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A320 Emergency and Abnormal

Procedures

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FOR TRAINING PURPOSE ONLY

A320 Emergency and
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Abnormal Procedures

Important Notice:

This document is for training purpose only. It has been developed to assist new pilots on Airbus A318, A319, A320 and A321 with
CFM56 engines and act as a refresher for more experienced pilots.

The information comes from several different sources and therefore may differ from the original manufacturer documentation. In all
cases, your company SOPs, FCOMs and FCTM will take precedence.

Notice of Liability:

The author shall have no liability to any person or entity with respect to any liability, loss or damage caused, or alleged to be
caused, directly or indirectly by information contained in these study notes or it’s application in practice.

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Abnormal Procedures

NAVIGATION BUTTONS:

This document is a PDF file with navigation buttons and Menu buttons:

MEMORY ITEMS This is a menu button, it is used to to reach a specific topic

This is the BACK button, it is used to reach the closest top level menu

NEXT This is the NEXT button, it is used to navigate in a procedure that is on more than one page

PREV This is the PREVious button, it is used to navigate in a procedure that is on more than one page

PROCEDURE This is the PROCEDURE button, it is used to open a procedure page

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A320 Emergency and
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Abnormal Procedures

HANDLING OF ABNORMAL SITUATION

EMER ELEC CONFIGURATION REJECTED TAKEOFF

G+Y SYSTEM LOW PRESSURE EMERGENCY EVACUATION

G+B SYSTEM LOW PRESSURE SMOKES/FUMES/AVIONICS SMOKE

ALL ENGINES FAILURE / EMER LANDING MEMORY ITEMS

USE OF QRH SUMMARIES

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Abnormal Procedures

TECHNICAL BACKGROUND

DETECTION

ECAM ACTIONS

STATUS ANALYSIS

ELEC EMER CONFIG SUMMARY

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A320 Emergency and
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Abnormal Procedures

TECHNICAL BACKGROUND

The loss of all AC buses, also called electrical emergency ELEC BAT 1 BAT 2
configuration, may be caused by the loss of all bus bars, or the 28 V DC BAT 28 V
0A 0A
loss of all engines, or the loss of all generators or a combination of
different failures.
DC 1 DC 2

In flight with speed above 100 kt, the loss of AC BUS 1 and DC ESS
AC BUS 2 triggers automatic Ram Air Turbine (RAT)
TR 1
extension. The RAT powers the blue hydraulic circuit which 0V TR 2
ESS TR EMER GEN
drives the emergency generator (EMER GEN). The EMER GEN 0A 28 V 116 V
0V
0A
powers the AC ESS BUS and the DC ESS BUS through the ESS 130 A 400 HZ
TR.
AC 1 AC 2
AC ESS
RAT extension and EMER GEN coupling take approximately 8
seconds. During these 8s, the essential busses are supplied by GEN 1 GEN 2
the batteries and a static inverter. OFF OFF

Below 125 kt, the RAT stalls and the emergency generator is
IDG 1 40 °C 43 °C IDG 2
no longer powered. Batteries supply power to essential busses,
ELEC PAGE with EMER GEN RUNNING
but the AC ESS SHED BUS and the DC ESS SHED BUS are
shed. Below 100 kt, the DC BAT BUS is automatically connected
and below 50 kt the AC ESS BUS is shed.
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Abnormal Procedures

DETECTION

After resetting the Master Warning, the PM will call “ELEC EMER
CONFIG” but as only PFD 1 is available, CM1 (Crew Member 1) ELEC EMER CONFIG
becomes PF. The AP/FD and ATHR are lost and the flight control law
revert to Alternate Law. The THR LK message appears on the FMA with
a single chime calling for manual operation of the thrust levers.

The emergency generator should come online after 8 seconds, the ❌

significant remaining systems in ELEC EMER CONFIG with the ❌❌
EMER GEN running are:
❌
FLY: PFD 1 in Alternate Law, ❌

NAVIGATE: ND1, MCDU 1, FMGC 1, RMP 1, VOR 1 / ILS 1,

DME 1, ATC 1, ISIS
❌ ❌
COMMUNICATE: VHF 1, HF 1, ATC 1, ACP 1 & 2, RMP 1
❌
The PF may call for “FDs OFF and BIRD ON” to help hand-fly the
aircraft. Once a safe flight path is established, and the aircraft is under
control, ATC should be notified using “MAYDAY” and ECAM actions will
be carried out.
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Abnormal Procedures

