is 750 ft/min.
A321	800	FT		TO AND LDG MEMOS (DSC-31-15 P 6/8) After a go-around, if the aircraft does not climb above 2 200 ft RA, the landing memo appears only below 800 ft RA during the subsequent approach.
A321	1000	FT		TRAFFIC ADVISORY ONLY (TA ONLY) MODE (DSC-34-SURV-60-10 P 8/12) Automatically, if TA/RA mode is previously selected and: • The windshear alert is triggered • The stall warning is triggered • GPWS alerts are triggered • Aircraft is below 1 000 ft AGL
A321	1000	FT		OPTIMUM DESCENT PATH (DSC-22_20-40-10 P 6/8) The vertical flight path is computed to minimize fuel consumption, while satisfying the various altitude constraints of the F-PLN and the descent speed profile, in order to reach VAPP at 1 000 ft.
A321	1000	FT		DECELERATED APPROACH (PRO-NOR-SRP-01-70 P 4/14) The decelerated approach technique brings the aircraft down to 1 000 ft, at VAPP. In most cases, the interception of the final descent path is achieved with CONF 1 at S speed.
A321	1000	FT		MISSED APPROACH (CAT II, CAT III) Engine failure unless engine failure procedures are completed by 1000ft HAT (Recommended to continue if below 100ft AGL).
A321	1000	FT		EMER DESCENT (FCTM PR-AEP-MISC P 4/32) Below FL 100, the flight crew should limit the rate of descent to approximately 1 000 ft/min, except during the approach phase FINAL APPROACH (FCTM PR-NP-SOP-190-CONF P 4/6) If the PF uses manual thrust for landing, the PF should disconnect the A/THR at 1 000 ft AAL at the latest.If the PF uses manual thrust for landing, the PF should disconnect the A/THR at 1 000 ft AAL at the latest.
A321	1000	FT		AUTOTHRUST (AS-FG-10-2 P 1/6) If the flight crew is going to make the landing using manual thrust, the flight crew should disconnect the A/THR by the time the flight crew has reached 1 000 ft on the final approach. OPERATIONS WITH ONE ENGINE INOPERATIVE (AS-FG-10-2 P 2/6) The choice between using, or not using A/THR after engine failure is a personal one. As far as the speed control is concerned, the A/THR is usually more accurate than a pilot.
A321	1000	FT		Sea state (PRO-ABN-MISC P 14/26) This is best determined from a height of 500 to 1 000 ft. At a lower altitude, the swell direction may be less obvious than the wave direction, even though the waves are much smaller.
A321	1100	FT		ADVISORY INHIBITION (DSC-34-SURV-60-10 P 10/12) Some advisories are inhibited depending on the aircraft altitude: ‐ All intruders flying below 380 ft AGL when the own aircraft altitude is below 1 750 ft AGL in climb or 1 650 ft AGL in descent ‐ All TA aural messages below 600 ft AGL in climb or below 400 ft AGL in descent ‐ All RA aural messages below 1 100 ft AGL in climb or 900 ft AGL in descent. In this case, the RA are converted into TA ‐ “Descend” RA below 1 200 ft AGL in climb or 1 000 ft AGL in descent ‐ “Increase Descent” RA below 1 650 ft AGL in climb or 1 450 ft AGL in descent ‐ The AP/FD TCAS flight guidance mode is inhibited below 900 ft.
A321	1300	FT		WINDSHEAR DETECTION FUNCTION (DSC-22_40-40 P ½) The windshear detection function is provided by the Flight Augmentation Computer (FAC) in takeoff and approach phase in the following conditions: ‐ At takeoff, 3 s after liftoff, up to 1 300 ft RA ‐ At landing, from 1 300 ft RA to 50 ft RA ‐ With at least CONF 1 selected. The warning consists of: ‐ A visual “WINDSHEAR” red message displayed on both PFDs for a minimum of 15 s. ‐ An aural synthetic voice announcing “WINDSHEAR” three times.
A321	1500	FT		WEATHER AHEAD FUNCTION INDICATION ON ND (DSC-34-SURV-30-30 P 6/10) The detection area is: ‐ 3 min ahead of the aircraft ‐ In a corridor of 2 NM on each side of the current track ‐ In a corridor of 4 000 ft above and below the current track When triggering conditions are satisfied: ‐ Below 1 500 ft, the WEATHER AHEAD message and the aural message are inhibited ‐ Above 1 500 ft, the WEATHER AHEAD message is displayed on both NDs ‐ Above 2 500 ft, an additional “WEATHER AHEAD” aural message is emitted, if the flight crew has not selected a background weather radar on at least one ND.
A321	1500	FT		FINAL/TIME (blue) (DSC-22_20-50-10-28 P 19/148) The system assumes a holding pattern at 1 500 ft AGL with the aircraft in CONF 1 at maximum endurance speed.
A321	1500	FT		ANTI ICE ICE DETECTED (PRO-ABN-A-ICE P 29/34) This alert triggers when ice is detected in flight above 1 500 ft (with TAT<10 °C) and the ENG ANTI ICE pb-sw is set to OFF.
A321	1800	FT		PREDICTIVE WINDSHEAR SYSTEM (DSC-34-SURV-30-20 P ¼) The weather radar has a Predictive WindShear system (PWS) that operates when WXR/PWS sw is in position 1 or 2 and the aircraft radio-height is below 1 800 ft, and - CAPT or F/O display mode is different from OFF, or - CAPT and F/O display modes are OFF, and : At least one engine is running, and : Aircraft ground speed is greater than 30 kt, or : Aircraft longitudinal acceleration is above a given threshold during at least 0.5 s. The system scans the airspace for windshear within a range of 5 NM ahead of the aircraft. When the system detects windshear, a windshear symbol appears on the ND
A321	2000	FT		THRUST CONTROL SYSTEM (CFM+PW) (DSC-70-30-40 P 2/4) In go-around : At the FLX/MCT detent, when TOGA was previously set in the case of soft go-around, the thrust target is one of the following: ‐ The thrust to target a vertical speed of approximately 2000 ft/min, or ‐ The maximum thrust (TOGA) if the 2 000 ft/min target cannot be reached. FROM SOFT GO-AROUND TO THRUST REDUCTION ALTITUDE (DSC-22_30-50-60 P ¾) The engines apply a computed thrust to target a vertical speed of approximately 2 000 ft/min, or TOGA if 2 000 ft/min cannot be reached
A321	2200	FT		MEMOS (DSC-31-15 P 6/8) After a go-around, if the aircraft does not climb above 2 200 ft RA, the landing memo appears only below 800 ft RA during the subsequent approach.
A321	2500	FT		The GPWS includes: (DSC-34-SURV-40-10 P ½) ‐ Five basic modes active up to radio height of 2 500 ft.
A321	2700	FT		TRAFFIC sel (DSC-34-SURV-60-20 P 1/10) THRT : Proximate and other intruders are displayed only if a TA or RA is present, and they are within 2 700 ft above and 2 700 ft below the aircraft.
A321	3200	FT		A/THR APPROACH MODE (DSC-22_30-50-50 P 2/4) Below 3 200 ft RA, with at least CONF 1, the A/THR behavior is optimized: ‐ Above 150 ft RA, to be more responsive to speed variations ‐ Below 150 ft RA, to be less responsive to speed variations. This logic exists to avoid large thrust increases during the lower segment of the approach that may lead to destabilization and possible long flare.
A321	4000	FT		WEATHER AHEAD FUNCTION INDICATION ON ND (DSC-34-SURV-30-30 P 6/10) The detection area is: ‐ 3 min ahead of the aircraft ‐ In a corridor of 2 NM on each side of the current track ‐ In a corridor of 4 000 ft above and below the current track When triggering conditions are satisfied: ‐ Below 1 500 ft, the WEATHER AHEAD message and the aural message are inhibited ‐ Above 1 500 ft, the WEATHER AHEAD message is displayed on both NDs ‐ Above 2 500 ft, an additional “WEATHER AHEAD” aural message is emitted, if the flight crew has not selected a background weather radar on at least one ND.
A321	4000	FT		ATSAW - IN-TRAIL PROCEDURE The In-Trail Procedure (ITP) enables aircraft in oceanic airspaces, or airspaces without radar coverage, to change altitude with a reduced longitudinal separation from the preceding or following aircraft. The flight crew must not request an ITP procedure if there are more than 2 reference aircraft in the ITP TRAFFIC list. The maximum altitude change for an ITP climb/descent is 4 000 ft
A321	5000	FT		G/S Mode (DSC-22_30-40-80-20 P ¼) In accordance with the below G/S and G/S* engagement conditions, G/S or G/S* modes may engage at altitudes that are above the radio altimeter validity (8 000 ft for TRT, and 5 000 ft for Collins and Honeywell radio altimeters). In that case, the landing capability displayed on the FMA (CAT1) reflects the lack of radio altimeter validity until the radio altimeter becomes active. If the radio altimeters fail, or if the FGs don't receive any radio altimeter data, then LOC, G/S and both AP/FDs disengage and FDs re-engage on basic modes.
A321	5000	FT		EARLY SELECTION OF APPROACH MODE LOC-G/S (PRO-NOR-SRP-01-70 P 8/14) Pressing the APPR pushbutton arms LOC and G/S. When the aircraft is above 5 000 ft AGL, the Radio altimeter signals may not be valid. As long as the Radio altimeter signals are invalid, the FMA displays CAT 1. When the aircraft is below 5 000 ft AGL: Check that the FMA displays the correct capability for the intended approach.
A321	8000	FT		MINIMUM FLIGHT CREW OXYGEN PRESSURE (LIM-OXY P ½) Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.
A321	8000	FT		AUTOMATIC PRESSURE CONTROL MODE (DSC-21-20-30 P ¼) During cruise, the controller maintains cabin altitude at the level-off value, or at the landing field elevation, whichever is higher, but the cabin altitude target is limited to a maximum of approximately 8 000 ft.
A321	9200	FT		LIMITATIONS (LIM-AG-OPS P ¾, LIM-AFS-20 P 4/6) RUNWAY ALTITUDE : 9 200 ft
A321	9550	FT		CAB PR EXCESS CAB ALT (PRO-ABN-CAB_PR P 2/14) In climb or descent, the cabin altitude is above the higher of: • 9 550 ft, or • 1 000 ft above the airfield pressure altitude. ‐ In cruise, the cabin altitude is above 9 550 ft
A321	10000	FT		ON PATH ENVELOPE BOUNDARIES DEFINITION / WEATHER RADAR (DSC-34-SURV-30-15 P ¼) The basis ON PATH envelope is bounded at plus and minus 4 000 ft of the reference flight path. At high altitude, the lower envelope boundary is lowered to 25 000 ft around a convective weather detected by the weather radar. The upper envelope boundary is set at 10 000 ft when the aircraft is below 6 000 ft. (ON PATH/ PATH WX WEATHER (Honeywell WXR RDR-4000 Pilot Guide)) On the ground and during departure or approach, the ceiling of the envelope is fixed at 10,000 ft MSL.
A321	10000	FT		PREDICTED DATA FOR ALTERNATE (DSC-22_20-30-10-18 P 36/56) Data predictions can be based on: ‐ Aircraft weight being equal to landing weight at the primary destination. ‐ Flight at FL 100 if the alternate F-PLN length is less than 100 NM, at FL 220 if the alternate F-PLN length is comprised between 100 NM and 200 NM, or else at FL 310. ‐ Cost index 0. ‐ Constant wind (as entered in the alternate field of the DES WIND page). ‐ Constant delta ISA (equal to delta ISA at primary destination). ‐ The along flight plan distance from the destination to the alternate airport.
