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WHEN L/G DN: DIRECT LAW
At landing gear extension, control reverts to direct law in pitch, as well as in roll .
Note: Use manual control of cabin pressurizationRefer to FCOM/99 Duref Cible
QRH
MODE
SEL..............................................................................................................................M
AN
MAN V/S
CTL...................................................................................................................AS RQRD
To be continued on next page
ABN-34
2/8
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
ADR 1 + 2 + 3 FAULT (Cont'd)
STATUS
MAX SPEED.................................................................. 320/0.82
RUD WITH CARE ABV 160 kt
See (1)
APPR PROC:
FOR LDG...........................................................................USE FLAP 3
GPWS LDG FLAP 3......................................................................... ON
APPR SPD..................................................................... VREF + 10 KT
LDG DIST PROC........................................................................APPLY
Refer to FCOM/99 Duref Cible QRH
CAT 1 ONLY
�� FOR L/G GRVTY EXTN (not on the ECAM):
GRVTY GEAR EXTN handcrank.....................................................
............................................................................ PULL AND TURN
L/G LEVER........................................................................... DOWN
WHEN L/G DN : DIRECT LAW
�� DURING FINAL APPR
V/S CTL............................................................................ FULL UP
Note: In case of a go-around, respect maximum speed 215 kt
in CONF 1+F, due to the loss of flap auto retraction to
CONF 1.
CAUTION Check that the outflow valve is fully open, and that
cabin altitude is at airfield elevation before opening
the doors.
INOP SYS
ATT LIMIT
OVSP LIMIT
ALPHA LIMIT
ADR 1+2+3
WINDSHEAR DET
RUD TRV LIM 1+2
A/THR
AP 1+2
GPWS
Other INOP SYS
CAB PR1+2
RAT auto extension
ATC ALTI MODE
TCAS ��
L/G RETRACT
(1) At slats’ extension, full rudder travel authority is recovered.
ABN-34
3/8
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
EGPWS ALERTS
CAUTION During night or IMC conditions, apply the procedure immediately. Do
not delay reaction for
diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may
be considered cautionary. Take positive corrective action until the alert stops or a safe
trajectory is ensured.
�� ″PULL UP″ – ″TERRAIN TERRAIN PULL UP″ – ″TERRAIN AHEAD
PULL UP″-"OBSTACLE
AHEAD PULL UP":
Simultaneously:
AP....................................................................................................................................
................. OFF
PITCH.............................................................................................................................
.......... PULL UP
Pull to full backstick and maintain in that position.
THRUST
LEVERS.........................................................................................................................
TOGA
SPEED BRAKES lever..........................................................................................
CHECK RETRACTED
BANK.............................................................................................................WINGS
LEVEL or ADJUST
�� When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
�� When speed is above VLS, and vertical speed is positive:
Clean up aircraft as required.
�� “TERRAIN TERRAIN” “TOO LOW TERRAIN”:
Adjust the flight path or initiate a go-around.
�� "TERRAIN AHEAD"-"OBSTACLE AHEAD":
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on
analysis of all available
instruments and information.
�� “SINK RATE” “DON’T SINK”:
Adjust pitch attitude and thrust to silence the alert.
�� “TOO LOW GEAR” - “TOO LOW FLAPS”:
Perform a go-around.
�� “GLIDE SLOPE”:
Establish the aircraft on the glideslope, or switch OFF the G/S mode pb-sw, if flight
below the
glideslope is intentional (non precision approach (NPA)).
　
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