Airbus Training Study

Guide
NORMAL PROCEDURES
SPEEDS SUMMARY
PFD Calculated aerodynamically by FAC. (Except VAPP and VAPP Target
which are calculated by the FMGC).

FMGS Calculated with reference to FMGC GW

VLS
 Lowest selectable speed - top of the amber strip

F&S Minimum for configuration retraction.

Green Dot Best Lift/ Drag ratio.

Vαprot Black/ Amber Strip

Va max Red Strip

Vsw Red/ Black Strip (normal law inoperative)

Vmax Either VMO MMO VLE VFE.

VMCG Min control speed after sudden engine failure, the other engine at
take-off power.

VMCA Min Speed with:
1 engine at take-off power. 5° AOB.
Gear-

up.
Flaps at T/O setting.

V1 Max speed at which you can reject a take-off [Simple definition]

VR Rotate to achieve V2 at 35ʹ on one engine. (not displayed on PFD).

V2 Take-off safety speed to maintain on one engine from 35ʹ to accel alt
during second segment. Min value = 1.13 Vs.
V REF VLS for Config FULL.

VAPP VLS +1/3 ATIS headwind (min 5kt,max15kt). Calculated by FMGC

(new FMGS standard)

VAPP VLS +5 +1/3 ATIS headwind (min 0kt,max 15kt). Calculated by

FMGC (old FMGS standard).

GS Mini VAPP minus the forecast (ATIS) headwind. But for headwind less
than 10kt or tailwind: GS Mini =V APP−10kt.

V APP Tg V APP − the forecast headwind + actual headwind. No maximum

value,...........minimum value is VAPP

Autothrust - Summary
Arming
When armed, A/ THR is shown in blue in the 5th FMA column. 1st FMA column
shows MAN THR.

On Ground.

With FDs on set levers to FLX or TOGA with engines running. - SOP. Press the
FCU push button whilst engines not running. - Not SOP.

In Flight.

Press the FCU push button whilst the levers are out of the active range.
Or if
already active set the levers beyond CLB, (or MCT on single engine). Or
engage Go-Around mode.

Activation
Active when A/ THR is shown in white in the fifth FMA column and FCU push
button is green.
If armed it activates as soon as the levers are moved into the
active range: CLB to IDLE. (O r MCT to IDLE on single engine).

If disconnected it is activated by pressing the FCU push button whilst in the

active range - including IDLE position.
If Alpha floor is activated, autothrust is
activated regardless of the thrust lever position or current status.

Disconnection
Use the instinctive push button or select idle. - SOP


Use the FCU push button. - Non SOP


Below 100ft if the pilot sets more than CLB - autothrust disconnects:

• If FDs ON - system re-arms when TOGA selected.

• If FDs OFF - system does not re-arm. (On A319 and A320s with new FMGS,
FDs auto ON if TOGA selected)

• Note: If the levers are moved forward of the CLB detent when below 100ft,
Autothrust will disconnect and not re-arm when re-set to the CLB detent.

• Retard Mode Mandatory only on Autoland. Commands idle thrust in the

flare. Retard callout at 10 feet is just a reminder.

• Alpha Floor Protection Available from lift-off to 100ft radio on the

approach.

• Not available in Alternate or Direct Law.

• Inop on single engine - on 320 & 319 in config greater than 1.

• Inop on single engine. - on A319 in Config greater than 1.

• TOGA signal from FAC – regardless of thrust lever position.
When AOA is

reduced TOGA is frozen – TOGA lock.


• To cancel Alpha Floor or TOGA lock disconnect autothrust. Can be disabled

permanently by pressing the instinctive push button for

more than 15 seconds. Autothrust and Alpha Floor are then disabled until next
FMGC power-up on the ground.
Engine Start - Summary
Auto-Start
FADEC will:

• Auto-crank to reduce residual EGT to less than 250° (IAE only).

• Control Start and HP Valve.

• Control IGN - alternate the A and B igniter.

• Detect a hot or hung start, stall or no light-up.......

• Indicate FAULT and provide ECAM warning and procedure.

• If start aborted - FADEC dry cranks for 30 secs at max motoring........

• CFM only........may attempt further start.

• FADEC also determines use of starter assistance for in-flight relight.

• Manual Start
• 
Manual Start is recommended following, or anticipating an auto-start abort.
Additionally for IAE engines a manual start is recommended in tail winds
greater than 10kt. 


Use the FCOM

When ENG MODE is selected to IGN, FADEC will:

Open the Start Valve when Manual Start is selected ON....

 and control the HP Valve and IGN when ENG MASTER is ON.

Crew select ENG MASTER to ON at min .....15% IAE .....or 20%

CFM.

Start Valve closes and IGN cut off at ........ .....43% IAE .... or 50%
CFM.

FADEC will monitor the start and provide ECAM warning but.....

• Crew must interrupt sequence if necessary by.........

• Manual Start to OFF, Engine Master to OFF ........ displayed on ECAM.

• ENG MODE to CRANK. MAN START ON.....not displayed on ECAM.

• CFM only......FADEC will abort a hot manual start (on the ground only).