A321	10000	FT		OPTIMUM FLIGHT LEVEL (DSC-22_20-40-10 P ⅝) The optimum flight level (OPT FL) indicates the most economic flight level for a given cost index, weight, weather data. It is continuously updated in flight. It requires a 5 min minimum cruise time, at a minimum cruise flight level of FL 100.
A321	10000	FT		LOSS OF AIR CONDITIONING (PRO-SPO-40-50 P 2/2) In the case of loss of the air conditioning capability (loss of both packs, loss of both bleeds without APU bleed etc.), when at FL 100 with the RAM AIR opened, the CAB FANS must be switched off.
A321	11300	FT		cabin lights (DSC-33-40-10 P 2/2) If the cabin altitude goes above 11 300 ft (± 350 ft), the cabin lights (depending on CIDS/CAM programming) and all the cabin signs, except the NO PORTABLE ELEC DEVICE signs come on regardless of switches position.
A321	14000	FT		MASK MAN ON pb (DSC-35-30-20 P ½) AUTO : The mask doors open automatically, when the cabin altitude exceeds 14 000 ft, or 16 000 ft if the HI ALT LANDING pb-sw is set to ON.
A321	14625	FT		PFD SPEED SCALE MANAGEMENT (DSC-22_40-30 P 2/4) • When the aircraft is below 14 625 ft and 250 kt, it computes this from current angle of attack, speed/Mach, altitude, thrust, and CG • When the aircraft is above 14 625 ft or 250 kt, it computes this out of the GW, which it has memorized and updated with a fuel consumption model set in the FAC.
A321	15000	FT		CABIN PRESSURE (LIM-AIR P ½) Maximum positive differential pressure.................................................................................... 9.0 PSI Maximum negative differential pressure...................................................................................-1.0 PSI Safety relief valve setting......................................................................................................... 8.6 PSI Max Operating Alt : 39,800 ft Outflow Valve Closure : 15,000 ft Cab Alt Warning : 9,550 ft Max Norm Cab Alt : 8,000 ft Note: Maximum differential pressure (Δp) and safety valve setting tolerance = ± 7 hPa (0.1 PSI).
A321	15000	FT		Green dot speed (DSC-22_10-50-20 P 2/2) Below 15 000 ft equal to 1.5 × weight (metric tons) +110
A321	15500	FT		TCAS INTRUDER WITH NO REPORTED ALTITUDE (DSC-34-SURV-60-10 P 11/12) The TCAS inhibits the TA when own aircraft altitude is above 15500 ft.
A321	16000	FT		TOILET SYSTEM (DSC-38-10 P 3/6) On ground, and in flight below 16 000 ft , the differential pressure is generated by the vacuum generator.
A321	20000	FT		VLS (DSC-22_10-50-20 P 2/2) Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g. In addition, VLS increases when the speedbrakes are extended. In landing configurations (CONF 3 and FULL) VLS is always equal to, or greater than, VMCL. - Minimum control speed in flight at which the aircraft can be controlled with a maximum bank of 5 °, VMCA(takeoff flap setting, gear retracted), VMCL(approach flap setting)
A321	20000	FT		VFE NEXT (DSC-31-40 P 10/36) It appears when the aircraft altitude is below 15 000 ft or 20 000 ft depending upon the FAC standard.
A321	20000	FT		F/CTL FLAP LVR NOT ZERO (PRO-ABN-F_CTL P 27/64) This alert triggers when the FLAP lever is not in the zero position, and the aircraft is above 22 000 ft.
A321	20000	FT		FAILURE OF BOTH ENGINES (PRO-NOR-SUP-LG-LG_DN P 2/8) If APU is available : ‐ Perform an assisted relight, when below FL 200.
A321	20000	FT		SWITCHING CONDITIONS TO NEXT PHASE (DSC-22_20-30-20-05 P 4/10) No step descent, and distance to destination < 200 NM, or all engines operative and selected altitude below Max [FL 200, highest DES ALT CSTR]
A321	20000	FT		VLS (DSC-22_10-50-20 P 2/2) Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g. In addition, VLS increases when the speedbrakes are extended. In landing configurations (CONF 3 and FULL) VLS is always equal to, or greater than, VMCL.
A321	23000	FT		COCKPIT WINDSHIELD / WINDOW CRACKED (PRO-ABN-MISC P 11/26) If cracks on cockpit side: CREW OXY MASKS, MAX FL: 230 / MEA-MORA COCKPIT WINDOWS DAMAGE (PR-AEP-MISC P 2/32) If there are cracks on the cockpit side: The Inner ply is damaged. The structural integrity of the window may be altered. As the flight crew cannot easily identify if the Middle ply is also affected or not, the flight crew must descend to FL 230/MEA in order to reduce the ΔP to 5 PSI.
A321	25000	FT		CLIMB MODES (PR-NP-SOP-140 P 1/4 FCTM) The EXPED mode is used to climb with maximum vertical gradient i.e. the target speed becomes green dot. Its use should be avoided above FL 250.
A321	25000	FT		ON PATH ENVELOPE BOUNDARIES DEFINITION / WEATHER RADAR (DSC-34-SURV-30-15 P ¼) The basis ON PATH envelope is bounded at plus and minus 4 000 ft of the reference flight path. At high altitude, the lower envelope boundary is lowered to 25 000 ft around a convective weather detected by the weather radar. The upper envelope boundary is set at 10 000 ft when the aircraft is below 6 000 ft.
A321	25000	FT		[MEL] Passenger Oxygen, 35-20-04C Galley Oxygen Unit (Altitude limited below 25 000 ft (7 620m))
A321	25000	FT		OPTIMUM TARGET SPEED FOR CLIMB, CRUISE AND DESCENT (ECON SPD/MACH) (DSC-22_20-40-10 P ⅜) If the cruise FL is below FL 250, ECON CRUISE SPEED is computed. If the cruise FL is above FL 250, ECON CRUISE MACH is computed.
A321	25000	FT		APU Battery Restart Limit (LIM-APU P 2/2) APU (below FL 250)
A321	25000	FT		ABNORMAL AND EMERGENCY PROCEDURES, NAV (PR-AEP-NAV P 4/10) IN-SERVICE EXPERIENCE OF HIGH ALTITUDE PITOT OBSTRUCTIONS At high altitude, typically above FL 250, the cases of unreliable speed situation are mostly a temporary phenomenon: They are usually due to contamination of the pitots, by water or ice, in particular meteorological conditions. In-service experience shows that such a contamination typically disappears after a few minutes, allowing to recover normal speed indications.
A321	30000	FT		EMERGENCY pressure selector (DSC-35-20-20 P ⅝) Overpressure supply is automatically started, when cabin altitude exceeds 30 000 ft.
A321	31000	FT		Reset Procedure, A-ICE, WING A.ICE SYS FAULT(WAI) (PRO-ABN-ABN-RESET P 3/46) When setting the WAI pb-sw to ON above FL 310, the air bleed pressure might not be sufficient, and the WING A.ICE SYS FAULT alert can trigger: ‐ After ECAM application, another WAI selection attempt can be performed below FL 310
A321	31000	FT		PREDICTED DATA FOR ALTERNATE (DSC-22_20-30-10-18 P 36/56) (refer to FL 100)
A321	31500	FT		[MEL] Air Cooling System, 21-52-01E Air Conditioning Pack (Limitation to 31 500 ft for 'C' Repair Interval) [MEL] Pneumatic, 36-09-01C AIR APU BLEED LEAK Alert (Limitation to 31 500 ft) 36-11-01E Engine Bleed Air Supply System (non-EDTO flights - limitation to 31 500 ft) 36-11-01F Engine Bleed Air Supply System (EDTO flights - limitation to 31 500 ft) [MEL] Leak Detection Loop 36-22-03C APU Leak Detection Loop (limitation to 31 500 ft)
A321	33500	FT		ELECTRICAL POWER, 24-22-01A, AC Main Generation (IDG, GCU, Line Contactor) One may be inoperative provided that: 1) EDTO is not conducted, and 2) The flight altitude is limited to 33 500 ft, and …
A321	39800	FT		ENVIRONMENTAL ENVELOPE : 39,800 ft
A321	0	Kts		[QRH] PRO-ABN-ENG P 11/128 Flight controls revert to direct law at landing gear extension. To ensure correct aircraft trimming for approach, extend the landing gear only when the aircraft is in CONF 2 and at VAPP.
A321	0.6	Kts		ALPHA-FLOOR PROTECTION INHIBITION (DSC-22_40-30 P ¾) The Alpha-floor protection is inhibited when one of the following conditions occurs: ‐ The AP/FD TCAS mode is engaged, or ‐ The aircraft airspeed is above M 0.6, or ‐ One engine is inoperative with slats/flaps extended, or ‐ One EIU is failed, or ‐ Both SFCC1 and FMGC2 are failed, or ‐ Both SFCC2 and FMGC1 are failed, or ‐ Both FCU channels are failed, or ‐ Both FMGCs are failed, or ‐ Alternate or direct law is active.
A321	5	Kts		TCAS MODE (DSC-22_30-40-100 P 4/8) The AP/FD TCAS mode ensures that the aircraft speed remains between VLS - 5 kt (VLS - 2 kt in landing configuration) and VMAX.
A321	5	Kts		180 DEGREES TURN ON RUNWAY (FCTM PR-NP-SOP-100 P 8/10) Maintain a ground speed between 5 kt and 8 kt during the entire maneuver. Note: On wet or contaminated runway, it is recommended to maintain a speed of 5 kt during the entire maneuver.
A321	10	Kts		FLAPS FULL (LIM-AG-OPS P ¾) To minimize flaps wear, extend flaps at Vfe-15 kts when possible. (PRO-NOR-SOP-18-B P 6/8) Note : For landing with a tailwind greater than 10 kt, FLAPS FULL is recommended.
A321	10	Kts		VAPP (DSC-22_10-50-50 P ½) During autoland or when A/THR is on or in case of ice accretion or gusty crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt. For landing in configuration 3 with ice accretion VAPP must not be lower than VLS +10 kt.
A321	10	Kts		SPEED CONSTRAINT (DSC-22_20-30-20-05 P 9/10) A speed constraint is considered as missed if the system predicts an aircraft speed 10 kt higher than the speed constraint.
A321	10	Kts		ANTI-SKID (PR-NP-SOP-250 P 7/10) The anti-skid system maintains the skidding factor (slip ratio) close to the maximum friction force point. This will provide the optimum deceleration with respect to the pilot input. Full pedal braking with anti-skid provides a deceleration rate of 10 kt/sec.
A321	10	Kts		STEERING TECHNIQUE (PR-NP-SOP-100 P 5/10) For turns of 90° or more, the aircraft speed should be less than 10 kt.
A321	10	Kts		ENGINE-OUT IN APPROACH PHASE (DSC-22_20-60-40 P 10/10) Below maneuvering speed (F, S, Green Dot) – 10 kt, the autopilot or flight director (AP/FD) cannot order a bank angle greater than 15 °.
A321	10	Kts		SRS TO Mode (DSC-22_30-40-20-20 P ½) : When the aircraft is airborne, V2+10 kt becomes the speed target. If one engine fails, the speed target is the current aircraft speed at the engine failure detection. However, the speed target is limited by V2 and V2+15 kt. - A flight path angle protection, that ensures a minimum vertical speed of 120 ft/min - A pitch angle protection to reduce the aircraft nose-up (15 ° of maximum pitch attitude or 22.5 ° maximum in case of windshear). - A speed protection limiting the target speed to V2+15 kt.