ECAM ACTIONS
ELEC EMER CONFIG
This ECAM procedure is triggered when both AC 1 and AC 2
busbars are not supplied, It is inhibited at takeoff between 80 kt LAND ASAP
and liftoff and on landing from touchdown until the aircraft MIN RAT SPEED 140 KT
reaches 80 kt. GEN 1+2 OFF THEN ON
IF UNSUCCESSFUL:
The flight crew should be aware that workload is greatly BUS TIE OFF
increased. As only the Engine Warning Display (EWD) is GEN 1+2 OFF THEN ON
available, disciplined use of the ECAM Control Panel (ECP) is EMER ELEC PWR (if EMER GEN not in line) MAN ON
ENG MODE SEL IGN
essential.
VHF1 /HF1 / ATC1 USE
FUEL GRVTY FEED
The ECAM procedure starts with two generator reset attempts, PROC: GRVTY FUEL FEEDING
the second one with the BUS TIE OFF. If unsuccessful, the FAC 1 OFF THEN ON
procedure gives remaining system information and secures the BUS TIE AUTO
APU (IF AVAIL) START
available systems.
BLOWER + EXTRACT OVRD
FUEL CONSUMPT INCRSD
Consideration should be give to starting the APU as FMS PRED UNRELIABLE
indicated by the ECAM and taking into account the probability to
restore using the APU generator. APU start is not available for ASSOCIATED PROCEDURES
45s after the loss of both engine generators, this prevents
F/CTL ALTN LAW (PROT LOST)
any interference with emergency generator coupling. If available, MAX SPEED 320 KT
APU should be started when below FL250.
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Abnormal Procedures

STATUS ANALYSIS
STATUS
A good reading of the STATUS is essential to assess the aircraft
status and properly sequence actions during the approach. INOP SYS
MIN RAT SPEED 140 KT
MAX SPEED 320 KT F/CTL PROT
The EMER ELEC procedure is considered a “complex”
MAX BRK PR 1000 PSI REVERSER 1+2
procedure, after removing the STATUS page, the flight crew FUEL GRVTY FEED ADR 2+3
should review the ELEC EMER CONFIG SUMMARY in the AVOID NEGATIVE G FACTOR IR 2+3
QRH. Time permitting, the flight crew may also use the system RA 1+2
remaining list in the QRH. APPR PROC SPLR 1+2+5
FOR LDG USE FLAP 3 ELAC 2
APPR SPD VREF+10 / 140 KT SEC 2+3
During approach, the PM should perform altitude callouts as LDG DIST PROC APPLY A/CALL OUT
both radio altimeters are inoperative. Slats and Flaps extend at AP 1+2
slow speed and flight control law revert to Direct Law when the FUEL CONSUMPT INCRSD A/THR
landing gear is lowered. FUEL PUMPS
FMS PRED UNRELIABLE ANTI SKID
ALTN LAW: PROT LOST N/W STRG
Landing will be performed in CONF 3, with a minimum speed WHEN L/G DN: DIRECT LAW CAT2
of 140 kt. BSCUs are lost, braking will be performed in SLATS/FLAPS SLOW STEEP APPR
alternate braking mode with no anti-skid and reversers are
not available. Approaching 50 kt, all display units will be lost. FLS LIMITED TO F-APP+RAW

As nose wheel steering is lost, a tow truck should be

requested to taxi the aircraft back to the parking stand.
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Abnormal Procedures

ELEC EMER CONFIG SUMMARY

MAX SPD: 320kt
C ALTN LAW: PROT LOST
R ONLY CAPT PITOT AND AOA HEATED
U
I
FUEL: CTR TK UNUSABLE, FUEL GRAVITY FEEDING
S COM: VHF 1, HF 1, ATC 1, RMP 1 only
E NAV: ILS 1, VOR 1, GPS 1 (if MMR is installed) only
For Landing Performance assessment, use the QRH/PER chapter or the Performance Application
A
P CAT 2 INOP
P MIN RAT SPEED 140 KT
R
O
SLATS / FLAPS SLOW
A FOR LANDING: USE FLAP 3
C ● WHEN L/G DOWN: USE MAN PITCH TRIM (DIRECT LAW)
H

L FLARE: Only 2 Spoilers per wing. Direct Law

A SPOILERS: Only 2 per wing
N
NO REVERSER
D
I BRAKING: ALTERNATE without antiskid
N MAX BRK PR: 1000 PSI
G NO NOSE WHEEL STEERING

G
O When L/G uplocked: ALTN LAW: PROT LOST
A

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 Understand Better, Improve Faster, Fly Safer!

FULL A320 EMERGENCY AND ABNORMAL

PROCEDURES AVAILABLE HERE

All rights reserved © 2020-2022 Airline Pilot Study Notes

FOR TRAINING PURPOSE ONLY

The author shall have no liability to any person or entity with respect to any liability, loss or damage caused, or alleged to be caused, directly or
indirectly by information contained in these study notes or it’s application in practice.