• Limits 
The FCOM does not instruct the crew to time the start; however
some pilots prefer to do so in order to monitor the starter limitations


Taxiing
Nose-wheel steering is ‘steer by wire’ and the steering hand-wheel is very
sensitive. It provides a steering angle of up to 75° with an increase in the rate of
turn in four separate bands. Inputs from the pilots’ hand-wheels are
algebraically summed so this precludes handover of control whilst turning.
Limited nose-wheel steering is also available using the rudder pedals.

Take-Off
Normal Procedure
• Think: ‘Brakes Off, Watch On, Stick Forward, Power 1.05 or 50%N1’.
This sub- routine should help you get started correctly!
• Release the brakes and start the stopwatch.

• Apply half forward side-stick; use the white cross on the PFD to gauge this
control application.

• Set approximately 1.05 EPR or 50% N1.

• When both engines have stabilised, PM call ‘stable’ and PF advances the
thrust levers to the FLEX or TOGA detent.

• At light weights and rear C of G positions, thrust should be applied with care
to ensure nose-wheel adhesion.

• At 80kt gradually release the forward pressure on the side stick, achieving the
neutral position by 100kt.

• Keep straight using nose-wheel steering via the rudder pedals. As the
groundspeed increases the rudder becomes effective and the nose- wheel
steering input is progressively reduced to zero by 130kt.

• Crosswind Take-off 

• For a crosswind greater than 20kt (or a tailwind): 


Apply full forward stick.

Displace the white cross, into wind, by up to half its width.

Set 1.05 EPR (50%), then when engines stabilised set 1.15 EPR (70%).

Set Flex or TOGA by 40kt groundspeed.

• Expedited Take-Off 

• For a rolling take-off use up to 1.03 EPR or 30% N1 until lined up. 


• Rotation &Lift-Off
 • At VR, rotate smoothly at 3o per second towards a pitch attitude of 15o
then follow the flight director SRS pitch command.
• The normal attitude is 15o and should be achieved in about 5 seconds, so
count to five as you rotate - start slowly as it is easier to increase the
rotation rate but more difficult to slow it down.
• The rotation rate tends to reduce as the attitude reaches 10°, and
additional side-stick back pressure is required to overcome this.
• Initial Climb
• Follow the SRS pitch demand (maximum is 18o) to the flap retraction
altitude. The speed should stabilise at V2 + 10kt, but at light weights the
aircraft may achieve a higher speed. Retract the landing gear when a
positive climb is indicated on the VSI and radio altimeter. It is not
necessary to apply the brakes as they are automatically applied when the
gear handle is placed in the UP position.
• Flap Retraction
• The acceleration altitude may be specified but is normally 1000ft AAL. It
depends on NDP-1 or NDP-2 of the airport.The flight director pitch mode
changes to CLB and commands a pitch down. Select climb thrust as the
‘LVR CLB’ prompt is displayed in the first FMA column. The normal
take-off flap setting is flap 2 select flap 1 at F speed and flap 0 at S speed.

Early Turn
Obstructions, or noise abatement procedures may dictate an early turn after
take-off. Turn at the appropriate altitude and maintain the SRS attitude (V2 +
10kt) with flaps at the take-off setting. At acceleration altitude set climb power,
accelerate and retract flaps on schedule.

Flex Thrust
A reduced thrust take-off results in lower EGTs and extends engine life. The
maximum thrust reduction authorised is 25% below rated thrust and the
resultant setting cannot be less than CLB. If conditions are encountered during
the take-off where additional thrust is desired, such as temperature inversion or
wind shear, select TOGA.
Flex thrust is not permitted in certain circumstances. Eg. If stopping
performance is significantly degraded[RWY CONTAMINATED], TOGA thrust
is used to shorten the take-off run. A comprehensive list of restrictions for the
use of flex thrust can be found in the FCOM.

FCU Handling
FCU settings must be confirmed on the PFD. First look at the FCU, to confirm
the correct selector, and then look at the PFD while making the actual selection.
Check the PFD to ensure the correct bug or digit is being adjusted and confirm
any change on the FMAs.

This technique sounds simple enough but you will be surprised, initially, at how
easy it is to make a mistake. Typically, for example, the aircraft continues in
NAV when the crew think they have just selected HDG. The importance of
checking the FMAs is routinely emphasised throughout conversion training -
especially at times of high workload.

Control Laws

Side-Stick Handling
In Normal Law the side-stick is a ‘load factor’ selector in pitch and a ‘rate of
roll’ selector in roll. The controls are very sensitive, so smoothly select the
desired attitude and then release the pressure on the side-stick. The control laws
will maintain 1G (within certain limits) without further input from the pilot.
Most new pilots tend to over-control slightly until familiarity is gained. This
over-controlling normally occurs at times of increased workload, but the
tendency is easily overcome with a little practice.

The side-sticks are not linked so movement of one side-stick is not felt by the
other pilot. Inputs from both side-sticks are algebraically summed and so care
must be taken not to move a side-stick (eg. whilst using the RT switch) when
the other pilot is flying manually. With the autopilot engaged both side-sticks
are locked in the neutral position. Applying sufficient force to move them will
disengage the autopilot.