A321	15	Kts		FLIGHT GUIDANCE PART (DSC-22_20-60-40 P 2/10) The GO Around speed target is VAPP, or the current speed if higher, limited to VLS +15 kt
A321	15	Kts		FLAPS FULL (PRO-NOR-SOP-18-B P 6/8) To minimize flaps wear, extend flaps at Vfe-15 kts when possible.
A321	15	Kts		HIGH SPEED PROTECTION (DSC-27-20-10-20 P 7/10) If the sidestick is maintained full forward, the aircraft will significantly overshoot VMO/MMO. At approximately VMO + 16 kt / MMO + 0.04, the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed). The autopilot disconnects at VMO + 15 kt and MMO + 0.04.
A321	20	Kts		LVR CLB Message on the FMA (DSC-22_30-40-100 P ⅞) In the case of AP/FD TCAS mode engagement when the A/THR is armed (e.g. RA order triggers below the THR RED ALT): ‐ If the vertical speed order of the RA is above 500 ft/min, the LVR CLB message is inhibited. However, if the speed becomes greater than VFE - 20 kt, the LVR CLB message flashes on the FMA. ‐ If the vertical speed order of the RA is equal to, or below 500 ft/min, the LVR CLB message flashes on the FMA even when below the THR RED ALT.
A321	20	Kts		ADVERSE WEATHER, TAKEOFF (PR-NP-SP-10-10-3 P 1/4) For takeoff in high turbulence, the flight crew must wait for the target speed +20 kt (limited to VFE-5) before retracting the slats/flaps (e.g. the flight crew must wait for F+20 kt before setting Flaps 1).
A321	20	Kts		ANTI-SKID SYSTEM (DSC-32-30-10 P 2/6) The antiskid system is deactivated below 20 kt (ground speed).
A321	20	Kts		VAPP (DSC-22_10-50-50 P ½) During autoland or when A/THR is on or in case of ice accretion or gusty crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt. For landing in configuration 3 with ice accretion VAPP must not be lower than VLS +10 kt.
A321	25	Kts		AT TAXI SPEED (PRO-NOR-SOP-19 P 3/12) REVERSERS......STOW When the aircraft reaches the taxi speed, and before it leaves the runway, stow the reversers. On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches 25 kt. (On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine flameout or rollback.)
A321	25	Kts		SRS GA Mode (DSC-22_30-40-90-20 P ½) The higher limit of the target is the lowest value between: ‐ 25 kt above VLS (or 15 kt above VLS when one engine is inoperative) ‐ 5 kt below VMAX. Note: At SRS GA engagement, the speed becomes managed.
A321	30	Kts		AT TAXI SPEED (PRO-NOR-SOP-19 P 3/12) If it is not a dry runway or not a High Speed Taxiway, the aircraft must be decelerated to an appropriate safe taxi speed (max 30 kts) before 1000 ft from the planned vacating taxiway.
A321	30	Kts		ROW/ROP INHIBITION (DSC-34-SURV-50-20 P 4/4) In any case, the ROP function is inhibited when the ground speed decreases below 30 kt.
A321	30	Kts		ACTUAL AIRSPEED REFERENCE LINE AND SCALE (DSC-31-40 P 7/36) A white scale on a grey background moves in front of a fixed yellow reference line (next to a yellow triangle) to indicate airspeed. The minimum airspeed indication is 30 kt.
A321	40	Kts		AUTO BRAKE (DSC-32-30-10 P 3/6) The command for ground spoilers extension is detected, and the wheel speed is above 40 kt, for MAX mode. Therefore, if the aircraft makes an acceleration stop and begins to decelerate when the wheel speed is under 72 kt, the automatic braking will not activate because the ground spoilers will not extend.
A321	50	Kts		AT TAXI SPEED (PRO-NOR-SOP-19 P 3/12) When using a Standard High Speed Turnoff after landing, the aircraft speed must be reduced to at or below 50 kts before vacating a dry runway.
A321	50	Kts		STATIC INVERTER (DSC-24-10-20 P ¼) A static inverter transforms DC power from Battery 1 into one KVA of single-phase 115 V 400 Hz AC power, which is then supplied to part of the AC essential bus. When the aircraft speed is above 50 kt, the inverter is automatically activated, if only the batteries are supplying electrical power to the aircraft, regardless of the BAT 1 and BAT 2 pushbutton positions. When the aircraft speed is below 50 kt, the inverter is activated, if only the batteries are supplying electrical power to the aircraft, and both BAT 1 and BAT 2 pushbuttons are on. DC GENERATION Two main transformer rectifiers, TR 1 and TR 2, supply the aircraft's electrical system, with up to 200 A of DC current. BATTERIES Two main batteries, each with a normal capacity of 23 Ah, are permanently connected to the two hot buses. Each battery has an associated Battery Charge Limiter (BCL). BAT 1(2) pb-sw (DSC-24-20 P 2/22) Controls the operation of the corresponding battery charge limiter. Battery voltage below 26.5 V (battery charge). The charging cycle ends when battery charge current goes below 4 A. ELECTRICAL (DSC-24-10-10 P ½) The electrical power system consists of a three-phase 115/200 V 400 Hz constant-frequency AC system and a 28 V DC system.
A321	60	Kts		REVERSE THRUST EFFICIENCY (PR-NP-SOP-250 P 5/10) Below 70 kt, thrust reversers efficiency rapidly decreases. Below 60 kt with REV MAX selected, engine stall may occur. Therefore, it is recommended to reduce the reverse thrust to REV IDLE at 70 kt, and keep REV IDLE until taxi speed. However in an emergency case, the flight crew must keep REV MAX until full-stop of the aircraft.
A321	65	Kts		PASSENGER AND CARGO DOORS OPERATION (LIM-AG-OPS P 4/4) The following are the wind limitations for passenger and cargo doors operation: ‐ The maximum wind for passenger door operation is 65 kt ‐ The maximum wind for FWD and AFT cargo door operation is 40 kt (or 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward side) ‐ The FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt
A321	70	Kts		AIR CONDITIONING SYSTEM CONTROLLERS (DSC-21-10-30 P 2/2) During takeoff, the ram air inlet flap closes when takeoff power is set, and the main landing gear struts are compressed. During landing, it closes as soon as the main landing gear struts are compressed, as long as speed is at or above 70 kt. It opens 20 s after the speed drops below 70 kt
A321	70	Kts		ROTATION MODE (DSC-27-20-10-20 P 1/10) The objective of the rotation mode is to provide a homogeneous rotation for all possible weight, CG and configurations, while minimizing the risk of a tail strike. The rotation mode is a pitch rate demand control law, providing tail strike protection. The rotation mode is active from 70 kt during takeoff roll until 10 s after lift-off and pitch attitude is above 8 °.
A321	70	Kts		RUDDER JAM (PRO-ABN-F_CTL P 3/64) Use nosewheel steering handle below 70 kt.
A321	72	Kts		GROUND SPOILER CONTROL, FULL EXTENSION – REJECTED TAKEOFF PHASE (DSC-27-10-20 P 7/12) • If the ground spoilers are armed and the wheel speed exceeds 72 kt, the ground spoilers will automatically extend as soon as both thrust levers are reset to idle. • If the ground spoilers are not armed and the wheel speed exceeds 72 kt, the ground spoilers will automatically extend as soon as reverse is selected on one engine (the other thrust lever remains at idle).
A321	90	Kts		SWITCHING CONDITIONS TO NEXT PHASE (DSC-22_20-30-20-05 P 4/10) SRS takeoff mode engaged and N1 > 85 %(EPR ≥ 1.25) or Ground Speed > 90 kt
A321	90	Kts		HOW TO CHANGE T.O DATA OR DEPARTURE RUNWAY AFTER REJECTED TAKEOFF (DSC-22_20-85 P ½) In case of a rejected takeoff (with an aircraft speed above 90 kt or with sufficient thrust), the FMS remains in TAKEOFF phase and the flight crew cannot modify the FMS departure T.O DATA or departure runway in the active flight plan.
A321	100	Kts		RESIDUAL PRESSURE CONTROL UNIT (RPCU) (DSC-21-20-20 P 2/2) The RPCU automatically depressurizes the aircraft in case of abnormal residual pressure on ground. It automatically opens the outflow valve, when: - All engines are shutdown, or all ADIRS indicate an airspeed below 100 kt.
A321	100	Kts		EMERGENCY GENERATION AFTER LOSS OF ALL MAIN GENERATORS (DSC-24-10-30-30 P 4/10) If both AC BUS 1 and AC BUS 2 are lost and the aircraft speed is above 100 kt, the Ram Air Turbine (RAT) extends automatically. This powers the blue hydraulic system, which drives the emergency generator by means of a hydraulic motor. This generator supplies the AC ESS BUS, and the DC ESS BUS via the ESS TR. EMERGENCY GENERATION AFTER LOSS OF ALL MAIN GENERATORS (DSC-24-10-30-30 P 4/10) When the aircraft is on ground : ‐ Below 100 kt, DC BAT BUS is automatically connected to the batteries. ‐ Below 50 kt, AC ESS BUS is automatically shed, leading to the loss of all display units. Note: 1. During RAT extension and emergency generator coupling (about 8 s), the batteries power the emergency generation network. 2. On ground, if only the batteries are powering the emergency generation network, APU start is only available when the speed is below 100 kt.
A321	100	Kts		FLAPS AND SLATS (DSC-27-30-10 P ¾) When in Configuration 1 + F, the flaps retract to 0 ° automatically at 210 kt (before the airspeed reaches VFE). When in configuration 1, the flaps extend to 10 ° automatically at 100 kt.
A321	100	Kts		WINDSHEAR ALERTS DURING TAKEOFF ROLL, UP TO 100 KNOTS (DSC-34-SURV-30-20 P 2/4) During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 NM. Note: This is also applicable during taxi when CAPT or F/O display mode is different from OFF. WINDSHEAR ALERTS INHIBITION (DSC-34-SURV-30-20 P ¾) At takeoff, alerts are inhibited above 100 kt and up to 50 ft. During landing, alerts are inhibited below 50 ft.
A321	100	Kts		WIND INDICATION (DSC-34-SURV-70a-20-30 P 34/38) When the aircraft speed is above 100 kt, the current wind direction (in degrees, TRUE North reference) and the current wind speed (in knots) are displayed.
A321	125	Kts		EMERGENCY ELECTRICAL CONFIGURATION (PR-AEP-ELEC P ½) Below 125 kt, the RAT stalls and the emergency generator is no longer powered. Below 100 kt, the DC BAT BUS is automatically connected and below 50 kt, the AC ESS BUS is shed.
A321	125	Kts		ELEC EMER CONFIG (PRO-ABN-ELEC P 59/74) The RAT is capable of supplying the EMER GEN down to 125 kt, except during flare.
A321	130	Kts		DIRECTIONAL CONTROL (PRO-NOR-SOP-12 P 2/10) At 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedals is removed. Therefore, in strong crosswinds, more rudder input will be required at this point to prevent the aircraft from turning into the wind.
A321	165	Kts		ALPHA/SPEED LOCK FUNCTION (SLATS) (DSC-27-30-10 P ¾) When the FLAPS lever is set to 0, the slats apha/speed lock function activates and inhibits slats retraction, if: ‐ The AOA is above 8.0 °, or ‐ The speed is less than 165 kt. Once the slats alpha/speed lock function is active, the slats retract to 0 when: ‐ The AOA is less than 7.1 °, or ‐ The speed is above 171 kt.
A321	200	Kts		G+B SYS LO PR (PRO-ABN-HYD P 41/48) Extend the landing gear at 200 kt to revert sooner in direct law. This provides, below 200 kt, a better pitch control than in alternate law with one elevator lost and all slats lost.
