Three days to discuss what to do with one switch with only 30 minutes fuel remaining
You know you are short of fuel , and are at some point in descent or approach. Consider OEI and L+R TK LO LVL in the two possible combinations.
ONE: L+R TK LO LVL caution appears. ECAM actions completed. Then an engine fails. Run ECAM and at FUEL IMBALANCE ... MONITOR you check for leaks and turn X-FEED to ON if no leak.
All the fuel is available to the live engine.
TWO: OEI, ECAM actions complete. Because of the fuel imbalance the X-FEED is ON and two wing tank pumps are OFF in the low tank. L+R TK LO LVL caution appears, you run ECAM...
ALL TK PUMPS ... ON (sensible)
FUEL X FEED ... OFF !! Not sensible so you leave it ON, because the procedure is written for a serviceable aeroplane and you apply common sense.
All the fuel is available to the live engine.
Your priority is to land the a/c before you run out of fuel!!!
rudderrudderrat
Apologies if I sound like 411A but... Still confused? Volunteer for extra training or hand your licence in.
It appears that the change in the ECAM from "Open X Feed" to "Monitor Fuel Imbalance" has been tripped up by an error in L+R Wing Tk Lo Lvl ECAM procedure.
They are completely separate procedures based on an otherwise serviceable a/c. This applies to all manufacturers. Air Transat 330 crew followed (old) ECAM without monitoring fuel imbalance. The current procedure is safer.
I think the error is the Fuel X Feed should be selected On (Open) not Off (Closed).
ISTR that eg B747 fuel x-feed was opened with low fuel state to cope with pumps being uncovered on a go-around? This may not apply to A320? And if you do run out of fuel would you like simultaneous flame-outs or have them (say) two minutes apart?