.
QRH 2.13 (Landing gear gravity extension)

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FCOM 1.27 (Flight Controls)

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FCOM 1.29 (Hydraulic)

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FCOM 3.02.29 (Procedure)

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Training Memo N° 2008 Issue 4

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Briefing note - Abnormal Flaps/Slats configuration

04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
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Control of flight path and navigation.

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Importance of good crew communication and co-ordination as autopilot is inoperative.

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Coordination with ATC.

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Correct prioritization of tasks.

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Use of selected speed.

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Accurate following of FD and smooth control inputs.

SECONDARY

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Flight control system architecture (QRH 5.03).

.
QRH landing distance.

.
CONF FULL selected on MCDU PERF page for VAPP calculation.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  ABNORMAL OPERATION BRIEFINGS DUAL HYDRAULIC FAILURE  1.03.29  Page 2 
REV 21  MAY 98 

When a dual hydraulic failure is recognized, the autopilot will not be available. It is vital to control the aircraft and ensure a safe flight path. Task sharing is important, as procedures are lengthy, approach briefing necessarily comprehensive and good crew co-ordination is vital.
The golden rule of fly, navigate and communicate applies.
As there are usually many tasks to fulfil, establish clear priorities. Bear in mind that if sufficient fuel remains, taking time to plan and brief properly is time well spent. Remember that flight controls will be in ALTERNATE law for G + B or G + Y until gear lowering when reversion to DIRECT law occurs.
There is no need to memorize the following points as ECAM will give sufficient information concerning inoperative systems.
In an HYD G + Y failure, there is no hydraulic power available to move the stabilizer. In effect, it is frozen. With the gear retracted alternate law is active and autotrim is available. This is achieved by displacement of the elevators which can be moved over the full range. When the gear is lowered direct law becomes active and the elevators have only a reduced range of movement with a direct stick to elevator relationship. The center of this reduced range of movement is the trimmed elevator position prior to lowering the gear. If the gear is lowered before the aircraft is at CONFIG 3 and VAPP, this limited range of elevator deflection may not be sufficient to control the aircraft in pitch, once CONFIG 3 and VAPP are reached. It is vital therefore, that the aircraft is in a trimmed state, with CONFIG 3 set, at VAPP before gear is lowered. Ignore the "USE MAN PITCH TRIM " message, as stabilizer pitch trimming is not available. Use a long runway as few retardation devices are available (spoiler 3 and accumulator brake pressure only).
With HYD G + Y or G + B failure, autobrakes are inoperative, but are not listed in ECAM inoperative systems list. With either of these failures flaps or slats will respectively be lost.
When HYD G + B failed, extend landing gear at 200 kt to improve controllability on single elevator.
In the case of a dual hydraulic failure, ECAM will give information on the STATUS page concerning inoperative systems. Approach speed and landing distance increments will also be shown on ECAM. However the figure given on ECAM for multiplying landing distance is calculated on flap handle position and may be incorrect until the final CONF selection has been made. The landing distance factors are available in QRH 2.25, along with speed increments. Speed increments are based on VREF CONF FULL in all cases. When calculating VAPP, see QRH 2.24 for information on the use of wind correction in failure cases. Do not rush these calculations.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  ABNORMAL OPERATION BRIEFINGS DUAL HYDRAULIC FAILURE  1.03.29  Page 3 
　
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