High Speed Protection

Normal Law
With the autopilot engaged and auto-thrust active the system will not permit a
Selected Speed greater than VMO / MMO . If an excessive speed (e.g. 380kt) is
selected on the FCU, the aircraft will accelerate towards VMO / MMO and then
thrust will automatically reduce to prevent an overspeed.

If an overspeed occurs, perhaps because of a sudden unexpected increase in

headwind, the autopilot will disconnect, auto-pitch trim is frozen and overspeed
protection will activate. The auto-pilot disconnect aural warning will be masked
by the ECAM overspeed warning. Spiral static stability is reduced to zero bank
and the maximum bank angle is reduced to 45°. As the speed increases, the
side-stick nose-down authority is progressively reduced, and a permanent nose-
up order is applied to aid recovery. To recover from an overspeed, reduce thrust
and select (carefully) speedbrake.

Alternate Law
Above VMO / MMO the auto-pilot will disconnect and a simple nose up demand
is introduced to avoid an excessive speed increase. This demand can be
overridden by the pilot.

High AOA Protection

Normal Law
As the aircraft enters the α protection region, back stick pressure is necessary to
maintain attitude and auto-pitch trim ceases. Prior to reaching α-max, autothrust
α-floor protection is activated and TOGA thrust is automatically applied.
Alpha-floor protection should be backed up with the thrust levers. If the stick is
moved fully aft the aircraft will stabilise at α-max. Lateral control is still
effective but the maximum bank angle is limited to 45o.
The aural stall warning is triggered at α-max + 4o, but since the system limits
alpha to α-max the warning should not activate in normal law.

Releasing the back stick pressure completely will allow the speed to increase
and stabilise at αprot. Forward pressure is required to accelerate further. As
speed increases away from αprot, the FMA changes from ALPHA FLOOR to
TOGA LOCK indicating that thrust is locked at TOGA. Once an acceptable
speed is reached, deactivate TOGA LOCK by pressing the instinctive
disconnect button on the thrust levers and move the thrust levers to select the
desired thrust.

In the landing configuration the deceleration is faster, acceleration in the

recovery is slower and the speed range between VLS and the speed for α max is
smaller. During the recovery retracting the flaps from the landing position is not
recommended until the speed is above VLS, as a greater altitude loss may occur.

Note: Alpha Floor protection is an autothrust mode - not a flight control

protection mode.

Alternate Law
During the initial deceleration, a side-stick input is not required to maintain the
pitch attitude for level flight. The speed scale markings display only VLS and the
stall warning speed: VSW (the black red ‘barber’s pole’). As the angle of attack
increases, 5 - 10kt above the stall warning, a low speed stability term is
introduced resulting in a gentle nose down pitching moment which can to be
resisted using back pressure on the side- stick. Autothrust α-floor protection is
inoperative.

Eventually, the master warning and aural warnings will activate (crickets and
“STALL, STALL” ). Recover at the stall warning by selecting TOGA thrust,
maintain a pitch attitude for level flight and accelerate through VLS.

Direct Law
The control laws transition from alternate to direct when the landing gear is
selected down and the crew are reminded to ‘USE MAN PITCH TRIM’. The
aerodynamic static stability causes a nose-down pitching moment as the aircraft
decelerates. This can be countered with back stick pressure. Autothrust α-floor
protection is inoperative and stall warnings occur as in alternate law. During
recovery, the pitching moment induced by the selection of TOGA thrust is not
opposed by the control laws and must be resisted by an appropriate side-stick
input. Recovery is conventional: select TOGA thrust and the pitch attitude for
level flight.

Descent
Preparation
Complete the descent preparation as early as possible; on a very short sector
some aspects can be set-up prior to departure.

The following sequence of FMGS programming is often referred to as ‘FRPP’.

FLT PLN page: Complete a lateral revision at the destination and select the
Approach and STAR, or VIA. Cross-check the STAR, Approach and Go-
Around waypoints, and ensure that all altitude and speed constraints are
relevant.

RAD NAV page. Check the correct ILS has auto-tuned. Manually tune any
NDBs or VORs as required.

PERF pages. Check the descent speeds are as required. Enter the ATIS weather,
the approach minima and the Go-around Aa.

PROG page. Check Nav accuracy. Set the runway in use

Bug the Cat 1 or non-precision MDA on Standby Alt. Bug VAPP on the standby
ASI.

Use the Descent Checklist aide-memoir to confirm all preparations are complete
before starting the approach briefing. This will prompt you to consider the
various items before you begin to speak and should result in a more efficient
delivery.

Descent Monitoring
The FMGS is very sophisticated; however, experience shows that a simple,
basic method is necessary to monitor the descent. Try to ensure that the FLT
PLN ‘distance-to-go’ is an accurate reflection of the ATC routing, and consider
using the ‘3 times table’ - it is a useful tool for avoiding a rushed approach and
for finessing the intermediate descent. Either:

• Multiply range by 3 to give desired altitude.
Eg. 60 miles / 18000 feet -

(slightly less than 3°).

• Multiply height by 3 to give desired range.
Eg. 18000 feet / 54 miles -

(slightly steeper than 3°).