A321	210	Kts		FLAPS AND SLATS (DSC-27-30-10 P ¾) When in Configuration 1 + F, the flaps retract to 0 ° automatically at 210 kt (before the airspeed reaches VFE). When in configuration 1, the flaps extend to 10 ° automatically at 100 kt.
A321	220	Kts		BRAKES HOT (PRO-ABN-BRAKES P 13/20) For landing gear retraction when the brake temperature is within limits, reduce the speed to 220 kt.
A321	260	Kts		LANDING GEARS AND DOORS OPERATION, NORMAL OPERATION (DSC-32-10-10 P 3/6) The green hydraulic system actuates all gear and doors. When the aircraft is flying faster than 260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear system. Below 260 kt, the hydraulic supply remains cut off as long as the landing gear lever is up.
A321	280	Kts		ALL ENG FAIL (PRO-ABN-ENG P 4/128) AT 280 KT: 2 NM / 1000 FT (500 FT/NM) NO WIND
A321	300	Kts		STANDARD STRATEGY (FCTM PR-AEP-ENG P 15/24) Set speed target M 0.78/300 kt. The speed of 0.78/300 kt is chosen to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope. ENGINE FAILURE DURING CRUISE (PR-AEP-ENG P 15/24) When clear of obstacles : return to standard strategy - STANDARD STRATEGY : speed of 0.78/300 kt, Once established at level off altitude, long-range cruise performance with one engine out may be computed with the performance application of the EFB. (A/THR : On, manage SPD)
A321	315	Kts		SPEED BRAKES AND GROUND SPOILERS (DSC-27-10-20 P 7/12) When the aircraft is flying faster than 315 kt or M 0.75 with the autopilot engaged, the speedbrake retraction rate is reduced (retraction from FULL to CLEAN takes about 25 s). The maximum deflection for the spoilers 2, 3 and 4 is 25 °.
A321	340	Kts		EXP DES (DSC-22_30-40-10 P ⅝) This mode is used to increase the vertical speed by selecting 0.80/340 kt in descent.
A321	M.77	Kts		AIRCRAFT TRIMMING (DSC-27-20-10-70 P ½) In normal cruise range (around M .77), … : the rudder trim should stay between 1 ° right and 2.3 ° left.
A321	O	Kts		Green dot speed (DSC-22_10-50-20 P 2/2) Below 15 000 ft equal to 1.5 × weight (metric tons) +110
A321	0.05	NM		IRS/GPS, EPU (RATE or THRESHOLD) : 0.05 NM (DSC-22_20-20-20 P ¼) Note: ‐ After an IRS alignment, the EPU is set at 5 NM. ‐ At takeoff, the EPU is set at 0.2 NM.
A321	0.1	NM		FLS FUNCTION IN THE FMS (DSC-22_20-20-60 P 4/6) When the anchor point is closer than 0.1 NM to the runway threshold, the ident of the anchor point is RWYxxx.
A321	0.14	NM		FLS BEAM COMPUTATION WHEN THE MAP IS ON THE RUNWAY THRESHOLD When the MAP of the selected approach is defined on the runway threshold (+/- 0.14 NM): Note: When the anchor point is closer than 0.1 NM to the runway threshold, the ident of the anchor point is RWYxxx. (DSC-22_20-20-60 P 3/6)
A321	0.2	NM		ESTIMATED POSITION UNCERTAINTY (DSC-22_20-20-20 P ¼) ‐ After an IRS alignment, the EPU is set at 5 NM. ‐ At takeoff, the EPU is set at 0.2 NM.
A321	0.5	NM		FMS1/FMS2 POS DIFF (DSC-22_20-50-20-38 P 4/12) Onside and offside positions differ by 5 NM (0.5 NM, if GPS installed) or more.
A321	1.5	NM		WINDSHEAR ALERTS ABOVE 50 FEET (DSC-34-SURV-30-20 P 3/4 During final approach, the visual and aural warning alerts are downgraded to caution alerts between 370 ft AGL and 50 ft AGL, and range between 1.5 NM and 0.5 NM.
A321	2	NM		ALL ENG FAIL (PRO-ABN-ENG P 4/128) GLIDING DISTANCE : AT 280 KT: 2 NM / 1000 FT (500 FT/NM) NO WIND If engine relight cannot be attempted: OPTIMUM SPEED: GREEN DOT GLIDING DISTANCE : at GREEN DOT : 2.5 NM / 1000 FT
A321	2.7	NM		GPWS - PREDICTIVE GPWS FUNCTIONS RUNWAY CONVERGENCE CRITERIA (DSC-34-SURV-40-35 P ⅝) When the aircraft enters the approach sector (approximately 2.7 NM or 5 km from the runway threshold), the system computes runway convergence criteria in order to inhibit the Terrain Awareness and Warning System (TAWS) predictive alerts.
A321	3	NM		WINDSHEAR ALERTS DURING TAKEOFF ROLL, UP TO 100 KNOTS (DSC-34-SURV-30-20 P 2/4) During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 NM. Note: This is also applicable during taxi when CAPT or F/O display mode is different from OFF.
A321	3	NM		AT GREEN DOT SPEED (PRO-NOR-SOP-18-B P ⅜) FLAPS 1 should be selected more than 3 NM before the Final Descent Point
A321	4	NM		VDEV (DSC-22_20-50-10-28 P 116/148) This field is displayed during the descent and approach phases, when NAV mode is engaged without crosstrack error limitation, or in HDG mode, provided that the crosstrack error (XTK) is less than 4 NM.
A321	5	NM		ESTIMATED POSITION UNCERTAINTY (DSC-22_20-20-20 P ¼) ‐ After an IRS alignment, the EPU is set at 5 NM. ‐ At takeoff, the EPU is set at 0.2 NM.
A321	5	NM		LATERAL FUNCTIONS (DSC-22_20-30-10-05 P 3/12) In HDG/TRK mode, a waypoint is sequenced when it passes behind the aircraft, and the aircraft is less than 5 NM from it. In addition, when the waypoint is the Destination Airport (DEST), the sequencing is inhibited, unless the following conditions are fulfilled within the 3 s following the general rules fulfillment: ‐ The cross-track is less than 0.5 NM ‐ The difference between the track of the aircraft and the track of the leg is less than 30 °.
A321	5	NM		CHECK IRS/AIRPORT POS (DSC-22_20-50-20-38 P 2/12) The distance between ADIRS alignment position and the NAV Database Airport Reference Point is at least 5 NM.
A321	5	NM		PREDICTIVE WINDSHEAR SYSTEM (DSC-34-SURV-30-20 P ¼) The system scans the airspace for windshear within a range of 5 NM ahead of the aircraft.
A321	5	NM		EVALUATION OF POSITION ACCURACY (DSC-22_20-20-20 P ¼) - After an IRS alignment, the EPU is set at 5 NM. ‐ At takeoff, the EPU is set at 0.2 NM.
A321	5	NM		ROUTE SEQUENCE In HDG/TRK mode, a waypoint is sequenced when it passes behind the aircraft, and the aircraft is less than 5 NM from it. In addition, when the waypoint is the Destination Airport (DEST), the sequencing is inhibited, unless the following conditions are fulfilled within the 3 s following the general rules fulfillment: ‐ The cross-track is less than 0.5 NM ‐ The difference between the track of the aircraft and the track of the leg is less than 30 °.
A321	5	NM		ADIRS (PRO-NOR-SOP-04 P 6/14) A fast IRS alignment must be performed if a complete IRS alignment is not necessary and the difference between the IRS position and the FMGC position is at or above 5 NM (see MCDU POSITION MONITOR page).
A321	10	NM		Predictive WindShear area indication (DSC-34-SURV-30-30 P 5/10) When the radar detects a windshear event and the ND range is set above 10 NM, a W/S SET RNG 10 NM (Windshear, set range to 10 NM) message appears. This message requests the flight crew to adjust the range on the corresponding ND.
A321	10	NM		INITIAL/INTERMEDIATE APPROACH (PRO-NOR-SOP-18-C P 2/50) ICAO defines the envelope where the quality of the G/S signal ensures a normal capture. This envelope is within 10 NM, ±8 ° of the centerline of the ILS glide path and up to 1.75 θ and down to 0.3 θ (θ = nominal glide path angle). When arming the approach well outside of the normal G/S capture envelope, a spurious G/S* engagement may occur due to a wrong G/S deviation signal.
A321	15	NM		LIMITATIONS, SURVEILLANCE, GPWS / PREDICTIVE GPWS (LIM-SURV P 1/2) 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 or departure procedures, which have previously been identified by the operator as potentially causing expected or spurious terrain alerts. Note: The decision to inhibit the predictive GPWS functions must not be based on flight crew judgment only.
A321	15	NM		Aircraft Configuration Management, APPROACH PHASE (PRO-NOR-SOP-18-B P ⅛) If the aircraft is in HDG or TRK mode, approximately 15 NM from touchdown, activate and confirm APPR phase on the PERF DES page.
A321	20	NM		PREDICTIONS AND GUIDANCE ASSOCIATED WITH A HM HOLDING PATTERN (HOLD WITH MANUAL TERMINATION) (DSC-22_20-30-10-18 P 20/56) The deceleration zone allows to decelerate from the current speed to the holding speed to reach the holding speed when overflying the hold entry fix. The deceleration zone is limited to a maximum length of 20 NM.
A321	20	NM		STEP AHEAD (DSC-22_20-50-20-38 P 10/12) Indicates that the aircraft is within 20 NM of the active step point.
A321	20	NM		DUAL RESET WITH LOSS OF DATA AND AUTORECOVERY (DSC-22_20-90-10 P ⅝) A manual FM position update should be considered, if MIX IRS and actual positions differ by more than 20 NM.
A321	40	NM		EMER DESCENT (FCTM PR-AEP-MISC P 3/32) When in IDLE thrust, high speed and with speed brake extended, the rate of descent is approximately 7 000 ft/min. To descend from FL 390 to FL 100, it takes approximately 4 min and 40 NM.
A321	60	NM		TURB & HZD mode selection (DSC-34-SURV-30-30 P 2/10) Turbulence areas are displayed in magenta (within 60 NM)
A321	80	NM		ESTIMATED POSITION UNCERTAINTY (DSC-22_20-20-20 P ¾) the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed on the MCDU, 80 NM before the T/D or at approach phase transition.
A321	80	NM		RADIONAV IS DESELECTED (DSC-22_20-50-20-38 P 7/12) Radio NAVAIDs have been manually deselected and the aircraft is 80 NM before the top of descent or in approach phase.
A321	80	NM		EVALUATION OF POSITION ACCURACY (DSC-22_20-20-20 P ¾) When the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed on the MCDU, 80 NM before the T/D or at approach phase transition.
A321	100	NM		CHECK APPR SELECTION, EFIS PFD (FMA) (DSC-22_20-50-20-38 P 2/12) A non ILS/GLS approach is part of the F-PLN and an ILS/GLS is manually-tuned on the RAD NAV page. It reminds the flight crew that APP NAV/FINAL are the available guidance modes for the approach. Displayed when in cruise at less than 100 NM from the top of descent, or in descent, or approach phase.
A321	100	NM		FLS BEAM COMPUTATION (DSC-22_20-20-60 P ⅙) The aircraft can capture the FLS beam up to 100 NM from the destination. CAUTION : The FLS beam is a virtual beam of 100 NM and may interfere with terrain obstacles outside the published approach. The obstacle clearance outside the published approach is the responsibility of the flight crew.
