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VFE NEXT -5 kt
Decelerate towards VFE NEXT -5 kt but not below VLS. In case of turbulence, to
avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: • The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored.
• Approach with selected speed is recommended.
• A/THR is recommended, except in the case of a G+B SYS LO PR warning.
• OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the
actual flaps/slats position.
• VFE and VFE NEXT are displayed on the PFD according to the FLAPS’ lever
position. If
not displayed, use the placard speeds.
• If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever can
be set in
the required next position, while the speed is reduced to follow VLS reduction as
surfaces
extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
As speed reduces through VFE NEXT:
FLAPS
LEVER............................................................................................................ONE
STEP DOWN
When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH
FOR GO AROUND
The table below provides the MAX SPEEDS for the abnormal configurations.
IF SLATS FAULT:
FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 kt
FOR DIVERSION
SELECT CLEAN CONFIGURATION
Recommended flaps retraction speed is between MAX SPEED -10 kt and MAX
SPEED.
Recommended diversion speed: MAX SPEED -10 kt.
IF FLAPS FAULT:
FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED -10 kt
FOR DIVERSION:
If FLAPS jammed at 0
SELECT CLEAN CONFIGURATION
Note: Recommended speed for slats retraction is between MAX SPEED -10 kt and
MAX
SPEED of actual slat/flap position.
Normal operating speeds
If FLAPS jammed > 0
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED -10 kt
To be continued on next page
ABN-27
2/4
AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , , , , , , , ,
, , , , , , , , , , , ,
, , ,
LANDING WITH SLATS OR FLAPS JAMMED (Cont'd)
Note: ‐ In some cases, MAX SPEED -10 kt may be a few knots higher than the VFE.
In
this situation, pilot may follow the VFE.
‐ In case of a go-around with CONF FULL selected, the L/G NOT DOWN warning
is triggered at landing gear retraction.
MAX SPEED
Flaps
Slats F = 0 0 < F ≤ 1 1 < F ≤ 2 2 < F ≤ 3 F > 3
S = 0 NO LIMITATION
0 < S < 1
177 kt
(Not allowed)
S = 1 230 kt 215 kt 200 kt 185 kt
1 < S ≤ 3 200 kt 200 kt 185 kt 177 kt
S > 3 177 kt 177 kt 177 kt 177 kt
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is
increased. Refer to the
fuel flow indication. As a guideline, determine the fuel consumption in clean
configuration
at the same altitude without airspeed limitation (e.g. From ALTERNATE FLIGHT
PLANNING tables) and multiply this result by 1.6 (SLATS EXTENDED) or 1.8
(FLAPS
EXTENDED) or 2 (SLATS and FLAPS EXTENDED) to obtain the fuel consumption
required to reach the destination in the current configuration.
SIDESTICK/RUDDER PEDALS STIFF
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff.
This may affect
either:
‐ Both sidesticks (CAPT and F/O) at the same time, but not the rudder pedals, or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force
on the sidesticks
and/or the rudder pedals.
AP
DISENGAGEMENT........................................................................................................
.......... CONFIRM
CONSIDER TRANSFERRING CONTROL TO PNF
FOR DECRAB, ROLLOUT, OR ENGINE FAILURE
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
ABN-27
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AQU3I1CK8 R/AEF3E1RE9N/ACE3 H2A0ND/A B3O2OK1
ABNORMAL AND
EMERGENCY PROCEDURES 30 AUG 10
A318/A319/A320/A321 FLEET , , , , , , , ,
, , , , , , , , , , , ,
, , ,
RUDDER JAM
Rudder jamming may be detected by undue (and adverse) pedal movement during
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A318/A319/A320/A321 QRH快速检查单QUICK REFERENCE HAND BOOK3(28)