• The aim is to try to fly a 3 degree descent throughout the approach, avoiding
level flight at intermediate flight levels - except as part of a planned, level
deceleration. 
Alternatively, the required vertical speed to achieve a 3o
descent angle can be estimated by ‘halving’ the ground speed. Eg.
Groundspeed 480kt, a vertical speed of 2400ft/min would be required.
Using this method, adjustments can be made for a head or tailwind, and
also for variations in descent speed. 


• FMGS

The FMGS will calculate all the descent parameters providing it has been
correctly set up. It will insert a pseudo way point in the FLT PLN and, if in
managed NAV, a descent arrow will be displayed on the ND. Managed
DESCENT is only available in NAV mode and is achieved by pushing the
altitude selector knob having first selected a lower altitude. Autothrust IDLE
will be annunciated on the FMA and the Managed Speed is controlled by
elevator, within a set range, to achieve the required FMGS vertical profile. If the
computed descent profile is too steep a ‘MORE DRAG’ message is displayed.
Conversely, if the profile is too shallow to maintain the speed with idle thrust
the autothrust will increase power and engage in SPEED or MACH mode.

Above FL 310, if the aircraft is more than 500ft above the required descent
profile, the use of the DESCENT mode can lead to a MMO exceedance. In this
case use OPEN DESCENT until the profile is regained or until the aircraft
descends below FL 310. OPEN DESCENT is achieved by pulling the altitude
selector knob having first selected a lower altitude. It results in idle thrust with
speed controlled by elevator.

The ECON descent speed is displayed on the PERF page of the FMGC. This is
the Managed Speed and is determined by the cost index. It can be modified, but
only prior to entering the descent phase; thereafter speed modifications can only
be accomplished using Selected Speed. The ECON speed defaults to 250kt
below 10,000 feet unless a vertical revision is made to delete or amend the
speed restriction. Deviations from the programmed speed schedule can result in
being too high (or low); use speedbrake or an increase in speed to regain the
profile. Increase the Selected Speed gradually to avoid an excessive nose down
pitch attitude. The descent is normally flown with autothrust engaged as this
offers speed protection when capturing a pre-set altitude.

Plan the descent to achieve green dot speed at 12 miles, or at about 8 miles out
when making an abeam approach. A good cross check is to be at 10,000ft AAL,
33nm from the airport, with a maximum speed of 280kt decelerating towards
250kt. The following table gives approximate target ‘Gates’ for still air with
engine anti-ice OFF.

DISTANCE ALTITUDE SPEED CONFIGURATION

33 10000 280 MAX CLEAN

20 6000 250 CLEAN

12 3800 210 or Green Dot Flap 1

8 2500 180 or S speed Flap 1

4.5 1500 160 or F speed Flap2 or 3+Gear

Descent In Icing Conditions

The use of engine anti-ice, and the increase in idle thrust that is associated with
it, will increase the descent distance required. Engine icing often forms when
unexpected and can occur when there is no evidence of icing on the ice detector.
Once ice has formed, an increasing accumulation can occur rapidly. The engine
anti-ice system should be turned on whenever visible moisture is present, or
below and the TAT is at or below +10oC. Engine anti-ice may be turned off
during the climb and cruise when the SAT is below -40°C.
Deceleration
At idle thrust in level flight, deceleration from VMO to 280kt takes about 1
minute, and from 280kt to 210kt takes about 1minute 10 seconds. Using
speedbrakes to aid deceleration will reduce these times and distances by
approximately 40%.

SPEED REDUCTION TIME DISTANCE

350-210 2 min 10 secs 10 NM

350-280 1 min 6 NM

280-210 1 min 10 secs 4 NM

***Never fly 350 kts,this table just indicates the time and distance required to DECEL.***

Speedbrake extension causes a pitch up which is useful in containing an

overspeed excursion; however, rapid retraction causes a pitch down and can
cause a small altitude ‘bust’ if retraction takes place in ALT* during level off
after a descent. All speedbrake selections should be made slowly to avoid rapid
pitch changes and for passenger comfort.

Holding
Complete a lateral revision at the appropriate way point to insert a hold. Check
the parameters displayed on the HOLD page and amend if necessary. Standard
ICAO timing is achieved by checking or inserting 1 or 1.5 min in the
appropriate field. A gross error check, however, should still be made by timing
the hold using the stopwatch.

Once inserted, the aircraft will enter and remain in the hold. The FMGS will
compute the hold entry using a variable bank angle to pick up the holding axis.
The ND depicts the race track pattern with the inbound and outbound turns
drawn for still air but takes no account of the variable bank angle employed.
The aircraft symbol may not follow the holding pattern as drawn if there is a
significant cross-axis wind component. If the cross-axis wind component
exceeds 40kt, the aircraft will not immediately pick up the holding axis on
completion of the inbound turn. If the crosswind component exceeds 80 - 100kt,
the FMGS may not be able to keep the aircraft within the protected holding
area, and pilot intervention will be needed.

To exit use the Immediate Exit prompt, or perform a Direct To, or select HDG.
It is important to ensure that the Hold is cleared from the FMGS Flight Plan; if
it is not the waypoints will not sequence correctly and the Go-around Flight
Plan will be unavailable.

