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........ON
WING ANTI
ICE..................................................................................................................................
......ON
PACK
FLOW..............................................................................................................................
.................HI
APU.................................................................................................................................
....................START
ENGINE
PARAMETERS...............................................................................................................
..MONITOR
AIRSPEED
INDICATIONS..............................................................................................................
MONITOR
If airspeed is unreliable or lost, Refer to ABN-34-C UNRELIABLE SPEED
INDICATION/ADR CHECK
PROC - Memory Items If both engines flame out and speed indications are lost, Refer
to ABN-70-A ENG
ALL ENG FLAME OUT - FUEL REMAINING - ENGINE RELIGHT ATTEMPT to
get the required pitch
altitude for optimum relight speed.
In case of engine failure, switch off the wiring anti-ice before engine start.
Note: If sufficient visibility is not granted for approach due to windshield/window
damage, consider
AUTOLAND. If AUTOLAND is not available, consider opening the sliding window
on the PF's
side, after cabin depressurization.
�� To manually depressurize the cabin:
CAB PRESS MODE
SEL................................................................................................... MAN
MAN V/S
CTL..............................................................................................................FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
ABN-80
11/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET ,
WINDSHEAR
A red flag “WINDSHEAR” is displayed on each PFD associated with an aural
synthetic voice
“WINDSHEAR” repeated three times.
If windshear is detected by pilot observation, apply the following recovery technique:
�� At takeoff
�� If before V1
The takeoff should be rejected only if significant airspeed variations occur below
indicated V1 and
the pilot decides that there is sufficient runway remaining to stop the airplane.
�� If after V1
THR
LEVERS.........................................................................................................................
TOGA
REACHING
VR....................................................................................................................ROTATE
SRS
ORDERS....................................................................................................................
FOLLOW
�� Airborne, initial climb or landing
THR LEVERS AT TOGA..........................................................................................
SET OR CONFIRM
AP (if
engaged)..........................................................................................................................
...KEEP
SRS
ORDERS.........................................................................................................................
FOLLOW
This includes the use of full back stick, if demanded.
Note: 1. If engaged, the autopilot disengages when α is greater than α prot.
2. If the FD bars are not available, use an initial pitch attitude up to 17.5 ° with full
backstick,
if necessary.If needed, to minimize the loss of height, increase this pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF
SHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF SHEAR.
ABN-80
12/32
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET ,
WINDSHEAR AHEAD
The “W/S AHEAD” message is displayed on each PFD. The color of the message
depends on the severity
and location of the windshear.
Note: When a predictive windshear alert (″WINDSHEAR AHEAD″) is triggered, if
the flight crew makes
a positive verification that no hazard exists, then the alert may be disregarded, as long
as:
There are no other ‐ signs of possible windshear conditions, and
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some
airports,
during either takeoff or landing, due to the specific obstacle environment. However,
　
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