FLAPS fault during approach, excerpt from the FCTM:
FAILURE DURING THE APPROACH
The detection of a slat or flap failure occurs with the selection of flap lever during the approach. With A/THR operative, the managed speed target will become the next manoeuvring characteristic speed e.g. S speed when selecting flap lever to 1. At this stage, if a slat or flap failure occurs, the crew will:
. Pull the speed knob for selected speed to avoid further deceleration
. Delay the approach to complete the ECAM procedure
. Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.
. Update the approach briefing
In the QRH, the line, "SPEED SEL............VFE NEXT - 5kt" is designed to allow the crew to configure the aircraft for landing whilst controlling the speed in a safe manner. This procedure may involve reducing speed below the manoeuvring speed for the current configuration which is acceptable provided the speed is kept above VLS. The speed reduction and configuration changes should preferably be carried out wings level. The landing distance factors and approach speed increments are available in the QRH. (See FCTM 03.010) Assuming VLS is displayed on the PFD, VAPP should be close to VLS+wind correction, since this speed is computed on the actual slat/flap position.
The AP may be used down to 500 ft AGL. As the AP is not tuned for the abnormal configurations, its behaviour can be less than optimum and must be monitored.
During the approach briefing, emphasis should be made of: . Tail strike awareness . The go-around configuration . Any deviation from standard call out
. The speeds to be flown, following a missed approach
. At the acceleration altitude, selected speed must be used to control the acceleration to the required speed for the configuration. Consider the fuel available and the increased consumption associated with a diversion when flying with flaps and/or slats jammed. Additionally, when diverting with flaps/slats extended, cruise altitude is limited to 20,000 ft.
Auto land really?