The normal holding speed is 5 - 10kt above green dot and the aircraft
configuration should be clean. As the aircraft approaches the holding fix in
NAV mode, the Managed Speed target will reduce from the descent speed to
green dot and the aircraft will decelerate. However, on leaving the hold, if the
FMGS is still in the PERF DES phase (ie. approach not activated), the speed
target will jump to the previous descent speed. If this is not desired ‘activate the
approach’ or change to Selected Speed. This can be done at any time prior to or
during the hold.

Intermediate Approach
Using Managed Speed, the initial approach is flown clean at Green Dot. Select
Flap 1 on base leg and reduce to S speed. For further deceleration select Flap 2
and slow to F speed. Remember that these are procedural speeds rather than
minimum speeds. The minimum speed for the configuration is always displayed
as VLS on the PFD speed scale. Clean-Green dot,Flap1-Sspeed,Flap2&3-F
speed,Flaps full-Vapp[procedural speeds]

To enable automatic deceleration with configuration change, ‘activate the

approach’ on the PERF page, and ensure that Managed Speed is selected on the
FCU. The speed will then re-datum automatically according to the table above.
The magenta speed target bug will be at VAPP and may not be visible until the
speed has reduced. If ATC requires speed control use Selected Speed and set the
required speed on the FCU.

The use of speedbrakes on the approach with flaps extended up to Flap 3 is

permitted but not recommended as this causes an unwanted increase in VLS.
The recommended method, to achieve greater deceleration, is to extend the
landing gear earlier than normal. Speedbrake is inhibited with Flap Full.
If the approach pattern requires a downwind leg select NAV ROSE to enable
the runway and final approach to remain in view. At other times most pilots use
NAV ARC, gradually decreasing the selected range throughout the approach.
Select the ILS display using the push-button on the EFIS control panel. The ILS
ident and DME are shown at the bottom left of the PFD. SelectVOR/ADF
needles as required,and display a VOR DME range if required by the procedure.
When cleared to intercept the localiser arm LOC on the FCU. When cleared for
the ILS approach arm APP and engage the second autopilot. At glideslope
capture set the go- around altitude on the FCU and check the ‘TO ’ waypoint is
appropriate on the ND.

Go Around
During a go-around, as the PM raises the landing gear the PF announces the
FMA modes: “TOGA, SRS, GA TRK” The aircraft will maintain the GA TRK
until the FCU heading knob is pushed for NAV or pulled for HDG. If NAV is
available the FMGS will guide the aircraft along the FLT PLN, but only if the
waypoints have sequenced correctly. Obviously, it is essential that the correct
go-around altitude has been selected on the FCU.

From an Unstable Approach

If a go-around is initiated at, for example 1000ft/160kt, additional

considerations apply. TOGA power should be selected as engages Go-Around

mode and ensures NAV will be available throughout the missed approach.
However, it may be prudent to re-select CLIMB thrust almost immediately; this
will provide adequate power, reactivate autothrust and help prevent a possible
flap overspeed. [SOFT GO AROUND MODE for conventional a/c]

From Level Flight

A go-around may need to be initiated from ALT mode, for example at 3000ft
when the aircraft has failed to capture the glideslope being
too high. Selecting
TOGA power will engage go-around mode, but this may not be the best option
as the aircraft will commence a climb away from the cleared altitude. [Requires
immediate thrust reduction to CLIMB]. This could cause obvious problems in a
busy ATC environment. [THIS IS A DISCONTINUE APPROACH CALL TO
ATC-CANCEL APPROACH AND NOT GO AROUND]
The recommended by airbus practice in this case is:

*de-selection of the approach mode

*management of aircraft trajectory

*selection of a new destination in FMS,if required.

As general rule we can divide the GO AROUND-DISCONTINUE APPROACH
in two parts:

*Discontinue Approach if FCU altitude is less or equal to airplane altitude[you

are higher than missed approach ALT]

Actions: Call Cancel Approach,leave thrust at CL detent,de-select approach

mode,manage the trajectory[depending of ATC orders,select HDG or reengage
NAV if the intentions is to fly the missed approach procedure],select the
appropriate vertical mode to descend or to level off,select a new speed
according to the situation,enter a new DEST in the FMS if required.

*GO AROUND if FCU altitude greater than airplane altitude[you are lower
than the missed approach ALT]If high above minimums then consider SOFT
GO-AROUND proc mentioned above.

Without Selecting TOGA [cancel approach]

The FMGS section of the FCOM states that performing a go- around without
selecting TOGA will sequence the destination and erase the active flight plan
when flying over or abeam (less than 7 miles) the airport. If this occurs activate
the secondary flight plan at an opportune moment. Alternatively, enter a
waypoint, perform a lateral revision and insert a new destination .

