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ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX
SPEED.............................................................................................................................
........320/0.82
See the following table for the IAS/M relationship for 0.82
FL 390 370 350 330 310 290 280 and below
MAX SPD 252 265 278 290 305 315 320
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
2/10
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
�� 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
3/10
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET
NAV FM / GPS POS DISAGREE
L2 The FMS and GPS positions differ by more than a longitude threshold that
depends on the latitude:
‐ 0.5 min for latitudes below 55 °,
‐ 0.9 min for latitudes at or above 55 °and below 70 °,
‐ or a latitude threshold of 0.5 min, regardless of the latitude.
L1 A/C
POS..................................................................................................................................
.......... CHECK
The following procedure is not displayed on the ECAM:
�� If the message occurs during ILS/LOC approach (LOC green):
DISREGARD it.
�� If the message occurs in climb, cruise, or descent:
CHECK navigation accuracy, using raw data.
�� If the check is positive:
NAV mode and ND ARC/ROSE NAV may be used.
�� If the check is negative:
HDG/TRK mode and raw data must be used.
When possible, compare the FM position versus the GPIRS position, on the
POSITION MONITOR
page:
�� If one FM position agrees with the GPIRS position on the POSITION
MONITOR page:
Use the associated FD/AP.
�� If not:
Deselect GPS and revert to basic information.
�� If the message occurs during a Non Precision Approach (NPA):
�� Overlay approach:
SELECT HDG, or TRK, and use raw data.
�� GPS or RNAV approach:
GO AROUND, or fly visual, if visual conditions are met.
ABN-34
4/10
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
　
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