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.................OFF
�� PITCH/THRUST:
Below THRUST RED
ALT................................................................................................ 15°/TOGA
Above THRUST RED ALT and Below FL
100.....................................................................10°/CLB
Above THRUST RED ALT and Above FL
100...................................................................... 5°/CLB
FLAPS............................................................................................................. Maintain
current CONFIG
SPEEDBRAKES..............................................................................................................
Check retracted
L/G..................................................................................................................................
................... UP
GPS
ALTITUDE..................................................................................................................
Display on MCDU
PROBE WINDOW
HEAT...........................................................................................................................O
N
�� To level off for troubleshooting:
AP/FD..............................................................................................................................
..................OFF
A/THR.............................................................................................................................
.................. OFF
Note: Check the actual slat/flap configuration on ECAM, since flap auto-retraction
may occur.
SLATS/FLAPS EXTENDED
Above 66 t 66 t-56 t Below 56 t
CONF Speed Pitch (°)/Thrust (% N1)
3 F 7.0/62.0 7.0/57.9 7.0/52.6
2 F 8.5/61.8 8.5/57.6 8.5/52.3
1 + F S 3.5/60.6 3.5/56.4 4.0/51.5
1 S 7.5/60.1 7.0/55.7 7.0/50.9
CLEAN
FL Speed Pitch (°)/Thrust (% N1)
Below FL 200 250 kt 4.0/64.3 3.0/62.0 2.0/60.2
FL 200 -FL 320 275 kt 2.5/78.0 2.0/76.3 1.5/74.8
Above FL 320 M 0.76 3.0/84.2 2.5/82.6 2.0/80.4
PITCH/THRUST FOR INITIAL LEVEL OFF
Flying technique to stabilize speed:
Adjust pitch in order to ‐ fly the required flight path.
‐ When target pitch is reached, flying intended flight path, adjust thrust to target:
• If the aircraft pitch tends to increase, aircraft is slow, then increase thrust;
• If the aircraft pitch tends to decrease, aircraft is fast, then decrease thrust.
To be continued on next page
ABN-34
8/10
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
UNRELIABLE SPEED INDICATION/ADR CHECK PROC - MEMORY
ITEMS (Cont'd)
WHEN FLIGHT PATH IS STABILIZED
PROBE/WINDOW
HEAT........................................................................................................................ ON
TECHNICAL RECOMMENDATIONS:
‐ Respect Stall Warning
‐ To monitor speed, refer to IRS Ground Speed, or GPS Ground Speed variations
�� If remaining altitude indication is unreliable:
‐ Do not use FPV and/or V/S, which are affected.
‐ ATC altitude is affected. Notify the ATC.
‐ Refer to GPS altitude: altitude variations may be used to control level flight, and is
an altitude
cue.R ‐ efer to Radio Altimeter.
CAUTION If the failure is due to radome destruction, the drag will increase and
therefore N1
must be increased by 5 %. Fuel flow will increase by about 27 %.
AFFECTED ADR IDENTIFICATION:
Crosscheck all speed indications and Refer to FPE-SPD Speeds
�� If at least one ADR is reliable:
Faulty
ADR(s).............................................................................................................................
OFF
REMAINING AIR
DATA.................................................................................................... CONFIRM
Alternate sources may be used to evaluate the air data:
‐ GPS altitude
‐ GPS and IRS Ground Speeds, taking into account altitude and wind effect.
�� If affected ADR(s) cannot be identified or all ADRs are affected:
ONE
ADR..........................................................................................................................
KEEP ON
Keep one ADR ON to maintain the STALL WARNING protection.
TWO
ADRs...............................................................................................................................
OFF
This prevents the flight control laws from using two coherent but unreliable ADR
data.
LDG CONF...................................................................................................................
　
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