Flight Director
The flight directors automatically re-engage during a go-around and the
autothrust will re-arm even though it may have been disengaged for the
approach. Thereafter, it will activate when the thrust levers are set to the climb
detent, just as it does on a normal take-off. As the go-around altitude is captured
thrust will reduce to maintain the speed.
Decelerated ILS Approach Managed Speed
Judgement of the vertical profile and deceleration is one of the more difficult
aspects of the final approach. When ATC speed control is not required use
Managed Speed. Glide-slope interception is achieved, preferably in a
continuous descent, in Config 1 at ‘S’ speed. Flap 2, Landing Gear, Flap 3 and
Full are selected in sequence in order to achieve a stabilised approach by 1000ft.
Remember that the FCOM requires Flap 2 and Landing Gear extension to be
accomplished by 2000ft AAL. The precise timing of the configuration changes,
and thus the rate of deceleration, can be controlled by the crew to suit the local
met conditions.

Selected Speed
ATC often require some form of speed control, and most airports give details of
the likely speed profile. Therefore, it is quite normal for pilots to initiate the
descent in Managed Speed and then change to Selected during the intermediate
approach in order to meet these requirements. Thereafter, it may not be
appropriate to re-select Managed Speed until Flap 3 or Full is selected during
the landing checklist. Speed control is therefore an important consideration and
one that can be easily overlooked - even in good weather.

Automatic Non Precision [both selected]

The following procedures specify the use of Selected vertical and horizontal
guidance, and Managed Speed. The recommended technique is to fly an
automatic, speed stabilised approach using the FPV and autothrust.

NDB
Check the FMGS Arrival page and select the NDB approach if available. If
there is no NDB approach in the data base select the ILS approach if the
procedure and go-around are similar. Alternatively select RW but note that a go-
around profile will not be available. Tune the NDB and display the needles
using the NAV ARC or NAV ROSE display. NAV ROSE is normally used
during the initial approach, whilst the NAV ARC display gives an expanded
compass segment enabling precise monitoring on the inbound track. The map
range should be adjusted to prevent ‘clutter’ at the top of the ND.
For an NDB/ DME approach, enter the DME ident or frequency in a VO R
field, identify and display the DME on the ND by selecting the respective
needle to VOR. Only one needle will then be available for NDB tracking.
Alternatively, enter the DME frequency in the ILS field and display the range
on the ND by selecting ILS on the EFIS control panel.

VOR
Check the FMGS Arrival page and select the VOR approach if available. If
there is no VO R approach in the data base select the ILS approach if the
procedure and go-around are similar. Alternatively select RW but note that a go-
around profile will not be available. The VORs should auto-tune provided a
VOR approach has been selected. Alternatively, manually tune both VORs,
enter the inbound course on the NAV RAD page, identify normally and display
the needles using ROSE VOR, NAV ARC or NAV ROSE

Localiser
Select the LOC approach if it is available in the data[this is the best practice],so
no need for GPWS G/S deselection. Select ROSE LS –PF, or

Set-up the FMGS for a normal ILS approach. Select the ILS display on the PFD
and identify. Deselect the GPWS G/ S mode. Select either ROSE ILS, NAV
ARC or NAVROSE.

Vertical Profile
The final approach track should be intercepted at S speed, flap 1. Aim to select
flap 2 and landing gear at approximately 3 miles prior to the final descent point.
The aircraft should be in the landing configuration and speed stabilised at VAPP
approximately 1 mile prior to commencing the descent. (For single-engine
approaches Flap Full is selected during the final descent) To commence descent
simply turn the FPA knob to select the desired FPA and PULL. This selection
should be made .3 nm prior to the descent point to allow time for the autopilot
to respond.

To avoid unwanted ALT capture do not select a lower altitude on the FCU. The
Go-Around altitude should be pre-set on the FCU when the aircraft has
descended below Go-Around altitude. Note that 0.5° FPA equates to
approximately 100 feet per minute rate of descent and to vary the profile
remember that 1° achieves a 100 feet per mile adjustment. Eg. if 100 feet high
select 4° to achieve the correct glideslope in 1 nm.

Horizontal Profile
For NDB, VOR, or radar approaches, make appropriate TRK selections on the
FCU to intercept and maintain the inbound course. For a LOCALISER
approach, arm LOC on the FCU and monitor capture.

MDA Or When Visual

If the required visual references are obtained before MDA control handover
takes place. The autopilot should be disconnected and the flight directors
selected OFF.

Manual Non-Precision Approach Flight Director

Off
A Non-precision approach may be flown without using the flight director or
autopilot. The FMGS set-up is the same.

Vertical Profile
Select pitch attitudes on the PFD referring to the fixed aircraft symbol in the
conventional way. Check the achieved FPA (indicated by the FPV) and vertical
speed, then adjust pitch attitude as necessary. Try to resist the temptation to
‘chase’ the FPV and VSI; remember they are performance instruments. FPA
selections are not made on the FCU.

Horizontal Profile
The FCU selected track is displayed by a blue index on the PFD horizon line. It
is selected to the inbound course for the final approach and is used as a track
reference.

The correct inbound track is maintained by positioning the FPV with reference
to the blue TRK index. When the FPV is aligned with the TRK index the
aircraft will maintain the track selected on the FCU.

Naturally it is necessary to ensure that the aircraft is established on the correct

QDM before aligning the FPV and TRK index. Failure to do so simply results in
the aircraft paralleling the desired track.

MDA Or When Visual

For the visual segment consider selecting the FCU track to the runway
centreline if this differs from the inbound course.