A321	100	NM		PREDICTED DATA FOR ALTERNATE (DSC-22_20-30-10-18 P 36/56) Data predictions can be based on: ‐ Aircraft weight being equal to landing weight at the primary destination. ‐ Flight at FL 100 if the alternate F-PLN length is less than 100 NM, at FL 220 if the alternate F-PLN length is comprised between 100 NM and 200 NM, or else at FL 310. ‐ Cost index 0. ‐ Constant wind (as entered in the alternate field of the DES WIND page). ‐ Constant delta ISA (equal to delta ISA at primary destination). ‐ The along flight plan distance from the destination to the alternate airport.
A321	150	NM		TOO STEEP PATH AHEAD (DSC-22_20-50-20-38 P 11/12) This message is displayed in cruise, if the aircraft is within 150 NM of its destination or in descent or approach phase and in NAV mode and the descent profile contains a segment that is too steep.
A321	180	NM		QNH (DSC-22_20-50-10-28 P 110/148) This field displays brackets, when the aircraft is more than 180 NM from the destination. Inside 180 NM, mandatory amber boxes appear.
A321	180	NM		CHECK DEST DATA, (AOC MSG) (DSC-22_20-50-20-38 P 2/12) The aircraft is 180 NM from its destination and the destination QNH, TEMP or WIND displayed on the PERF APPR page, received by ACARS uplink, has to be checked. If a modification of these parameters is performed, creating a conflict with previous data, the message retriggers.
A321	180	NM		ENTER DEST DATA (DSC-22_20-50-20-38 P 4/12) The flight crew has not entered wind, QNH, or temperature for the destination, and the aircraft is 180 NM out.
A321	180	NM		ENTERING THE APPROACH DATA (PRO-NOR-SRP-01-50 P 14/16) The scratchpad displays “ENTER DES DATA” if the PERF APPR page has not been completed when the aircraft is less than 180 NM from destination.
A321	200	NM		IMMEDIATE CHANGE OF LEVEL IN CRUISE (PRO-NOR-SRP-01-50 P 8/16) If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more than 200 NM, the CRZ FL on the PROG page changes. DESCENT (DSC-22_20-30-20-05 P 4/10) No step descent, and distance to destination < 200 NM, or all engines operative and selected altitude below Max [FL 200, highest DES ALT CSTR]
A321	250	NM		APPROACH IDENTIFICATION (DSC-31-45 P 4/26) The FMS flight phase is DES, APP or GA, or the FMS phase is CRZ and the along track distance to destination is less than 250 NM.
A321	320	NM		ON PATH/ PATH WX WEATHER (Honeywell WXR RDR-4000 Pilot Guide) The RDR-4000 fills the 3D memory with all the detected weather in front of the aircraft out to 320 nm, and from ground level up to 60,000 ft mean sea level (MSL).
A321	0.3	T		APPROACH USING FINAL APP GUIDANCE FOR RNAV(RNP) (PRO-NOR-SOP-18-C P 29/50) For operations with RNP below 0.3 NM, one AP must be engaged.
A321	1	T		FM RESET (DSC-22_20-90-10 P ⅛) When the reset is a major one : Resets recur at short intervals (several in 1 min)
A321	1	T		CIRCUIT BREAKERS (C/BS) (DSC-24-10-20 P 2/4) The aircraft has two types of C/Bs: ‐ Monitored (green): When out for more than 1 min, the C/B TRIPPED warning is triggered on the ECAM. ‐ Non-monitored (black)
A321	1	T	P	DETAILED CABIN / COCKPIT EVACUATION PROCEDURE (PRO-ABN-90 P 3/6) The cockpit crew announces to brace for impact approximately 1 min before landing.
A321	1.5	T		Computed Hold (DSC-22_20-50-10-28 P 37/148) A computer hold has the following default parameters: TIME on outbound leg is 1.5 min above 14 000 ft, 1 min below 14 000 ft.
A321	2	T		AUTO/BRK (DSC-32-30-20 P ⅜) ‐ MED or LO mode is normally selected for landing: • MED mode sends progressive pressure to the brakes 2 s after the ground spoilers deploy in order to decelerate the aircraft at 3 m/s² (9.8 ft/s²) • LO mode sends progressive pressure to the brakes 2 s after the ground spoilers deploy, in order to decelerate the aircraft at 2 m/s² (6.6 ft/s²)
A321	2	T		DEST EFOB BELOW MIN (DSC-22_20-50-20-38 P 4/12) The EFOB at destination calculated by the FMS is less than the MIN DEST FOB value specified on the FUEL PRED page, for more than 2 min. The message is triggered in flight, except during Takeoff and Climb phases.
A321	2	T		CVR ERASE pb (DSC-23-10-40 P ¾) When pressed for 2 s, the CVR ERASE function erases the CVR full recording, if: ‐ The aircraft is on the ground, and ‐ The parking brake is on.
A321	2	T		NORMAL LAW (DSC-27-20-10-10 P 2/4) Once the flight crew set the THR lever to a position more than CLB, the Rotation Mode activate after a transition phase of 2 s.
A321	2	T		SECURING THE AIRCRAFT, BAT (PRO-NOR-SOP-23 P 2/4) Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out) before switching off the batteries. Switching the batteries off before the APU flap is closed may cause smoke in the cabin during the next flight. If the batteries are off while the APU is running, APU fire extinguishing is not available.
A321	2	T		OPERATIONS WITH VOLCANIC ASH, SAND OR DUST (PRO-NOR-SUP-ADVWXR P 13/18) ALL ENGINES.......CRANK Before engine start, ventilate all engines for 2 min by dry-cranking at the maximum motoring speed to remove any deposit from the booster area.
A321	2	T		ENGINES (PRO-NOR-SUP-ENG P 10/14) Depending on the engine thermal state, the FADEC can command an automatic dry cranking (or engine cooling) with the associated COOLING indication displayed on the E/WD. After approximately 2 min, the automatic bowed rotor protection cranking stops, the N2 value is no longer limited at around 10% and increases up to the maximum motoring speed. At the same time, the COOLING indication disappears from the E/WD.
A321	2	T		ATT RST (DSC-34-NAV-20 P 4/10, DSC-34-NAV-20 P 9/10) The attitude indication can be reset by pressing this pushbutton for at least 2 s. The aircraft must be level during this procedure. During the reset time (approximately 10 s), the “ATT 10 s” message is displayed on the screen. The “ATT: RST” flag appears: ‐ When excessive aircraft movement is detected during the alignment phase, or ‐ After 350 h of continuous electrical supply, or ‐ When the “WAIT ATT” flag is displayed during more than 10 s.
A321	2	T		SOFT ALT, REACHING CRUISE FLIGHT LEVEL (PRO-NOR-SRP-01-50 P 1/16) The FMGS engages the “soft altitude” (SOFT ALT) mode 2 min after the cruise flight level is captured and Mach stabilized. (SOFT ALT) mode allows the aircraft to deviate ± 50 ft from the target altitude to minimize the thrust variation and reduce the fuel consumption.
A321	2.5	T		ENG 1(2) FUEL VALVE FAULT (PRO-ABN-ENG P 63/128) Due to the fuel quantity between the LP valve and nozzles, the engine shuts down after approximately 2 min and 30 s.
A321	3	T		Engines (PRO-NOR-SOP-22 P 3/8) The flight crew must operate the engines at or near idle thrust for a cooling period of 3 min before engine shutdown, in order to thermally stabilize the engines.
A321	3	T		ELEC IDG 1(2) OIL LO PR/OVHT (PRO-ABN-ELEC P 71/74) Press the IDG pb-sw until the GEN FAULT light comes on. However, do not press for more than 3 s, to avoid damage to the disengage solenoid
A321	3	T		USE OF APU BLEED (PR-NP-SOP-40 P 1/4) To further reduce potential odors in the Cabin, the APU Bleed may be selected 3 minutes after APU start. This APU warm-up time enables the seals to reach their optimum performance and eliminates oil traces in the APU airduct.
A321	3	T		WEATHER AHEAD FUNCTION INDICATION ON ND (DSC-34-SURV-30-30 P 6/10) The weather ahead function: ‐ Detects weather or turbulence hazard 3 min ahead of the aircraft ‐ Triggers crew awareness: an amber WEATHER AHEAD message is displayed at the bottom of both NDs. The detection area is: ‐ 3 min ahead of the aircraft ‐ In a corridor of 2 NM on each side of the current track ‐ In a corridor of 4 000 ft above and below the current track.
A321	3	T		ALT* ENGAGEMENT CONDITIONS (DSC-22_30-40-50-10 P 2/6) ALT* engages, when ALT is armed, and the aircraft reaches the capture zone of the altitude target. L2 ALT* engagement is inhibited during 3 s after the selected altitude is changed on the FCU.
A321	3	T		WINDSHEAR DETECTION FUNCTION (DSC-22_40-40 P ½) The windshear detection function is provided by the Flight Augmentation Computer (FAC) in takeoff and approach phase in the following conditions: ‐ At takeoff, 3 s after liftoff, up to 1 300 ft RA ‐ At landing, from 1 300 ft RA to 50 ft RA ‐ With at least CONF 1 selected. The warning consists of: ‐ A visual “WINDSHEAR” red message displayed on both PFDs for a minimum of 15 s. ‐ An aural synthetic voice announcing “WINDSHEAR” three times.
A321	3	T		CAPT and PURS/CAPT sw (DSC-23-40-10 P ½) CAPT : The alert may only be activated from the cockpit. If one of the cabin CMD pb is pressed, only the cockpit horn sounds for 3 s.
A321	3	T		IDG 1(2) (Integrated Drive Generator) pb-sw (GUARDED) (DSC-24-20 P 3/22) 1. Maintaining the IDG pb-sw during more than 3 s may damage the IDG disconnection mechanism. 2. Disconnect the IDG only when the engine is running or windmilling. If not, the IDG will be damaged when starting the engine.
A321	3	T		manual RAT extension (DSC-24-20 P 7/22) Emergency generator coupling occurs 3 s after the RAT supplies the emergency generator.
A321	3	T		APU FIRE LIGHT (DSC-26-20-20 P ⅚) The APU fire extinguisher discharges automatically 3 s after the appearance of the fire warning.
A321	3	T		LOC and G/S modes (PRO-NOR-SOP-18-C P 2/50) LOC and/or G/S capture modes will engage no sooner than 3 s after being armed.
A321	3	T		FMGS PREPARATION (PRO-NOR-SOP-06 P 10/24) At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time (3 min) for tests’ completion, and do not start to press pushbuttons until the tests are over. If the “PLEASE WAIT” message appears, do not press any MCDU key until the message clears.
A321	4	T		EMER DESCENT (PR-AEP-MISC P 3/32) Note: When in IDLE thrust, high speed and with speed brake extended, the rate of descent is approximately 7 000 ft/min. To descend from FL 390 to FL 100, it takes approximately 4 min and 40 NM.
A321	4	T		MOBILE COM PB-SW (DSC-46-40-30 P 2/8) When the pushbutton is released, the OFF light comes on in white however the mobile phone system takes approximately 4 min to disconnect. During this disconnection process, the passengers can use their mobile phones. GSM DISC < 4 MN : This message is replaced by the NO MOBILE memo when the shutdown is completed.
A321	5	T		ENGINES (PRO-NOR-SOP-09 P 2/6) After a shutdown period greater than 2 h, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 5 min before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period.
A321	5	T		OPTIMUM FLIGHT LEVEL (DSC-22_20-40-10 P ⅝) The optimum flight level (OPT FL) indicates the most economic flight level for a given cost index, weight, weather data. It is continuously updated in flight. It requires a 5 min minimum cruise time, at a minimum cruise flight level of FL 100.
A321	5	T		FLIGHT DATA RECORDING SYSTEM (DSC-31-60-10 P ½) The recording system is automatically active: ‐ On ground during the first 5 min after the aircraft electrical network is energized ‐ On ground with one engine running ‐ In flight. The recording system stops automatically 5 min after the last engine shutdown.
