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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 speedbrakes to retract and may also result in AP disconnection. If structural damage is suspected, caution must be used when using speedbrakes 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 6 000 ft/min. To descend from FL 410 to FL 100, it takes approximately 5 min and 40 nm. The crew will be aware that MORA displayed on ND is the highest MORA value within a circle of 40 nm radius around the aircraft.
 
ABNORMAL OPERATIONS
MISCELLANEOUS
 
Emergency descent flow pattern
 
After taking off the emergency mask following an emergency decent, the crew should close the mask box and reset the control slide in order to deactivate the mask microphone.
 
ABNORMAL OPERATIONS
MISCELLANEOUS
 
OVERWEIGHT LANDING
Applicable to: ALL
Overweight landing can be performed "in exceptional conditions" (in flight turn back or diversion), provided the crew follows the OVERWEIGHT LANDING procedure. The decision to jettison �� remains at captain discretion after the analysis of various parameters such as runway length, aircraft conditions, emergency situation...
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 high weight, the green dot speed for the current configuration may be close to, or even above the VFE CONF1. In this case, the procedure is to select the speed to VFE next –5 kt (but not below VLS) and then select the next configuration as the speed decreases through VFE next. As the slats extend, VLS will reduce. Once completed, speed should then be managed.
While approaching S speed and when selecting flaps 2, the Flap Load Relief System (FLRS) may be activated and RELIEF is displayed on the EWD Flap/Slat indication. The flap 2 extension is slightly delayed until the speed gets below the corresponding VFE CONF2.
The stabilized approach technique should be used, and VAPP established at the FAF. The speed will be reduced to VLS in the final stages of the approach to minimize the aircraft energy.
The crew will elect the landing configuration according to "Maximum weight for go-around in CONF3" table provided in QRH. CONF FULL is preferred for optimized landing performance. However, if the aircraft weight is above the maximum weight for go-around, the crew will use CONF3 for landing and 1+F for go- around. The approach climb gradient limiting weight CONF 1+F is never limiting.
　
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