Circling Approach
A circling approach is an IFR approach (either precision or non-precision)
followed by a visual circuit. Each circling situation is different because of
variables such as runway layout, final approach track, and meteorological
conditions. A single procedure will not cater for all circumstances.

An appropriate time for handover of control should be discussed and should

take account of the circuit direction. Consideration should be given to the
appropriate response when the decide call is made. Also, the Missed Approach
Point (MAP) has particular significance on this type of approach.

FMGS Set-Up
The FMGS set-up is not ideal as the landing runway is not the same as that used
for the instrument approach. Furthermore, in the event of a go- around the
missed approach procedure for the instrument approach must be followed.
The recommended compromise is as follows:

• Enter the instrument approach in the primary flight plan. Complete the PERF
APPR page - enter the ATIS etc.

• Copy the flight plan and modify the secondary - enter the landing runway.

• If desired, construct waypoints in the secondary flight plan to assist

orientation for the circling manoeuvre. For example for BRU RW02:
 EBBR02/ 200/ 2, (PBD01)

PBD01/ 290/ 2, (PBD02)


These are two very useful waypoints depicting the end of a downwind
leg and a point on short final.

Initial Approach
The initial instrument approach should be flown in Flap 3 (Flap 2 single
engine) with the gear down. If the autopilot is in use the flight
directors should be on. If flying an ILS to circle, an early selection
of TRK/FPA during the ILS may be preferred. The go-around
altitude should be set in the FCU as normal.

About 100 feet above the circling minima select (push) FPA zero on the
FCU. The aircraft must be levelled at or above the Circling Min. It
is not permissible to descend below the Circling min. until the
aircraft is in a position to commence a descent to the landing
threshold at the normal rate on a 3° flight-path.

If the required visual references are not achieved at circling min. go-
around immediately. The references are described in FCOM:
‘sufficient visual reference with the terrain and either the approach
lights or the runway must be continuously in view.’

At Circling min. there is no immediate requirement to disconnect the autopilot,

or turn off the flight directors, or handover control. The autopilot may remain
engaged until the final descent when it must be disconnected by 100 feet below
MDA; the flight directors should then be switched off. EUOPS subpart E
stipulates that the instrument approach track should be maintained until the crew
estimate that:

• The required visual references can be maintained throughout the procedure.

• The aircraft is within the circling area.

• The aircraft's position in relation to the runway can be determined visually. If

these conditions are not met by the MAP a missed approach must be
 carried out.

• Circling Manoeuvre
• 
Initially, display but do not activate the secondary flight plan. This is
achieved by pressing the SEC F-PLN key on each MCDU; the secondary
route is then displayed in white. The primary route remains active (green)
and thus the instrument go-around procedure remains available. 
When
downwind, and when a landing is considered assured, activate the
secondary flight plan. The managed speed target will now be correct for
the landing runway. 
Alternatively, if it is considered more prudent to
retain the go-around profile do not activate the secondary but remember
that the managed approach speed for the landing runway will be wrong as
the incorrect wind component will be used to calculate VAPP and the
VAPP Target. Therefore use Selected Speed and calculate manually the
correct VAPP adding wind increments as necessary. 
The low visibility
pattern in the FCOM suggests an initial turn through 45° for 30 seconds
followed by a downwind leg, extending beyond the landing threshold by
20 secs per 500ft. This is only a guide and must be adapted for the actual
conditions. 
Experience in the simulator suggests that the waypoints on
the ND are very useful for confirming lateral separation from the runway.
With NAV ROSE and minimum range displayed, comfortable separation
is achieved when the runway symbol is just inside the 2.5 nm range circle.
Use all available aids, eg. Nav Display, VOR or NDB, to assist your
visual judgement of when to turn onto base leg. Care must be taken to
remain within the circling radius. 
When turning onto final, the aircraft
should be fully configured at the correct speed and comply with the stable
approach criteria. If the waypoints have cycled correctly the magenta
vertical deviation symbol on the PFD may be used to assist judgement of
the final descent.
• Go Around

If at any time visual reference is lost a Go-around must be flown by entering a
climbing turn towards the runway and establishing on the missed approach
procedure specified for the instrument approach. Different patterns will be
required depending on the aircraft's position at the time the Go-around was
commenced; however, it may be prudent to clarify precise requirements with
ATC.

Landing Technique
Flare &Touchdown

The landing gear should cross the runway threshold at approximately 50ft. Go-
around if threshold clearance is doubtful. Just before the flare make a conscious
effort to look towards the far end of the runway and avoid any temptation to
fixate on the touchdown zone. This will assist in determining the flare point.

Under normal stable approach conditions, at 30 ft hold the attitude, close the
thrust levers and commence the flare by 20ft. Most initial landing attempts in
the simulator using this technique result in a slightly firm touchdown, and
trainees can be re-assured that this is not unusual! However resist the temptation
to over-compensate - only a small side-stick input is required and flaring at 50ft
is not the solution. During your first attempts concentrate on using the correct
technique and do not be put off if your landings are firmer than you would like.

After the initial rotation there should be little additional increase in pitch attitude
to complete the flare, back pressure is only required to counter the nose down
effect of the flight control flare law. This mode mimics the normal response of a
conventional aircraft. Do not allow the aircraft to float but fly the aircraft onto
the runway. After main gear contact gently lower the nose using the side stick.

