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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.
At very high weights, VFE CONF1 is close to VLS clean. To select CONF 1, deselect A/THR, decelerate to (or slightly below) VLS and select CONF 1 when below VFE. When established at CONF 1, the crew can reengage A/THR and use managed speed again.
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).
If a go-around CONF 1+F is carried out following an approach CONF 3, VLS CONF 1+F may be higher than VLS CONF 3 +5 kt. The recommendation in such a case is to follow SRS orders which
 

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will accelerate the aircraft up to the displayed VLS. It should be noted, however, that VLS CONF 1+F equates to 1.23 VS1G whereas the minimum go-around speed required by regulations is 1.13 VS1G. This requirement is always satisfied.
The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural considerations impose the ability to touch down at 360 ft/min without damage. This means that no maintenance inspection is required if vertical speed is below 360 ft/min. If vertical speed exceeds 360 ft/min at touch down, a maintenance inspection is required.
OVERWEIGHT LANDING
Criteria: 32-1162, 32-1188, 32-1232, 32-1244, 32-1247, 32-1336, J0071, 320-200
4 Applicable to: MSN 0179-0386, 0411, 0478-0480
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:
　
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