A321	5	T		MODE SEL pb-sw (DSC-28-20 P 1/14) Control of center tank transfer valves is automatic: ‐ They open if the associated wing tank is not full, ‐ They stop automatically 5 min after center tank low level is reached.
A321	5	T		POWER PLANT (DSC-32-10-30 P 7/10) 5 min after eng-shut down FADEC 1(2) no more supplied
A321	5	T		MANUAL PRESSURE CONTROL MODE (DSC-21-20-30 P ¾) Note:1.Due to the slow operation of the outflow valves in manual mode, and the limited resolution of the outflow valves'position on the ECAM, the visual ECAM indication of a change in the outflow valves'position can take up to 5 s. Note: Switching the MODE SEL pb to MAN, for at least 10 s, then returning it to AUTO will select the other system.
A321	5	T		ENGAGEMENT OF ONE AP (DSC-22_30-30-20 P ½) One AP engages when the flight crew presses the AP1 pb or the AP2 pb on the FCU, and the aircraft is in flight for more than 5 s.
A321	5	T		SRS TO Mode (DSC-22_30-40-20-20 P 2/2) If V2 has not been inserted, V/S mode engages 5 s after lift-off on the current V/S value.
A321	5	T		AP/FD TCAS mode (DSC-22_30-40-100 P 4/8) In order to ensure a rapid response to the RA, the initial vertical speed may temporarily exceed the vertical speed target of the TCAS. The peak of the vertical speed is reached in less than 5 s after the vertical speed enters the TCAS green area.
A321	5	T		CONSEQUENCE ON ALPHA FLOOR (DSC-22_30-40-100 P ⅞) If at least one thrust lever is below the CLB detent when the RA is triggered, LVR CLB flashes on the FMA and ALPHA FLOOR is inhibited during 5 s, then: • If all thrust levers are set to the CLB detent, ALPHA FLOOR inhibition is maintained while AP/FD TCAS mode is engaged • If at least one thrust lever remains below the CLB detent, ALPHA FLOOR is reactivated.
A321	5	T		AUTOTHRUST (DSC-22_30-50-30 P 6/6) The AUTO FLT A/THR LIMITED alert is repeated every 5 s, until the flight crew moves the thrust levers to the CL detent (AEO) or FLX-MCT detent (OEI).
A321	5	T		LOW - ENERGY AURAL ALERT (DSC-22_40-30 P ¾) An aural low-energy “SPEED SPEED SPEED” alert, repeated every 5 s, warns the flight crew that the aircraft’s energy level is going below a threshold under which the flight crew has to increase thrust, in order to regain a positive flight path angle through pitch control. It is available in Configuration 2, 3, and FULL. The FAC computes the energy level with the following inputs: ‐ Aircraft configuration ‐ Horizontal deceleration rate ‐ Flight path angle.
A321	5	T		FAILURE OF AC BUS 1 (DSC-24-10-30-30 P 1/10) DC BUS 2 supplies DC BUS 1 and DC BAT BUS automatically after 5 s.
A321	5	T		FIRE DETECTION AND DETECTION FAULT LOGIC (DSC-26-20-10 P 2/2) A fire warning appears, if: ‐ Both loops A and B send a fire signal, or ‐ One loop sends a fire signal and the other one is failed, or ‐ Breaks occur in both loops within 5 s of each other (flame effect), or ‐ A test is performed on the FIRE panel A loop-fault caution appears, if the associated loop is failed.
A321	5	T		SMOKE DETECTION (DSC-26-30-10 P ½) When smoke is detected for more than 5 s: ‐ The Single Chime (SC) sounds ‐ The MASTER CAUTION lights flash ‐ The ECAM AVIONICS SMOKE alert triggers ‐ On the EMER ELEC PWR panel, the SMOKE light of the GEN 1 LINE pb-sw comes on ‐ On the VENTILATION panel, the FAULT lights of the BLOWER pb-sw and the EXTRACT pb-sw come on.
A321	5	T		PITCH TRIM Wheel (DSC-27-20-30 P 2/16) Following nosewheel touchdown, as the pitch attitude becomes less than 2.5 ° for more than 5 s, pitch trim is automatically reset to zero. Note: This function is inoperative, when the green or yellow hydraulic system is not pressurized.
A321	5	T		BRK FAN (PRO-NOR-SOP-21 P 4/6) When the turnaround time is short or if the temperature of any brake is likely to exceed 500 °C, use the brake fans without delay. In other cases, the flight crew should delay brake fans selection to 5 min after landing, or approaching the gate, whichever occurs first.
A321	5	T		ONE ENGINE TAXI - AT DEPARTURE, For ENG 2 start, and when taxiing in a straight line: (PRO-NOR-SUP-ENG P 11/14) 2. Maintain taxi in a straight line during at least 5 s after the selection of the ENG 2 master lever to ON, in order to ensure the PTU auto-test is completed.
A321	7	T		[QRH] DITCHING (PRO-ABN-MISC P 14/26) After impact, the lowest point of the passenger exits (aft door) remains above the waterline for more than 7 min.
A321	7	T		IN-FLIGHT LANDING DISTANCEB (EFB-LDG-20 P 2/4) The In-Flight Landing Distance calculation assumes: ‐ An airborne phase of 7 s from threshold to touchdown ‐ In the case of manual braking: maximum manual braking initiated immediately after main gear touchdown ‐ In the case of autobrake: normal system delays in braking activation ‐ Antiskid system and all ground spoilers operative ‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when reverse thrust is taken into account). REQUIRED LANDING DISTANCE ‐ Maximum manual braking initiated immediately after main gear touchdown ‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when reverse thrust is taken into account) ‐ Antiskid system and all ground spoilers operative ‐ The regulatory dispatch factor.
A321	8	T		ENG THR LEVERS NOT SET (ON GROUND) (PRO-ABN-ENG P 125/128) If the flex mode is not armed, and the flight crew sets the thrust levers at or below the MCT/FLX position: THR LEVERS............................................................ TOGA L2 If the THR levers are in the MCT/FLX position and the flight crew does not set the THR levers to the TOGA position within 8 s, the FADEC automatically selects TOGA thrust.
A321	8	T		EMERGENCY GENERATION AFTER LOSS OF ALL MAIN GENERATORS (DSC-24-10-30-30 P 4/10) Note: 1. During RAT extension and emergency generator coupling (about 8 s), the batteries power the emergency generation network.
A321	9	T		NAVIGATION RECEIVERS, VOR 1 (in RED) (DSC-31-45 P 24/26) Appears if the VOR 1(2) fails. The associated flag flashes for 9 s, then remains steady.
A321	10	T		ROTATION MODE (DSC-27-20-10-20 P 1/10) The objective of the rotation mode is to provide a homogeneous rotation for all possible weight, CG and configurations, while minimizing the risk of a tail strike. The rotation mode is a pitch rate demand control law, providing tail strike protection. The rotation mode is active from 70 kt during takeoff roll until 10 s after lift-off and pitch attitude is above 8 °.
A321	10	T		ALIGNMENT OF INERTIAL REFERENCE SYSTEM (DSC-22_20-20-40 P ½) A normal alignment takes 10 min and a fast alignment takes 30 s.
A321	10	T		FUEL (DSC-28-10-30 P ¾) IF THE AIRCRAFT HAS ONE ACT : ACT TO CENTER TANK TRANSFER ACT transfer automatically starts after takeoff at slats' retraction, if the center tank high-level sensor has been dry for 10 min, and the ACT is not empty. ACT transfer stops, if the center tank high level becomes wet, by closing the ACTs transfer valve. The transfer valve reopens when the center tank high-level sensor becomes dry for 10 min.
A321	10	T		MODE SEL pb (DSC-21-20-40 P ⅛) Note: Switching the MODE SEL pb to MAN, for at least 10 s, then returning it to AUTO will select the other system.
A321	10	T		MINIMUM SELECTABLE SPEED (VLS) (DSC-31-40 P 9/36) The top of the amber strip along the speed scale indicates this speed. It represents the lowest selectable speed providing an appropriate margin to the stall speed. VLS information is inhibited from touchdown until 10 s after liftoff.
A321	10	T		SPEED/MACH FCU WINDOW SYNCHRONIZATION (DSC-22_30-60-40 P ½) The value in the window first synchronizes with the current SPD/MACH, then displays the manual selection. It remains displayed for 10 s depending upon FCU standard, then reverts to dashes if the flight crew does not pull the knob
A321	10	T		SVCE INT OVRD PB (DSC-23-20-30 P 3/6) Ground personnel can communicate with the flight crew by means of the service interphone jacks 10 s after the aircraft has landed. The landing gear must be locked down.
A321	10	T		SPEED BRAKES AND GROUND SPOILERS (DSC-27-10-20 P 6/12) The speedbrakes are spoilers 2, 3 and 4. Speedbrake extension is inhibited, if one of the following occurs: ‐ SEC1 and SEC3 both are faulty, or ‐ An elevator (L or R) is faulty, or ‐ Angle-of-attack protection is active, or ‐ Flaps are in configuration 3 or FULL, or ‐ Thrust levers are above MCT position, or ‐ Alpha Floor is activated. If an inhibition occurs when the speedbrakes are extended, they automatically retract and remain retracted until the inhibition condition disappears and the flight crew resets the lever (the speedbrakes can be extended again, 10 s or more after the lever is reset).
A321	10	T		SECURING THE AIRCRAFT, ADIRS (PRO-NOR-SOP-23 P ¼) After the shutdown off the ADIRS, wait at least 10 s before turning off the electrical supply, in order to ensure that the ADIRS memorize the latest data.
A321	10	T		IRS ONLY NAVIGATION (DSC-22_20-50-20-38 P 5/12) The aircraft is neither in an approach or in a terminal area, and: ‐ The aircraft has been in IRS mode for more than 10 min, or ‐ The aircraft is in IRS mode and is starting the descent phase.
A321	10	T		AVAIL INDICATION (DSC-70-90-40 P 3/12) On ground, appears steady during 10 s after a successful start. In flight, pulses during 1 min after a successful relight.
A321	12	T		PARKING BRAKE (DSC-32-30-10 P ⅚) The accumulator maintains the parking pressure for at least 12 h.
A321	12	T		EMERGENCY LIGHTING (DSC-33-30-10 P ½) For aircraft equipped with electrical escape paths or electrical exit markers, internal batteries supply electrical power for at least 12 min.
A321	15	T		LIMITATIONS, STARTER (LIM-ENG P 2/4) ‐ A standard automatic start that includes up to two start attempts, is considered one cycle ‐ For ground starts (automatic or manual), a 35 s pause is required between successive cycles ‐ A 15 min cooling period is required, subsequent to three failed cycles, or 15 min of continuous or cumulated crank ‐ The starter must not be run when N2 is above 20 %.
A321	15	T		If the avionics bay is cold soaked (PRO-NOR-SUP-ADVWXR P 7/18) For temperatures at or below -15 °C (5 °F) in the avionics bay, the IRS alignment requires 15 min.
A321	15	T		Chemical Oxygen System 15 min (GEN P 8/58)
A321	15	T		G/S* DISENGAGEMENT CONDITIONS (DSC-22_30-40-80-20 P ¾) G/S* disengages, when one of the following occurs: ‐ The aircraft becomes established on the G/S beam: G/S engages G/S* is engaged for more than 15 s, and the G/S deviation becomes less than 1/3 dot (DSC-22_30-40-80-70 P 2/4) F-G/S* disengages, when one of the following occurs: ‐ The aircraft becomes established on the F-G/S beam: F-G/S engages F-G/S* is engaged for more than 15 s, and the F-G/S deviation becomes less than 1/3 dot
A321	15	T		A/THR DISCONNECTION (DSC-22_30-50-40 P ¼) If the flight crew presses, and holds one A/THR instinctive disconnect pb for more than 15 s, the A/THR will disconnect for the remainder of the flight. All A/THR modes, including A.FLOOR, will be lost. The A/THR will be recovered at the next FMGC power-up on the ground.
