A321neo/320/319 Lims & Mem Rev. 21

• 1) 319/320: 38kts x-wind T/O & LDG
•     321n: 35kts T/O, 38kts LDG

• 2) 10kts max. tailwind T/O & Landing   321n/320/319.
• *319 5kts elev <5,750 config 3 Autoland

1) 65kts max. wind for passenger door operations.

• 1) Max wind for cargo door ops: 40kts.
•     50kts if aircraft is positioned into the wind or cargo door is on the leeward side.

2) Close Cargo Doors before wind exceeds 65kts.

280kts/M.67

VLO 250kts Extension

VLO 220kts Retraction

25,000 ft.

195kts

300ºC  (If brake fans are in use: 150C)

75% N1 on both engines.

Maximum Operating Alt FL390.

Severe Turbulence Penetration Speed: 275kts/M.76

250kts <FL200

230kts

200kts

Do not use the ISIS bug function - it inhibits (peanut) attitude indicator.

1) Do not use LP ground conditioned air while the packs are operating to avoid valve chatter.

2) Do not use HP ground pneumatic air while APU bleed air is on (avoids damaging bleed air system).

Do not use Pack Flow High in combination with Wing Anti-Ice above FL250 (A321n only).

100' AGL

*(Internal FMGS logic prevents A/P system from engaging the first 5 seconds after liftoff.)

1) Applicable MDA (DA)


2) 1,000' AGL or Circling MDA(H), whichever is higher.

**Virgin America only conducts circling maneuvers (not circling apps.) and must be in VMC wx conditions.  The flight crew must conduct the maneuver within the circling area, while maintaining req'd visual reference at all times.

160 ft. AGL

80 ft. AGL

• Min Height for AP Engagement on G/A?
• 100 ft. AGL.

• Min Height for AP Use in all other phases?
• 319/320: 500 ft. AGL
• 321n: 900 ft. AGL

No Single-Engine appr. AP use during the following modes: 

• FINAL APPR
• NAV V/S
• NAV FPA

FD use is authorized.

Yes - AT use in selected or managed modes is approved with or without AP/FD.

FL200

Max. Fuel Imbalance for takeoff 800#.

Max Fuel Imbalance In Flight or Landing 1500#.

Do not Takeoff using center tank fuel (319/320).

Center tanks first, then wing tanks once airborne (319/320).

1) 15,000 ft. APU bleed dual pack ops.

2)  FL225 APU Bleed air single pack ops.

FL200 max. for apu bleed assisted engine start.

Do not use APU bleed air for wing anti-icing.

After 3 APU starter motor cycles, wait 60 minutes before attempting another APU start.

FL250

11.0 Quarts + 0.5 Quarts per Hour of Flight

-40ºC min. for engine starting 319/320.

-29°C 321n

-10ºC 319/320 for takeoff

19°C 321n

4 consecutive engine start cycles maximum 319/320.

3 321n

*Standard auto-start cycle for the Leap 1A & CFM56-5B engines may consist of up to 3 start attempts.

15 minutes cooling period required after max engine start cycles.

319/320 20 seconds

321n 60 seconds

1) 2 minutes duration max for engine start cycle.

2) Pause 20 seconds between engine start attempts.

3) 20% N2 maximum for starter re-engagement.

20% Max N2 for Running Re-Enagaement of Starter 319/320.

63% N2 321n

1) 70 knots

2) No inflight reverse.

3) Do not push-back the aircraft utilizing reverse thrust.

