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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.
ABN-34
10/10
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
Intentionally left blank
A318/A319/A320/A321 FLEET , , , , , , ,
ABN-34
1/10
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , , , , , , , ,
ADR 1 + 2 + 3 FAULT
The ECAM does not display this procedure. In the case of a triple ADR failure, the
ECAM only displays
dual ADR warnings.
ADR
(all)..................................................................................................................................
................OFF
STBY INST (ALT +
ASI)...........................................................................................................................USE
Note: Disregard ECAM actions for AIR DATA SWTG and ATCsince these have no
effect in the case of
a total loss of ADRs.
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
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
2/10
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
　
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