A321	15	T		MANUAL FMGC RESET (DSC-22_20-90-10 P 8/8) A long FMGC reset of 15 min All the memory is cleared and the FMS re-initializes all data and processing.
A321	20	T		AIR CONDITIONING SYSTEM CONTROLLERS (DSC-21-10-30 P 2/2) The ram air inlet flap closes during takeoff and landing to avoid the ingestion of foreign matter. During takeoff, the ram air inlet flap closes when takeoff power is set, and the main landing gear struts are compressed. During landing, it closes as soon as the main landing gear struts are compressed, as long as speed is at or above 70 kt. It opens 20 s after the speed drops below 70 kt.
A321	20	T		Approximate refueling time at nominal pressure is : (DSC-28-10-70 P 2/2) ‐ 17 min for wing tanks ‐ 20 min for all tanks (without ACT) ‐ 25 min for all tanks (with one ACT) ‐ 27 min for all tanks (with two ACTs)
A321	20	T		PW1100G-JM: Dual Cooling function MtS time is displayed on ECAM as COOLING. COOLING time is displayed only if above 20 sec. Dual cooling function is a system logic to perform simultaneous Motoring-to-Start on both engines. This involves A/C computers and wiring, APU boost performance required, as well as associated EEC logic in software FCS3.1. It aims to reduce the overall time to start both engines on A320neo (PW1100G-JM) as reflected in below graph.
A321	20	T		Note: ‐ If dual cooling has been selected for engine start, the FADEC keeps in memory the cooling benefit for ENG 1 provided ENG 1 is started within 20 min after ENG 2 start. However, in any case, the FADEC commands an engine cooling before ENG 1 start. ‐ A PTU FAULT is triggered, if the last engine is started within 40 s following the end of the cargo doors operation. (HYD PTU FAULT, PRO-ABN-HYD P 46/48)
A321	20	T	P	ADVERSE WEATHER, BEFORE FLUID SPRAYING (PRO-NOR-SUP-ADVWXR P 2/18) For passenger comfort reason, it is not recommended to operate on ground with both PACKS set to OFF for more than 20 min.
A321	25	T		SPEED BRAKES AND GROUND SPOILERS (DSC-27-10-20 P 7/12) When the aircraft is flying faster than 315 kt or M 0.75 with the autopilot engaged, the speedbrake retraction rate is reduced (retraction from FULL to CLEAN takes about 25 s). The maximum deflection for the spoilers 2, 3 and 4 is 25 °.
A321	25	T		COCKPIT VOICE RECORDER (DSC-23-10-40 P ¼) Only the last 25 h of recording are retained. On ground during the first 5 min after the aircraft electrical network is energized. On ground until 5 min after the last engine shutdown. FLIGHT DATA RECORDING SYSTEM (DSC-31-60-10 P ½) The CVDRs can store the last 25 h data.
A321	30	T	P	ENGINE STARTING SYSTEM (DSC-70-80-40 P 4/8) - FIRST STEP(ENG MODE selector to IGN/START) : After 30 s, if the flight crew does not set the ENG MASTER lever to ON (Refer to DSC-70-80-40) pack valves automatically open again - SECOND STEP(ENG MASTER lever to ON) : The pack valves reopen if another engine is not started within 60 s.
A321	30	T		[QRH] ENG RELIGHT (PRO-ABN-ENG P 2/128) Engine light up should be achieved within 30 s after fuel flow increases.
A321	30	T		ENGINE BLEED SYSTEM (DSC-36-10-20 P 3/6) The HP valve closes automatically: ‐ Pneumatically: • In case of low upstream pressure • In case of excessive upstream pressure ‐ Electrically when the bleed valve is closed electrically. Note: If the bleed valves are closed due to APU bleed set to ON, the HP valves close 30 s after the closure of the bleed valves.
A321	30	T		SET HOLD SPEED(also displayed on PFD), (DSC-22_20-50-20-38 P 9/12) The aircraft is in selected speed, the flight crew has inserted a hold in the flight plan, the aircraft is 30 s or less from the point where it must start decelerating towards hold speed, and the selected speed differs from the hold speed by more than 5 kt.
A321	30	T		If the battery voltage is above 25.5 V (PRO-NOR-SOP-04 P 3/14) If the APU is started on batteries only, it should be started within 30 min after the selection of batteries to AUTO (35 min after battery selection to AUTO, the battery charge is less than 25 % of maximum capacity).
A321	30	T	P	[QRH] HIGH ENGINE VIBRATION, If icing suspected: (PRO-ABN-ENG P 15/128) If ENG ANTI ICE is off, switch it ON at idle fan speed, one engine after the other with approximately 30 s interval.
A321	30	T	P	[QRH] LANDING WITH ABNORMAL L/G (PRO-ABN-LG P 3/24) Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown. DO NOT USE REVERSE
A321	30	T		WXR/PWS sw (DSC-34-SURV-30-30 P 1/10) When the flight crew sets a radar to ON, a delay of 30 seconds is necessary to display the weather data. This is the time required to scan the entire volume ahead of the aircraft for the first time.
A321	30	T		LAT DISCONT AHEAD (DSC-22_20-50-20-38 P 5/12) The next leg is a discontinuity, and the aircraft is 30 s away from flying the leg.
A321	40	T	P	SIDESTICK PRIORITY LOGIC (DSC-27-20-30 P 5/16) To deactivate the other sidestick, the flight crewmember must press their sidestick pb for 40s. The other sidestick is permanently deactivated, until any flight crewmember presses their sidestick pb. If both flight crew members press their sidestick pb, the last pilot to press gets the priority.
A321	45	T		PILOT INTERFACE - FCU (DSC-22_10-40-20 P 2/8) Turning a knob without pulling it, displays a value that is the sum of the current target and the turn action value. The display remains 45 s on the HDG/TRK and V/S windows and 10 s on the SPD/MACH window before the dashes reappear. This rule does not apply to the ALT knob/window. (DSC-22_10-40-20 P ⅞) If the V/S or FPA mode is not engaged within 45 s after preselection, the preselected value is canceled and the dashes reappear.
A321	45	T		ELEC EMER CONFIG (PRO-ABN-ELEC P 60/74) APU start is not available for 45 s after the loss of both engine generators. This 45 s delay prevents any interference with emergency generator coupling. If the APU is available, the APU may be started when below FL 250
A330A380	50	T		SPOILERS INDICATIONS ON THE SLATS/FLAPS DISPLAY (DSC­27­10­20 P 18/34) Displayed when one of the following conditions is true: ‐ In cruise, the speed brakes have been extended for 50 s and at least one engine is not at idle. ‐ Below 800 ft, the speed brakes have been extended more than 5 s Associated with the following ECAM alert : F/CTL SPEED BRAKES STILL EXTENDED
A321	55	T		AUTOMATIC PRESSURE CONTROL MODE (DSC-21-20-30 P ¼) Before takeoff, and 55 s after landing, the outflow valve fully opens to ensure that there is no residual cabin pressure. At touchdown, any remaining cabin pressure is released at a cabin vertical speed of 500 ft/min.
A321	60	T		APU (DSC-49-20 P 1/10) If the aircraft was using APU bleed air, the APU keeps running for a cooling period of 60 to 120 s
A321	60	T		CARGO COMPARTMENTS (DSC-26-50-10 P ¾) 60 min after the discharge of AGENT 1, the DISCH AGENT 2 light comes on to indicate that the flight crew has to discharge AGENT 2 to maintain the required extinguisher concentration in the cargo compartment. The flight crew should press then the AGENT 2 DISCH pb to ignite the corresponding squib of the bottle 2 and to discharge the extinguishing AGENT 2 into the cargo compartment.
A321	60	T		MECH light (DSC-23-10-50 P 2/6) Flashes to indicate an incoming call from the ground crew. The MECH light goes off after 60 s, if it is not reset.
A321	60	T		FIRE EXTINGUISHING (DSC-26-50-10 P ¾) Bottle 1 discharges in approximately 60 s. A flow metering system controls the discharge of bottle 2 in approximately 60 min. This ensures sufficient agent concentration for 150 min.
A321	60	T		PACK pb-sw (DSC-21-10-50 P 2/10) On ground, reopening of the valves is delayed for 60 s to avoid a supplementary pack closure cycle during second engine start. ENGINE STARTING SYSTEM (DSC-70-80-40 P 4/8) After 30 s, if the flight crew does not set the ENG MASTER lever to ON (Refer to DSC-70-80-40 Second Step), pack valves automatically open again.
A321	70	T		AUTOMATIC PRESSURE CONTROL MODE (DSC-21-20-30 P ¼) An automatic transfer occurs: • 70 s after each landing. • If the operating system fails.
A321	150	T		CARGO COMPARTMENTS (DSC-26-50-10 P ¾) Bottle 1 discharges in approximately 60 s. A flow metering system controls the discharge of bottle 2 in approximately 60 min. This ensures sufficient agent concentration for 150 min.
A321	190	T		ICE NOT DET (DSC-30-30-20 P ¾) This memo appears in green, if no ice has been detected 190 s after the flight crew has selected the ENG ANTI ICE pb-sw are ON.
A321	-40	°C		ADVERSE WEATHER, TAKEOFF (PRO-NOR-SUP-ADVWXR P 9/18) If OAT below -40 °C (-40 °F), perform the following action before takeoff: THRUST REVERSERS : PERFORM 5 CYCLES
A321	-20	°C		ADVERSE WEATHER, AFTER START (PRO-NOR-SUP-ADVWXR P 9/18) If external temperature is less than or equal to -20 °C (-4 °F), perform the following actions after both engines are started: ENG MODE selector : NORM, Wait 10 s Automatic engine shutdowns have been experienced under very low temperatures. This automatic engine shutdown is caused by a transient high bleed extraction on one of the engines combined with a slow SAV(Starter Air Valve) / PRV(Pressure Regulating Valve) closing/opening sequence when starting the last engine. To avoid this automatic engine shutdown, it is requested to wait 10 s to ensure that the SAV 1 is properly closed after AVAIL indication is displayed and before switching off the APU BLEED.
A321	-15	°C		PRELIMINARY COCKPIT PREPARATION (PRO-NOR-SUP-ADVWXR P 7/18) - 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.
A321	-15	°C		If the avionics bay is cold soaked (PRO-NOR-SUP-ADVWXR P 7/18) For temperatures at or below -15 °C (5 °F) in the avionics bay, the IRS alignment requires 15 min.
A321	-15	°C		TAKEOFF ON CONTAMINATED RUNWAY (EFB-TOF-30-30 P ¾) Compacted snow with OAT above -15 °C is equivalent to Dry snow 10 mm (2/5 in) Note: Compacted snow is appropriate for OAT at or below -15 °C.
A321	-5	°C		PITOTS and STATICS (ground crew) (PRO-NOR-SUP-ADVWXR P 2/18) When the OAT is low (below -5 °C) during snow/freezing rain precipitation , melted snow or raindrops may drip from the cockpit windshields and freeze on the fuselage below.
A321	2.5	°C		AIR CONDITIONING (DSC-21-10-10 P ½) A temperature control panel is also available on the Forward Attendant Panel (FAP). During cruise, the cabin crew can modify each cabin zone temperature that is selected from the cockpit, with a limited authority of ± 2.5 °C. (± 4.5 °F).
