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rolling maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed
back to the pedals.
Use ECAM F/CTL SD page for a visual check of the rudder position.
FOR APPROACH
AVOID LANDING WITH CROSSWIND
from the side where the rudder is deflected.
MAX CROSSWIND for LDG 15 kt
AUTO
BRK............................................................................................................................
DO NOT USE
FOR
LDG..................................................................................................................USE
NORMAL CONF
SPEED AND
TRAJECTORY...........................................................................................STABILISE
ASAP
LDG DIST
PROC............................................................................................................................A
PPLY
Refer to ABN-80-B LDG CONF/APPR SPD/LDG DIST On Dry Runways Following
Failures - 27 -
FLT/CTL.
ON GROUND
DIFFERENTIAL
BRAKING.........................................................................................................USE
ASAP
Do not use asymmetric reverse thrust.
Use nosewheel steering handle below 70 kt.
STABILIZER JAM
The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed.
The flight control normal law remains active in this case and there is no ECAM
warning.
AP....................................................................................................................................
........................OFF
MAN PITCH
TRIM.............................................................................................................................
CHECK
The pitch trim wheel may not be fully jammed, the force needed may be higher than
usual.
�� IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
If manual pitch trim is available, trim to maintain the elevator at the zero position
(indications on ECAM
F/CTL page).
APPR PROC
�� IF MAN TRIM NOT AVAIL:
FOR
LDG..........................................................................................................................USE
FLAP 3
Do not select configuration full so as not to degrade the handling qualities.
GPWS LDG FLAP
3.........................................................................................................................ON
CAT 2 INOP
ABN-27
4/4
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
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ABN-27
1/4
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , , , , , , , ,
, , , , , , , , , , , ,
, , MSN
LANDING WITH SLATS OR FLAPS JAMMED
LANDING
CONF..............................................................................................................................
.CONF 3
�� Repeat the following until landing configuration is reached:
SPEED SEL....................................................................................................................
VFE NEXT -5 kt
Decelerate towards VFE NEXT -5 kt but not below VLS. In case of turbulence, to
avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: • The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored.
• Approach with selected speed is recommended.
• A/THR is recommended, except in the case of a G+B SYS LO PR warning.
• OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the
actual flaps/slats position.
• VFE and VFE NEXT are displayed on the PFD according to the FLAPS’ lever
position. If
not displayed, use the placard speeds.
• If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever can
be set in
the required next position, while the speed is reduced to follow VLS reduction as
surfaces
extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
As speed reduces through VFE NEXT:
FLAPS
LEVER............................................................................................................ONE
STEP DOWN
�� When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
　
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