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FOR GO AROUND
The table below provides the MAX SPEEDS for the abnormal configurations.
�� IF SLATS FAULT:
�� FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 kt
�� FOR DIVERSION
SELECT CLEAN CONFIGURATION
Recommended flaps retraction speed is between MAX SPEED -10 kt and MAX
SPEED.
Recommended diversion speed: MAX SPEED -10 kt.
�� IF FLAPS FAULT:
�� FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 kt
�� FOR DIVERSION:
�� If FLAPS jammed at 0
SELECT CLEAN CONFIGURATION
Note: Recommended speed for slats retraction is between MAX SPEED -10 kt and
MAX
SPEED of actual slat/flap position.
Normal operating speeds
�� If FLAPS jammed > 0
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED -10 kt
To be continued on next page
ABN-27
2/4
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 (Cont'd)
Note: ‐ In some cases, MAX SPEED -10 kt may be a few knots higher than the VFE.
In
this situation, pilot may follow the VFE.
‐ In case of a go-around with CONF FULL selected, the L/G NOT DOWN warning
is triggered at landing gear retraction.
MAX SPEED
Flaps
Slats F = 0 0 < F ≤ 1 1 < F ≤ 2 2 < F ≤ 3 F > 3
S = 0 NO LIMITATION
0 < S < 1
177 kt
(Not allowed)
S = 1 230 kt 215 kt 200 kt 185 kt
1 < S ≤ 3 200 kt 200 kt 185 kt 177 kt
S > 3 177 kt 177 kt 177 kt 177 kt
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is
increased. Refer to the
fuel flow indication. As a guideline, determine the fuel consumption in clean
configuration
at the same altitude without airspeed limitation (e.g. From ALTERNATE FLIGHT
PLANNING tables) and multiply this result by 1.6 (SLATS EXTENDED) or 1.8
(FLAPS
EXTENDED) or 2 (SLATS and FLAPS EXTENDED) to obtain the fuel consumption
required to reach the destination in the current configuration.
SIDESTICK/RUDDER PEDALS STIFF
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff.
This may affect
either:
Both sidesticks (CAPT and F/O) at the ‐ same time, but not the rudder pedals, or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force
on the sidesticks
and/or the rudder pedals.
AP
DISENGAGEMENT........................................................................................................
.......... CONFIRM
CONSIDER TRANSFERRING CONTROL TO PNF
�� FOR DECRAB, ROLLOUT, OR ENGINE FAILURE
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
ABN-27
3/4
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , , , , , , , ,
, , , , , , , , , , , ,
, , MSN
RUDDER JAM
Rudder jamming may be detected by undue (and adverse) pedal movement during
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
　
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