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If the aircraft accelerates above VMO/MMO and triggers the high-speed protection the autopilot will disengage. If VMO/MMO is exceeded significantly the associated overspeed aural warning may have overwhelmed the autopilot disconnect.aural.warning.
The high-speed protection will provide a nose-up order in addition to any pilot input during the recovery. It is not usually necessary to use a pull force to recover. If a quicker recovery is required for operational reasons, pull back smoothly and progressively, monitoring the “g” indication on the ECAM. It is important to consider the effect of increased “g” on the people who may be standing.in.the.cabin.
When below the high-speed protection range, check autopilot engagement status.and.re-engage.it.if.necessary.

Cruise
In the cruise an encounter with CAT, windshear, or standing waves may cause the speed to increase rapidly. The recommended technique for recovery is to initially select a lower speed on the FCU, but not below green dot. This will have the effect of commanding the autothrust system to reduce the thrust, which may be.sufficient.to.stop.a.VMO/MMO.exceedance.
If the aircraft accelerates above VMO/MMO and triggers the high-speed protection the autopilot will disengage and the high-speed protection will provide a nose-up order. If VMO/MMO is exceeded significantly the associated overspeed aural warning may have overwhelmed the autopilot disconnect aural warning.
The pilot should not pitch up to reduce speed, but should attempt to maintain the cruise altitude by making smooth inputs on the sidestick. The autothrust system will be reducing the thrust, and it should not be necessary to disconnect the autothrust. It is preferable to leave the autothrust engaged to reduce workload once the cause of the overspeed is passed. In extreme cases the speedbrakes may.be.used,.but.they.should.be.used.with.caution.at.high.altitudes.
When below the high-speed protection range, check autopilot engagement status.and.re-engage.it.if.necessary.
Electrical
FCTM REV.1.(6.JUN.05)
EMERGENCY.ELECTRICAL.CONFIGURATION
The Emergency Electrical Configuration is triggered by the loss of all AC busbars. This results in the automatic engagement of the Emergency Generator, driven by the Green hydraulic system and powered by either the Engine Driven Pump (EDP) or the RAT, depending upon the cause of the failure. It is most unlikely that this configuration will ever be encountered, but be aware that workload is immediately increased in Emergency Electrical Configuration, The handling of this failure is referred to as a "complex procedure". A summary for handling the procedure is included in the QRH, which should be referred to upon completion.of.the.ECAM.procedure.
The electrical distribution network has been designed to enable the crew to fly the aircraft, navigate and communicate. The list of equipment available in Emergency Electrical Configuration is detailed in the QRH. The available systems.of.particular.interest.prior.to.selection.of.LAND.RCVY.are:
A333
EMER.GEN.Powered.by.EDP  EMER.GEN.Powered.by.RAT 
FLY  AP1,.PFD.1,.Pitch.trim, Rudder.trim,.ALTN.LAW, Upper.ECAM,.ECP, ISIS/STBY.INST  PFD.1,.ALTN.LAW,.Upper ECAM,.ECP,.ISIS/STBY.INST 
NAV  ND.1,.FMGC.1,.MCDU.1, DDRMI.(VOR/DME.1.or.ADF 1),.FCU,.WXRDR.1  FCU,.STBY.NAV.(via.RMP.1), DDRMI.(VOR.1.or.ADF.1) 
COMM  VHF.1,.HF.1,.RMP.1,.ACP.1.& 2,.Loundspeakers.1.&.2  VHF.1,.RMP.1,.ACP.1.&.2, Loudspeakers.1.&.2 

A343/A346
EMER.GEN.Powered.by.EDP  EMER.GEN.Powered.by.RAT 
FLY  PFD.1,.Pitch.trim,.Rudder.trim (without.centre.pedestal position.indication),.ALTN LAW,.Upper.ECAM,.ECP, ISIS/STBY.INST  PFD.1,.ALTN.LAW,.Upper ECAM,.ECP,.ISIS/STBY.INST 
NAV  MCDU.1.(B/U.NAV),.STBY NAV.(via.RMP.1),.DDRMI (VOR/DME.1.or.ADF.1),.FCU  FCU,.STBY.NAV.(via.RMP.1), DDRMI.(VOR.1.or.ADF.1) 
　
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