A321	5	°C		TAKEOFF ON CONTAMINATED RUNWAY, FLUID CONTAMINANT (EFB-TOF-30-30 P ¼) LANDING, Fluid contaminants descriptions: (EFB-LDG-30 P 2/6) Slush is snow soaked with water, which spatters when stepped on firmly. Slush occurs at temperatures of approximately 5 °C, and has a density of approximately 0.85 kg/l (7.1 lb/US Gal).
A321	10	°C		ANTI ICE ICE DETECTED (PRO-ABN-A-ICE P 29/34) This alert triggers when ice is detected in flight above 1 500 ft (with TAT<10 °C) and the ENG ANTI ICE pb-sw is set to OFF.
A321	10	°C		DEFINITION OF ICING CONDITIONS (LIM-ICE_RAIN P ½) 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).
A321	15	°C		DUAL COOLING function Engine Oil Temperature needs to be above either 15 deg.C or 30 deg.C (upon APU type, refer FCOM dual cooling envelope) on both engines. Notes: • COOLING is not displayed when MtS is below 20 sec, DUAL COOLING pushbutton is not selected. ENGINE COOLING (DSC-70-80-40 P 6/8) The engine cooling time depends on the engine temperature at shutdown, the length of time the engine has been shutdown, the current ambient, and the engine oil temperature.
A321	20	°C		TANKS (DSC-28-10-20 P ½) When the aircraft has been refueled to maximum capacity, the fuel can expand by 2 % (20 °C temperature rise) without spilling. - Fuel density: 0.785 kg/l or 6.551 lb/US Gal.
A321	30	°C		AFTER LANDING, FLAPS (PRO-NOR-SOP-21 P 3/6) On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in the wings, resulting in AIR L(R) WING LEAK alert. Such warnings may be avoided during transit by keeping the slats in CONF 1, when the OAT is above 30 °C.
A321	35	°C		AVIONICS VENTILATION (DSC-21-30-20 P ⅜) The close-circuit configuration operates when skin temperature is beneath the in-flight threshold. In flight threshold = +35 °C (95 °F), temperature increasing, or +32 °C (90 °F), temperature decreasing. Note: The measuring range of the skin temperature sensed is between -50 °C and 80 °C. Outside of this range, the AEVC sets the avionics ventilation configuration to the intermediate configuration (partially open) until the temperature is within the operation range again.
A321	40	°C		AVIONICS VENTILATION (DSC-21-30-20 P ⅜) The open-circuit configuration operates when the avionics duct temperature is equal or above 40 °C (104 °F). The close-circuit configuration operates when the avionics duct temperature is below 40 °C (104 °F).
A321	49	°C		REDUCED THRUST TAKEOFF (LIM-ENG P ¾) TFLEX cannot be: ‐ Higher than TMAXFLEX, equal to ISA + 49 °C. ‐ Lower than the flat temperature (TREF). ‐ Lower than the actual OAT
A321	49	°C		AVIONICS VENTILATION (LIM-AIR P 1/2) 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
A321	52	°C		OIL TEMPERATURE (LIM-ENG P ¼) Minimum temperature before takeoff : 52
A321	80	°C		AVIONICS VENTILATION, NORMAL OPERATION, INTERMEDIATE CONFIGURATION The measuring range of the skin temperature sensed is between -50 °C and 80 °C. Outside of this range, the AEVC sets the avionics ventilation configuration to the intermediate configuration (partially open) until the temperature is within the operation range again.
A321	150	°C		Precooler outlet temperature (DSC-36-20 P 4/6) Overheat: Temperature exceeds: ‐ 290 °C for more than 5 s, or ‐ 270 °C for more than 15 s, or ‐ 257 °C for more than 55 s. Low temperature is detected (only in-flight), if the bleed temperature drops below 150 °C, the wing anti-ice is on, and the pressure regulating valve is in the open position. Low temperature may, however, only be due to low outside air temperature. Note: When the engines are at idle, and depending on the ambient temperature, the precooler outlet temperature may be below 150 °C (displayed amber).
A321	350	°C		PARKING BRAKE (PRO-NOR-SOP-04 P 10/14) When one brake temperature is above 500 °C (or 350 °C with brake fans ON), avoid applying the parking brake, unless operationally necessary. (PRO-NOR-SOP-22 P 4/8) The parking brake should be released after chocks are in place, if a temperature of one brake is above 300 °C (or above 150 °C with brake fans ON).
A321	800	°C		OVERWEIGHT LANDING (PRO-ABN-MISC P 20/26) Be prepared for tire deflation, if temperature exceed 800 °C.
A321	51 .7	°C		OIL TEMPERATURE, Amber (DSC-70-90-40 P 10/12) Below 51.7 °C.
A321	5	etc		ENG 1(2) HIGH VIBRATION (PRO-ABN-ENG P 68/128) This alert triggers when: ‐ N1 vibrations are above 5 units, or ‐ N2 vibrations are above 5 units.
A321	5	etc		DEFINITION OF SEVERE ICE ACCRETION (LIM-ICE_RAIN P 1/2) Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately 5 mm (0.2 in)
A321	15	etc		Lateral Control, NORMAL LAW (DSC-27-20-10-30 P ½) The roll rate requested by the flight crew during flight is proportional to the sidestick deflection, with a maximum rate of 15 °/s when the sidestick is at the stop ROLL DIRECT LAW (DSC-27-20-20 P 8/10) With the aircraft in the clean configuration, the maximum roll rate is about 30 °/s. With slats extended, it is about 25 °/s. To limit roll rate, the roll direct law uses only ailerons and spoilers N° 4 and 5. If spoiler N° 4 has failed, spoiler N° 3 replaces it. If the ailerons have failed, all roll spoilers become active.
A321	15	etc		NAV & Logo (DSC-33-20-20 P 3/6) The Logo Lights are on the upper surface of each horizontal stabilizer. These lights provide lighting for the company logo on the vertical stabilizer provided the main landing gears are compressed, or depending on the aircraft configuration, when flaps are extended (at least 15 °on some aircraft) or slats are extended.
A321	10°	etc		AILERON POSITION INDICATION (DSC-27-20-30 P 11/16) Note: The ailerons extend to 10 ° down when the flaps are in configuration 1+F or 5 ° down in other configurations (aileron droop).
A321	18%	etc		IGNITION FOR STARTING (DSC-70-80-30 P 2/4) The ignition comes on automatically when N2 reaches 18 % and cuts off automatically when N2 reaches approximately 55 % STARTER (LIM-ENG P 2/4) The starter must not be run when N2 is above 20 %.
A321	2.10%	etc		DISPATCH REQUIREMENTS REQUIREMENT ON THE GO-AROUND PERFORMANCE (EFB-LDG-40 P ½) The go-around climb gradient must be at least equal to: ‐ 2.1 % ‐ The gradient published in the airport approach chart. Note: EU-OPS requires a minimum go-around climb gradient of 2.5 % for instrument approaches with decision heights below 200 ft.
A321	2.9°	etc		RUDDER TRAVEL LIMITATION (DSC-22_40-20 P 2/2) If both FACs lose the rudder travel limitation function, the value of the rudder deflection limit is locked at the time of the second failure. When the slats are extended, the FACs automatically set the rudder deflection limit at the low-speed setting (maximum authorized deflection). ; max rudder deflection 30 degrees at or below 140 kts, min 2.9°
A321	20%	etc		STARTER (LIM-ENG P 2/4) ‐ A standard automatic start that includes up to two start attempts, is considered one cycle ‐ For ground starts (automatic or manual), a 35 s pause is required between successive cycles ‐ A 15 min cooling period is required, subsequent to three failed cycles, or 15 min of continuous or cumulated crank ‐ The starter must not be run when N2 is above 20 %.
A321	20°	etc		ROLL OUT Mode (DSC-22_30-40-80-50 P ½) When the difference between the aircraft track and the runway track is more than 20°, the ROLL OUT disengages due to the APs and FDs disengagement.
A321	22.5°	etc		SRS TO Mode (DSC-22_30-40-20-20 P ½) : When the aircraft is airborne, V2+10 kt becomes the speed target. If one engine fails, the speed target is the current aircraft speed at the engine failure detection. However, the speed target is limited by V2 and V2+15 kt. - A flight path angle protection, that ensures a minimum vertical speed of 120 ft/min - A pitch angle protection to reduce the aircraft nose-up (15 ° of maximum pitch attitude or 22.5 ° maximum in case of windshear). - A speed protection limiting the target speed to V2+15 kt.
A321	22°	etc		ENGINE-OUT CONDITIONS (DSC-22_20-60-40 P 2/10) ‐ one engine is shut down for IAE or PW engines, or ‐ N2 below idle, or ‐ One thrust lever angle is below 5 ° with the other above 22 °, or ‐ The FADEC shows an engine fault.
A321	23 Ah	etc		BATTERIES (DSC-24-10-20 P 2/4) Two main batteries, each with a normal capacity of 23 Ah, are permanently connected to the two hot buses. Each battery has an associated Battery Charge Limiter (BCL). The BCL monitors battery charging and controls its battery contactor. BAT 1(2) pb-sw (DSC-24-20 P 2/22) Battery voltage below 26.5 V(battery charge). The charging cycle ends when battery charge current goes below 4 A.
A321	25.5V	etc		BATTERIES CHECK (PRO-NOR-SOP-04 P 3/14) Battery voltage above 25.5 V ensures a charge above 50 %. If the battery voltage is at or below 25.5 V: A charging cycle of about 20 min is required.
A321	3,000 psi	etc		HYDRAULIC (DSC-29-10-10 P ½) Normal system operating pressure is 3 000 PSI (2 500 PSI when powered by the RAT).
A321	5daN	etc		SIDESTICKS (DSC-27-20-30 P 4/16) The autopilot disengages when a pilot applies a force of more than 5 daN in pitch, or 3.5 daN in roll. Note: This is not the recommended method for autopilot disengagement.
A321	650 psi	etc		HYD PTU FAULT (PRO-ABN-HYD P 46/48) ‐ On ground, PTU does not run if the differential pressure is higher than 650 PSI between G and Y system, or ‐ In flight, PTU at AUTO position does not run when G or Y reservoir level is low, and G or Y system pressure is low.
A321	65 psi	etc		ENGINE BLEED SYSTEM, AIR BLEED SELECTION (DSC-36-10-20 P 3/6) At low engine speed, when the pressure and temperature of the IP air are too low, the system bleeds air from the HP stage and maintains it at 65 ± 15 PSI. An intermediate pressure check valve downstream of the IP port closes to prevent air from the HP stage from being circulated to the IP stage.
A321	65 psi	etc		AIR BLEED SELECTION (DSC-36-10-20 P 3/6) At low engine speed, when the pressure and temperature of the IP air are too low, the system bleeds air from the HP stage and maintains it at 65 ± 15 PSI. Electrically when the bleed valve is closed electrically. Note: If the bleed valves are closed due to APU bleed set to ON, the HP valves close 30 s after the closure of the bleed valves
A321	7hPa	etc		CABIN PRESSURE (LIM-AIR P 2/2) Note: Maximum differential pressure (Δp) and safety valve setting tolerance = ± 7 hPa (0.1 PSI).
A321	168	etc		PACK FLOW selector LO : If the number of occupants is below 168 HI : For abnormally hot and humid conditions
A321	800 psi	etc		OXY pressure indication (DSC-35-20-20 P ⅞) On ground, an amber half frame appears when oxygen pressure is < 800 PSI.
A321		etc		Reservoir quantity (DSC-29-20 P ⅝)