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? The go-around procedure may have to be modified.
Note: The FMS predictions do not take into account the slat or flap failures. Since fuel consumption is increased, these predictions are not valid.
FAILURE AT TAKEOFF
Should a flap/slat retraction problem occur at takeoff, the crew will PULL the speed knob for selected speed to stop the acceleration and avoid exceeding VFE. The overspeed warning is computed according to the actual slats/flaps position.
The landing distance available at the departure airport and the aircraft gross weight will determine the crew's next course of action.
FAILURE DURING THE APPROACH
The detection of a slat or flap failure occurs with the selection of flap lever during the approach. With
A/THR operative, the managed speed target will become the next manoeuvring characteristic speed
e.g. S speed when selecting flap lever to 1. At this stage, if a slat or flap failure occurs, the crew will:
? Pull the speed knob for selected speed to avoid further deceleration
? Delay the approach to complete the ECAM procedure
? Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.
? Update the approach briefing
In the QRH, the line, "SPEED SEL VFE NEXT -5 kt" is designed to allow the crew to
configure the aircraft for landing whilst controlling the speed in a safe manner. This procedure
may involve reducing speed below the manoeuvring speed for the current configuration which is
 

  ABNORMAL OPERATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

acceptable provided the speed is kept above VLS. The speed reduction and configuration changes should preferably be carried out wings level.
The landing distance factors and approach speed increments are available in the QRH. (Refer to AO-010 LANDING DISTANCE PROCEDURE)
Assuming VLS is displayed on the PFD, VAPP should be close to VLS + wind correction, since this speed is computed on the actual slat/flap position.
The AP may be used down to 500 ft AGL. As the AP is not tuned for the abnormal configurations, its behaviour can be less than optimum and must be monitored.
During the approach briefing, emphasis should be made of:
? Tail strike awareness
? The go-around configuration
? Any deviation from standard call out
? The speeds to be flown, following a missed approach
? At the acceleration altitude, selected speed must be used to control the acceleration to the required speed for the configuration.
Consider the fuel available and the increased consumption associated with a diversion when flying with flaps and/or slats jammed. Additionally, when diverting with flaps/slats extended, cruise altitude is limited to 20 000 ft.
 

  ABNORMAL OPERATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 
　
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