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(2) ΔVREF from:
‐ The LDG CONF/APPR SPD/LDG DIST ON DRY RUNWAYS FOLLOWING FAILURES table
(QRH part 2 - ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/LDG DIST ON WET RUNWAYS FOLLOWING FAILURES table
(QRH part 2 - ABNORMAL PROCEDURES), or
‐ The LDG CONF/APPR SPD/LDG DIST ON CONTAMINATED RUNWAYS FOLLOWING FAILURES table (QRH part 2 - ABNORMAL PROCEDURES).
ΔVREF depends on system failure and landing configuration.
(3) APPRoach CORrection from VAPP Calculation in the case of an ABNORMAL/EMERGENCY  Configuration (QRH part 2 - ABNORMAL PROCEDURES).
The APPRoach CORrection (APPR COR) takes into account: ‐ The use of A/THR, and
‐ Ice accretion if applicable, and
‐ Wind correction when required.
Note: If ΔVREF ≤ 10 kt, when:
‐ A/THR is used, or
‐ ice accretion condition is encountered, or
‐ both,
the APPRoach CORrection is the highest of 5 kt and 1/3 headwind. In CONF 3 and in
case of ice accretion, the APPR COR is the highest of 10 kt (5 kt for ice accretion + 5 kt for CONF 3) and 1/3 headwind.
 

  ABNORMAL OPERATIONS
GENERAL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

METHOD
�� If QRH shows a ΔVREF
VAPP computation principle with ΔVREF
 
(1) For ΔVREF ≤ 10 kt: apply speed increment to the VAPP and/or additional factor to the landing distance if applicable (See (2) and See (3) )
(2) Multiply the landing distance by an additional factor of 1.1
 

  ABNORMAL OPERATIONS
GENERAL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

(3) In CONF 3, add another 5 kt speed increment and multiply the landing distance by an additional factor of 1.2 (instead of 1.1)
Then, if landing in CONF 3 is required, select CONF 3 on the MCDU (this ensures proper operation of the GPWS).
When fully configured in final approach, the crew will check the reasonableness of the final approach speed computed by the crew with regard to VLS on the PFD speed scale.
�� If the QRH shows no ΔVREF:
The flight crew can use the MCDU VAPP, as computed by the FMS (the FMS takes systematically into account the use of A/THR).
IN FLIGHT LANDING DISTANCE CALCULATION FOLLOWING FAILURES
Applicable to: ALL
GENERAL
The actual landing distance (from 50 ft above the runway surface until the aircraft comes to the complete stop) is measured during specific flight tests for the certification of the aircraft. This distance represents the absolute performance capability of the aircraft. It is published without safety margin under the name "LANDING DISTANCE WITHOUT AUTOBRAKE" in the QRH.
To compute the actual landing distance following any failure affecting the landing performance, the crew multiplies the "LANDING DISTANCE WITHOUT AUTOBRAKE" CONFIGURATION FULL by: ‐ The LDG DIST Factor following the failure, and
　
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