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EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET MSN,
SIDESTICK/RUDDER PEDALS STIFF
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff.
This may affect
either:
Both sidesticks (CAPT and F/O) at the ‐ same time, but not the rudder pedals, or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force
on the sidesticks
and/or the rudder pedals.
AP
DISENGAGEMENT........................................................................................................
.......... CONFIRM
CONSIDER TRANSFERRING CONTROL TO PNF
�� FOR DECRAB, ROLLOUT, OR ENGINE FAILURE
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
RUDDER JAM
Rudder jamming may be detected by undue (and adverse) pedal movement during
rolling maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed
back to the pedals.
Use ECAM F/CTL SD page for a visual check of the rudder position.
FOR APPROACH
AVOID LANDING WITH CROSSWIND
from the side where the rudder is deflected.
MAX CROSSWIND for LDG 15 kt
AUTO
BRK............................................................................................................................
DO NOT USE
FOR
LDG..................................................................................................................USE
NORMAL CONF
SPEED AND
TRAJECTORY...........................................................................................STABILISE
ASAP
LDG DIST
PROC............................................................................................................................A
PPLY
Refer to ABN-80-B LDG CONF/APPR SPD/LDG DIST On Dry Runways Following
Failures - 27 -
FLT/CTL.
ON GROUND
DIFFERENTIAL
BRAKING.........................................................................................................USE
ASAP
Do not use asymmetric reverse thrust.
Use nosewheel steering handle below 70 kt.
ABN-27
2/2
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET MSN,
STABILIZER JAM
The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed.
The flight control normal law remains active in this case and there is no ECAM
warning.
AP....................................................................................................................................
........................OFF
MAN PITCH
TRIM.............................................................................................................................
CHECK
The pitch trim wheel may not be fully jammed, the force needed may be higher than
usual.
�� IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
If manual pitch trim is available, trim to maintain the elevator at the zero position
(indications on ECAM
F/CTL page).
APPR PROC
�� IF MAN TRIM NOT AVAIL:
FOR
LDG..........................................................................................................................USE
FLAP 3
Do not select configuration full so as not to degrade the handling qualities.
GPWS LDG FLAP
3.........................................................................................................................ON
CAT 2 INOP
ABN-27
1/4
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET MSN
LANDING WITH SLATS OR FLAPS JAMMED
LANDING
CONF..............................................................................................................................
.CONF 3
�� Repeat the following until landing configuration is reached:
SPEED SEL....................................................................................................................
VFE NEXT -5 kt
Decelerate towards VFE NEXT -5 kt but not below VLS. In case of turbulence, to
avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: • The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored.
• Approach with selected speed is recommended.
• A/THR is recommended, except in the case of a G+B SYS LO PR warning.
• OVERSPEED warning and VLS, displayed on the PFD, are computed according to
　
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