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In case of engine inoperative, use power and rudder with care.
Be prepared for a strong pitch up due to power application and the need for large manual
pitch trim changes in DIRECT law.
Care must be exercised not to re-enter the stall regime and set off another warning. With
prompt action, very little height is lost.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.27 Page 5
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
FLIGHT CONTROLS
CHAP03\27
RECONFIGURATION LAWS - RECOVERY FROM APPROACH TO STALL (END)
06 - COMPLETION STANDARDS
· Takes immediate action at first indication of impending stall.
· Employs correct recovery technique and ensures minimum altitude loss.
07 - COMMON ERRORS
· Recovery not initiated immediately.
· Insufficient pitch control at desired attitude.
· Stall re-entry due to uncontrolled high pitch attitude.
· Use of manual trim below VLS.
· Clean up before acceleration above VLS.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.27 Page 6
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
FLIGHT CONTROLS
CHAP03\27
01 - TRAINING OBJECTIVE
· To manually control the aircraft in abnormal flight control laws.
· To carry out ECAM and QRH procedures respecting task sharing requirements.
· To safely perform approach and landing in abnormal configuration.
02 - SCHEDULE
Briefing duration : 25 minutes
03 - EQUIPMENT
DOC references :
· QRH 2.05 & 2.06 (Landing with slats or flaps jammed)
· QRH 2.20 & 2.25 (Approach Speeds and landing distances)
· QRH 2.13 (Landing gear gravity extension)
· FCOM 1.27 (Flight Controls)
· FCOM 1.29 (Hydraulic)
· FCOM 3.02.29 (Procedure)
· Training Memo N° 2008 Issue 4
· Briefing note - Abnormal Flaps/Slats configuration
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Control of flight path and navigation.
· Importance of good crew communication and co-ordination as autopilot is inoperative.
· Coordination with ATC.
· Correct prioritization of tasks.
· Use of selected speed.
· Accurate following of FD and smooth control inputs.
SECONDARY
· Flight control system architecture (QRH 5.03).
· QRH landing distance.
· CONF FULL selected on MCDU PERF page for VAPP calculation.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.29 Page 1
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
DUAL HYDRAULIC FAILURE
CHAP03\29
05 - TRAINEES’ ACTIONS
When a dual hydraulic failure is recognized, the autopilot will not be available. It is vital to
control the aircraft and ensure a safe flight path. Task sharing is important, as procedures are
lengthy, approach briefing necessarily comprehensive and good crew co-ordination is vital.
The golden rule of fly, navigate and communicate applies.
As there are usually many tasks to fulfil, establish clear priorities. Bear in mind that if
sufficient fuel remains, taking time to plan and brief properly is time well spent. Remember
that flight controls will be in ALTERNATE law for G + B or G + Y until gear lowering when
reversion to DIRECT law occurs.
There is no need to memorize the following points as ECAM will give sufficient information
concerning inoperative systems.
In an HYD G + Y failure, there is no hydraulic power available to move the stabilizer. In
effect, it is frozen. With the gear retracted alternate law is active and autotrim is available.
This is achieved by displacement of the elevators which can be moved over the full range.
When the gear is lowered direct law becomes active and the elevators have only a reduced
range of movement with a direct stick to elevator relationship. The center of this reduced
range of movement is the trimmed elevator position prior to lowering the gear. If the gear is
lowered before the aircraft is at CONFIG 3 and VAPP, this limited range of elevator deflection
may not be sufficient to control the aircraft in pitch, once CONFIG 3 and VAPP are reached.
It is vital therefore, that the aircraft is in a trimmed state, with CONFIG 3 set, at VAPP before
gear is lowered. Ignore the "USE MAN PITCH TRIM " message, as stabilizer pitch trimming
is not available. Use a long runway as few retardation devices are available (spoiler 3 and
accumulator brake pressure only).
With HYD G + Y or G + B failure, autobrakes are inoperative, but are not listed in ECAM
inoperative systems list. With either of these failures flaps or slats will respectively be lost.
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