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PART 3: FLYING WITHOUT ANY SPEED REFERENCE
When the trouble shooting procedure did not permit to identify at least one correct indication, this part of the procedure gives pitch/thrust reference to fly the aircraft safely, in all flight phases, down to landing.
The flight crew may enter directly this part if he knows already that no speed information is reliable (for instance in case of dual pitot heating failure, plus an ADR failure), or if level off for trouble shooting is not convenient from an operational point of view, for instance in descent, close to destination.
When flying the aircraft with unreliable speed and/or altitude indications, it is recommended to change only one flying parameter at a time i.e. speed, altitude or configuration. For this reason, a wide pattern and a stabilized approach are recommended.
For final approach, if available, an ILS (with a -3 ° G/S) will ensure path guidance.
If final descent is started with stabilized speed (VAPP), flying a -3 ° flight path with the
recommended table thrust, the resulting pitch attitude should be close to the recommended table pitch value. If an adjustment is required, vary the thrust, as explain in the initial level off paragraph.
 

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

DUAL RADIO ALTIMETER FAILURE
Applicable to: ALL
The Radio Altimeters (RAs) provide inputs to a number of systems, including the GPWS and FWC for auto-callouts. They also supply information to the AP and A/THR modes, plus inputs to switch flight control laws at various stages. Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the consequences of the failure on the aircraft operation require consideration.
Instead of using RA information, the flight control system uses inputs from the LGCIU to determine mode switching. Consequently, mode switching is as follows:
? On approach, flare law becomes active when the L/G is selected down and provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is displayed on the PFD.
? After landing, ground law becomes active when the MLG is compressed and the pitch attitude becomes less than 2.5 °
It is not possible to capture the ILS using the APPR pb and the approach must be flown to CAT 1 limits only. However, it is possible to capture the localiser using the LOC pb.
Furthermore, the final stages of the approach should be flown using raw data in order to avoid possible excessive roll rates if LOC is still engaged. Indeed, as the autopilot gains are no longer updated with the radio altitude signal, the AP/FD behaviour may be unsatisfactory when approaching the ground. There will be no auto-callouts on approach, and no "RETARD" call in the flare
The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is also inoperative, again requiring increased awareness.
　
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