SEQ 065
Automatic landing is certified up to MLW, but has been demonstrated in flight up to MTOW. In determining the best course of action, the flight crew may consider the option to perform an automatic landing, provided the runway is approved for automatic landing
LDG CONF DETERMINE
When an overweight landing has to be performed after an operational turnback, refer to the FCOM to find the approach and landing configuration given as a function of the approach climb limiting weight.
NOTE: For weights greater than 68000 kg (or 150 000 lb), S speed is greater than VFE CONF 2 (200 knots). Consequently, on the FCU, the crew must select a speed below 200 knots before setting FLAPS 2. When in FLAPS 2, the crew can use managed speed again.
LDG DIST CHECK
PACK 1 and 2 OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust available from the engines in the event of a go-around.
* In the final approach stages
* TARGET SPEED VLS
Reduce the selected speed on the FCU to reach VLS at runway threshold.
Touch down as smoothly as possible (Maximum V/S at touchdown 360 ft/min)
* At main landing gear touchdown
* REVERSE THRUST USE MAX AVAILABLE
* After nosewheel touchdown
* BRAKES APPLY AS NECESSARY
Maximum braking may be used after nose wheel touchdown. But if landing distance permits, delay or reduce braking to fully benefit from the available runway length.
* Landing complete
* BRAKE FANS (‹) ON
Be prepared for tire deflation, if temperatures exceed 800° C.
A319/A320/A321
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ABNORMAL PROCEDURES
REV 36
2.26
SEQ 001
— MAX FL 230
— CAB PRESS MODE SEL MAN
— MAN V/S CTL AS RQRD
Set the cabin altitude, according to the table below.
AP
FL
100
150
200
230
5 PSI
CABIN ALTITUDE
0
3000
6000
8000
• When starting the final descent :
— CAB PRESS MODE SEL AUTO
— Affected WINDOW/WINDSHIELD ANTI ICE C/B PULL
In case of electrical arcing, pull the circuit breaker of the affected window/windshield heating system
. ANTI ICE L WSHLD C/B AF10 . ANTI ICE/WINDOWS L C/B X14
. ANTI ICE R WSHLD C/B AF03 . ANTI ICE/WINDOWS R C/B W14
Accomplish the following, while making a 180° turn.
— ATC NOTIFY
— A/THR OFF
— THRUST (conditions permitting) DECREASE
— CREW OXYGEN MASKS ON/100%
— CABIN CREW NOTIFY
— PASSENGER OXYGEN AS RQRD
— ENG ANTI ICE ON
— WING ANTI ICE ON
— PACK FLOW HI
— APU START
— ENGINE PARAMETERS MONITOR
— AIRSPEED INDICATIONS MONITOR
If airspeed is unreliable or lost, use the UNRELIABLE SPEED INDICATION procedure (2.15). Note : . If both engines flame out and speed indications are lost, use the DUAL ENGINE FAILURE procedure (1.16) to get the optimum relight speed.
. In case of engine failure, switch off the wing anti-ice before engine restart.A319/A320/A321
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ABNORMAL AND EMERGENCY
REV 35
2.27
SEQ 001
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.
If it is not possible to land and evacuate the aircraft within 30 minutes, apply the following procedures :
COCKPIT PROCEDURES
Background
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed the value at which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with approximately 1 PSI differential pressure, to help the blast go outwards. 1 PSI differential pressure corresponds to a 2500 feet difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
Procedure
The following procedure assumes that it is initiated during climb or cruise :
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