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ITEMS
A320-200
MSN: 3863
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW [MEM] MEMORY ITEMS
OPERATING MANUAL
BRAKES
[MEM] LOSS OF BRAKING (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020948.0001001 / 17 MAR 17
Applicable to: ALL
MISC
[MEM] EMER DESCENT (Refer to procedure)
[MEM] STALL RECOVERY (Refer to procedure)
[MEM] STALL WARNING AT LIFT OFF (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020949.0001001 / 01 JUN 17
Applicable to: ALL
NAV
[MEM] UNRELIABLE SPEED INDICATION (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020950.0002001 / 03 DEC 19
1 Applicable to: MSN 01767-02334, 02388, 02443, 02584-10444
SURV
[MEM] GPWS/EGPWS CAUTIONS (Refer to procedure)
[MEM] GPWS/EGPWS WARNINGS (Refer to procedure)
[MEM] TCAS WARNINGS (Refer to procedure)
[MEM] WINDSHEAR WARNING - REACTIVE WINDSHEAR (Refer to procedure)
[MEM] WINDSHEAR WARNING - PREDICTIVE WINDSHEAR (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020950.0001001 / 03 DEC 19
Applicable to: MSN 02359, 02405, 02482
SURV
[MEM] GPWS/EGPWS CAUTIONS (Refer to procedure)
[MEM] GPWS/EGPWS WARNINGS (Refer to procedure)
[MEM] TCAS WARNINGS (Refer to procedure)
[MEM] WINDSHEAR WARNING - REACTIVE WINDSHEAR (Refer to procedure)
If no braking:
REV....................................................................................................................................... MAX
L2 If needed, the flight crew may keep maximum reverse thrust until full aircraft stop.
L1 BRAKE PEDALS..........................................................................................................RELEASE
L2 When the flight crew sets the A/SKID & N/W STRG sw to OFF, the control of the braking
system is transferred from the BSCU to the ABCU, and the alternate braking mode is activated.
Consequently the PF should release the brake pedals before the PM selects the A/SKID off.
This action avoids brutal braking application.
For information on the alternate braking mode, Refer to DSC-32-30-10 Braking Modes -
Alternate Braking without Anti-Skid.
L1 A/SKID OFF.....................................................................................................................ORDER
L2 The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
L1 A/SKID & N/W STRG............................................................................................................OFF
BRAKE PEDALS.............................................................................................................. PRESS
MAX BRK PR................................................................................................................ 1000 PSI
L2 The ABCU automatically limits the brake pressure to 1 000 PSI. Monitor brake pressure on the
BRAKES PRESS indicator.
L1
If still no braking:
PARK BRAKE.................................................................................................................USE
Use short successive parking brake applications to stop the aircraft.
L2 For more information on the parking brake, Refer to DSC-32-30-10 Braking Modes -
Parking Brake.
As soon as any stall indication (could be aural warning, "STALL STALL" red message on PFD,
buffet...) is recognized, apply the immediate actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK............................................................................................................................WINGS LEVEL
When out of stall (no longer stall indications) :
THRUST........................................................................... INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry
with rudder.
SPEEDBRAKES......................................................................................... CHECK RETRACTED
FLIGHT PATH.........................................................................................RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft :
FLAP1........................................................................................................................ SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.
To level off:
AP............................................................................................................................................OFF
A/THR......................................................................................................................................OFF
FD............................................................................................................................................OFF
SPEEDBRAKES......................................................................................... CHECK RETRACTED
PITCH/THRUST TABLE.....................................................................................................APPLY
PITCH / THRUST FOR LEVEL OFF
70 t 60 t 50 t
155 000 lb 130 000 lb 110 000 lb
SLATS / FLAPS EXTENDED
CONF PITCH THRUST % N1 (Resultant speed)
3 7° 62% (155 kt) 58% (140 kt) 54% (130 kt)
2 5.5° 62% (175 kt) 58% (160 kt) 54% (145 kt)
1+F 5° 62% (190 kt) 58% (175 kt) 54% (160 kt)
1 6.5° 60% (205 kt) 56% (190 kt) 52% (175 kt)
CLEAN
PITCH FL THRUST % N1 (Resultant speed)
4° 100 60% (245 kt) 56% (225 kt) 52% (205 kt)
at or below FL250 200 68% (245 kt) 66% (225 kt) 60% (205 kt)
3° 300 76% (265 kt) 74% (245 kt) 70% (225 kt)
above 350 80% (255 kt) 76% (240 kt) 74% (225 kt)
FL250 400 / 82% (235 kt) 78% (220 kt)
CLIMB
CLIMB IN CLEAN CONFIGURATION
70 t 60 t 50 t
155 000 lb 130 000 lb 110 000 lb
THRUST FL PITCH (Resultant speed)
50 11° (235 kt) 13° (215 kt) 15° (195 kt)
100 10° (235 kt) 12° (215 kt) 14° (195 kt)
CLB 200 7° (235 kt) 8° (220 kt) 10° (200 kt)
300 5° (235 kt) 6° (220 kt) 7° (200 kt)
400 / 4° (215 kt) 5° (195 kt)
CRUISE
FLYING TECHNIQUE TO STABILIZE SPEED
Stabilize the altitude. When altitude is stabilized:
‐ If the pitch is above the target pitch, increase the thrust and maintain the altitude.
‐ If the pitch is below the target pitch, decrease the thrust and maintain the altitude.
When the pitch reaches the target pitch, adjust the thrust to keep this target pitch.
LEVEL FLIGHT IN CLEAN CONFIGURATION
70 t 60 t 50 t
155 000 lb 130 000 lb 110 000 lb
PITCH FL THRUST % N1 (Resultant speed)
4° 100 60% (245 kt) 56% (225 kt) 52% (205 kt)
at or below FL250 200 68% (245 kt) 66% (225 kt) 60% (205 kt)
3° 300 76% (265 kt) 74% (245 kt) 70% (225 kt)
above 350 80% (255 kt) 76% (240 kt) 74% (225 kt)
FL250 400 / 82% (235 kt) 78% (220 kt)
Note: If the failure is due to radome destruction, the drag will increase and therefore N1 must
be increased by 5 %. Fuel flow will increase by about 27 %.
DESCENT
DESCENT IN CLEAN CONFIGURATION
70 t 60 t 50 t
155 000 lb 130 000 lb 110 000 lb
THRUST PITCH Resultant speed
IDLE 1° 255 kt 235 kt 215 kt
Continued on the following page
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or “GO AROUND
WINDSHEAR AHEAD”) is triggered, the flight crew must carefully check that there is no
hazard. If this is the case, the flight crew can disregard the alert, as long as both of the
following apply:
‐ There are no other signs of possible windshear conditions
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts were reported at some airports,
either during takeoff or landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).
W/S AHEAD RED
Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
Before takeoff:
Delay takeoff, or select the most favorable runway.
During the takeoff run:
Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft.
When airborne:
THR LEVERS...........................................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not
entered.
AP (if engaged)..................................................................................................KEEP ON
SRS ORDERS.................................................................................................... FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
Continued on the following page