A319/A320/A321
oniatTril.,,
ABNORMAL PROCEDURES
REV 34
2. 12
SEQ 001
PREPARATION
* CABIN CREW NOTIFY
* ATC NOTIFY
* GALLEY OFF
. Consider fuel reduction to a safe minimum.
* If NOSE L/G abnormal
* CG location (if possible) AFT
. 10 PAX from front to rear + 4 %.
. 10 PAX from mid to rear + 2.5 %.
* If one MAIN L/G abnormal
* FUEL IMBALANCE
CONSIDER
. Open the fuel X-FEED valve and switch off the pumps on the side with landing gear normally extended.
* OXYGEN CREW SUPPLY OFF
* SEAT BELTS/NO SMOKING ON
* CABIN and COCKPIT PREPARE
. Loose equipment secured.
. Survival equipment prepared.
. Belts and shoulder harness locked.
APPROACH
* GPWS SYS OFF
* L/G LEVER CHECK DOWN
* GRVTY GEAR EXTN handcrank TURN BACK TO NORMAL
* AUTOBRAKE DO NOT ARM
* EMER EXIT LT ON
* CABIN REPORT OBTAIN
* If one or both MAIN L/G abnormal
* A/SKID Et NW STRG OFF
* MAX BRAKE PR 1000PSI
* GROUND SPOILERS DO NOT ARM
BEFORE LANDING
* RAM AIR ON
* BRACE FOR IMPACT ORDER
Cont'd
A319/A320/A321
oniatTri
ABNORMAL PROCEDURES
REV 35
2.13
SEQ 001
FLARE, TOUCHDOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles impact, but sufficiently late to ensure adequate hydraulic supplies for the flight controls. Engine pumps continue to supply adequate hydraulic pressure for 30 seconds after first engine shutdown.
REVERSE DO NOT USE
* If NOSE L/G abnormal
* NOSE MAINTAIN UP
After touchdown, keep the nose off the runway by use of the elevator. Then, lower the nose onto the runway before elevator control is lost.
* BRAKES (compatible with elevator efficiency) APPLY
* ENG MASTERS OFF
Shutdown the engines before nose impact.
* If one MAIN L/G abnormal
* ENG MASTERS OFF
At touchdown, shut down both engines.
* FAILURE SIDE WING MAINTAIN UP
Use roll control, as necessary, to maintain the unsupported wing up as long as possible.
* DIRECTIONAL CONTROL MAINTAIN
Use rudder and brakes (maximum 1000 psi) to maintain the runway axis as long as possible.
* If both MAIN L/G abnormal
* ENG MASTERS OFF
Shut down the engines in the flare, before touchdown.
* PITCH ATTITUDE (at touchdown) . . . . NOT LESS THAN 6°
WHEN A/C STOPPED
* ENG (all) and APU FIRE pushbutton PUSH
Pressing the ENG FIRE pb shuts off the related hydraulic pressure within a short time.
* ENG (all) and APU AGENT DISCH
* EVACUATION INITIATE
Announce : "PASSENGER EVACUATION" via the P.A. system, and press the EVAC COMMAND pushbutton.
All emergency and passenger doors may be used to evacuate the aircraft.
A319/A320/A321
onlavri
ABNORMAL PROCEDURES
REV 36
2. 14
SEQ 001
F/CTL ADR DISAGREE
If one ADR is faulty, or has been rejected by the ELAC, and if there is a speed or alpha disagrement between the 2 remaining ADRs, alternate law becomes active, and protections are lost.
— AIR SPD X CHECK
* IF SPD DISAGREE :
Refer to the ADR CHECK PROC paper procedure to determine the faulty ADR.
— FAULTY ADR OFF
* IF NO SPD DISAGREE :
— AOA DISCREPANCY
F/CTL ALTN LAW
(PROT LOST)
— MAX SPEED 320 KT
Use this procedure :
— Following an ADR DISAGREE, if there is a speed disagree (16 knots minimum) between the remaining ADRs ;
— In case of erroneous speed/altitude, which can be suspected, either by :
* Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
* Fluctuating or unexpected increase/decrease/permanent indicated speed, or pressure altitude.
* Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust, climb rate).
* Abnormal AP/FD/ATHR behavior.
* STALL warning, or OVERSPEED warnings, or a Flap RELIEF ECAM message, that contradicts with at least one of the indicated speeds.
* Rely on the stall warning that could be triggered in alternate or direct law. It is not affected by unreliable speeds, because it is based on angle of attack.
* Depending on the failure, the OVERSPEED warning may be false or justified. Buffet, associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
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