EMERGENCY DESCENT
Applicable to: ALL
The emergency descent should only be initiated upon positive confirmation that cabin altitude and rate of climb is excessive and uncontrollable. This procedure should be carried out by the crew from
memory. The use of AP and auto thrust is strongly recommended for an emergency descent. The FCU selections for an emergency descent progress from right to left, i.e. ALT, HDG, SPD.
At high flight levels, the speed brake should be extended slowly while monitoring VLS to avoid the activation of angle of attack protection This would cause the speed brakes to retract and may also result in AP disconnection. If structural damage is suspected, caution must be used when using speed brakes to avoid further airframe stress. When the aircraft is established in the descent, the PF should request the ECAM actions if any or QRH.
The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will exceed 14 000 ft.
When in idle thrust, high speed and speed brake extended, the rate of descent is approximately 7 000 ft/min. To descend from FL 390 to FL 100, it takes approximately 4 min and 40 nm. The crew will be aware that MORA displayed on ND (if available) is the highest MORA within a 80 nm circle round the aircraft.
After taking off the emergency mask following an emergency descent, the crew should close the mask box and reset the control slide in order to deactivate the mask microphone.
 

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

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

OVERWEIGHT LANDING
Criteria: 32-1244, 32-1247, J0071, P3924, P4808, P5518, 319-100
1 Applicable to: MSN 1668-2907, 3271-3305, 3344, 3551, 3620-3687, 3822-3918, 3970, 4020-4052
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.
Should an overweight landing be required, a long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for a stabilized approach.
The stabilized approach technique should be used, and VAPP established at the FAF. The speed will be reduced to reach VLS at runway threshold, to minimize the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight for go-around in CONF 3" table provided both in QRH and in FCOM:
? If aircraft weight is below the maximum weight for go-around in CONF 3, landing will be performed CONF full (and go-around CONF 3) as it is the preferred configuration for optimized landing performance
? If aircraft weight is above the maximum weight for go-around in CONF 3, landing will be performed CONF 3 (and go-around CONF 1+F). The CONF 1+F meets the approach climb gradient requirement in all cases (high weights, high altitude and temperature).
　
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