EMERGENCY DESCENT

• Crew O2 Masks: ON
• CREW COMMUNICATIONS: ESTABLISH
• SIGNS: ON
• (EMER DESCENT INITIATE)
• ALT: SET & PULL (descend to > 10k' or MEA)
• HDG: SET & PULL (if ETOPS turn 45 degrees right/left & establish 15nm lateral track offset from assigned track, turn towards anticipated alt if on a random route, or if on a track that is bracketed on both sides. If on an outside track turn away from existing tracks.)
• *IF NOT ETOPS: Turn to avoid traffic
• SPD/MACH: ADJUST
• Thrust Levers (if A/THR Off): IDLE
• Spd Brk: FULL (Respecting VLS)

• If Autobrake Is Selected 
• Brake Pedals: PRESS
• If No Braking Available 
• REV: MAX
• Brake Pedals: RELEASE
• A/Skid & N/W STRG: OFF
• Brake Pedals: PRESS (max brake pres. 1k psi)

• If Still No Braking 
• Parking Brake: SHORT & SUCCESSIVE APPS

• AP/FD:  OFF
• A/THR:  OFF
• PITCH/THRUST
• Below THRUST RED ALT:  15˚ANU/TOGA

Above THRUST RED ALT & Below 10,000':  10˚ANU/CLB

• Above THRUST RED ALT & Above 10,000':  5˚ANU/CLB
• FLAPS (if CONF 0,1,2,3:  MAINTAIN CURRENT CONFIG
• FLAPS (if CONF FULL) Select CONF 3 & MAINTAIN 
• SPEEDBRAKES:  CHECK RETRACTED
• Landing Gear:  UP
• When at or above MSA or Circuit Altitude:  Level off for trouble shooting

• THR LEVERS - MCT
• A/THR - OFF
• SPD/MACH - SET M.78 & PULL (If ETOPS & turn back is req'd, consider green dot to minimize turn radius)
• HDG - SET & PULL (if ETOPS turn 45 degrees L or R from present track to est. 15 nm offset. If not ETOPS: Turn to avoid traffic.)
• ALT - SET FL200 & PULL

WINDSHEAR

• At TAKEOFF
• IF BEFORE V1:  REJECT (only if significant a/s variations occur below indicated V1 & there is sufficient rwy remaining to stop.)
• IF AFTER V1 THRUST LEVERS: TOGA
• REACHING VR: ROTATE
• SRS ORDERS: FOLLOW

• AIRBORNE, INITIAL CLIMB OR LANDING:
• THR LEVERS AT TOGA: SET OR CONFIRM
• AP (if engaged): KEEP ON
• SRS ORDERS: FOLLOW
• Maintain CONFIGURATION until out of shear. 
• Closely monitor flight path and speed.
• Recover smoothly to normal climb out of shear.

• WINDSHEAR AHEAD (RED):
• DURING the TAKEOFF Run: REJECT
• WHEN AIRBORNE:
• THR LEVERS: TOGA
• AP (if engaged): KEEP ON
• SRS ORDERS: FOLLOW
• APPROACH LANDING -
• GO AROUND: PERFORM
• AP (if engaged): KEEP ON

• TCAS:
• AP (if engaged): OFF
• Both FDs: OFF
• V/S: ADJ PITCH, MAINTAIN GREEN, AVOID RED
• ATC: NOTIFY

• Simultaneously:
• AP: OFF
• PITCH: PULL UP (pull & maintain full backstick)
• THR LEVERS: TOGA
• SPEED BRAKES LEVER: CHECK RETRACTED
• BANK: WINGS LEVEL or ADJUST

• STALL RECOVERY
• Any Stall Indication, Immediately:
• NOSE DOWN PITCH CONTROL:  APPLY
• (if lack of pitch authority thrust reduction may be necessary)
• BANK:  WINGS LEVEL
• When out of stall (no longer stall any indications):
• THRUST:  INCREASE SMOOTHLY AS NEEDED
• SPEED BRAKES:  CHECK RETRACTED
• FLIGHT PATH:  RECOVER SMOOTHLY

• If in clean configuration & Below FL200:
• FLAP1:  SELECT

STALL RECOVERY AT LIFTOFF:

• THRUST:  TOGA
• (Simultaneously) PITCH ATTITUDE:  15˚ANU
• BANK:  WINGS LEVEL