The aircraft does not exhibit a pitch up tendency after touchdown when the
ground spoilers deploy; however, a reduction in the nose down pitch rate is
evident. Application of autobrakes after main gear touchdown increases the
nose down forces but can be easily countered by elevator inputs.

If a bounce occurs, hold or re-establish a normal landing attitude. Thrust need

not be added for a shallow bounce or skip. If a high, hard, bounce occurs go-
around immediately. A second touchdown may occur during the go-around. Do
not retract the landing gear until a positive rate of climb is established.
Crosswind Landing
Position the aircraft on the extended runway centre line with drift applied. In
conditions of strong crosswinds, because of the length of the aircraft, the pilot
will be positioned on the upwind side of the centre line.

In the flare, progressively apply rudder to visually align the aircraft heading
with the runway. At the same time apply sufficient bank to maintain the runway
centreline. Remember that a sustained lateral side- stick input will produce a
roll-rate demand and not a constant bank angle, so once the desired bank angle
is achieved centre the side-stick. Touchdown should be on the 'into-wind'
landing gear. After touchdown keep a little into-wind side stick to help prevent
any subsequent wing lift.

Landing Roll
For maximum effectiveness use autobrakes or commence manual braking and
apply reverse thrust at main wheel touchdown Apply the brakes smoothly with
steadily increasing pedal pressure as required for runway condition, distance
available or for a desired turn off point. Maintain deceleration rate with constant
or increasing brake pressure as required until stopped or desired taxi speed is
reached. Excessive brake modulation should be avoided for passenger comfort
and to minimise brake wear.

Rudder control and rudder pedal steering are sufficient for maintaining
directional control during the roll out. As it is difficult to slide feet up the rudder
pedals in crosswinds, feet should be positioned with the toes at the top of the
pedals prior to touchdown. Steering after touchdown is accomplished with the
heels and braking with the toes.

Wind Corrections - Final Approach

The approach speed, VAPP target, is continuously adjusted to take into account
the actual wind conditions. It is therefore recommended that Managed Speed is
used in gusty conditions. However the system may demand speeds in excess of
VFE; in this case use a Selected Speed until below 1,000ft AAL. The FMGS
compares the actual wind conditions (at the aircraft) with the ATIS wind entered
on the PERF APPR page. If the actual headwind at the current altitude is greater
than that entered in the FMGS, the VAPP target on the PFD will increase.
However, if the headwind is less than reported or if an unexpected tailwind is
encountered the VAPP target is limited to the VAPP calculated on the PERF
APPR page .When the wind is close to 90° across the runway an increment will
not be added automatically. Consider increasing VAPP by up to VLS + 15kt to
give a comfortable margin.

Team Skills
Error Management
Through CRM and Human Factors training, pilots learn that the most effective
crews employ the behaviours described in the NASA Team Skills. In essence,
the aim is for crew members to use the skills to:

• Avoid Errors - completely, for example, through careful briefing,

preparation, planning and projecting ahead.

• Trap Errors - for example, through vigilance, and being aware of FMGS,
FCU and FMA status.

• Mitigate - the consequences of errors, for example, through decisiveness and

timely intervention.

• Situation Awareness 
A number of serious incidents and accidents in

modern glass cockpit aircraft have been attributed to degraded Situation
Awareness (SA). 
Consider three areas comprising SA: 


Plane - Aircraft technical systems and FMA status.

Path - The flight path and external environment .

People - The crew and passengers.

• Consider three levels of SA: 


Perceiving - where the crew are merely aware of elements in the

environment and just react to the situation.

Comprehending - where the crew are attending to the current

situation but not attending to future requirements.
 Projecting - where the crew are projecting ahead, anticipating
contingencies.

• Team Skills 
The requirement to absorb large quantities of new

information during training can diminish the SA of the most capable
pilots, and even qualified crews may suffer when faced with the high
workload demands of a genuine emergency, or when dealing with the
routine pressures of tiredness or a busy ATC environment. 
Therefore,
pilots have an individual responsibility to work effectively as team-
members and it is essential that they use the behaviours described in the
Team Skills to develop this aspect of their professional competence. 


• Maintaining SA - Descent and Approach

Introduction
• Whilst all pilots acknowledge the importance of using Team Skills to
maintain SA, a few have difficulty incorporating some of the concepts
into a routine sector. Indeed, it is not always easy to see how
psychological theory can be integrated within the operational techniques
described in the FCOM.
• Since one of the most variable and challenging phases of flight concerns
the planning, execution and monitoring of the approach, this is perhaps an
area where the skills can be more easily identified. In the following text
italics are used for the phrases describing Team Skills.
• A high level of SA is achieved when crews use spare mental capacity to
project ahead. However, as the workload increases spare capacity reduces
so consequently, the aim throughout the approach should be to manage
the workload effectively in order to create time for coping with
unforeseen contingencies. O ne of the simplest ways to manage or reduce
workload is to slow down in good time - a rushed approach often occurs
when a crew’s failure to manage the workload results in diminished SA.
• Identifying potential problems and briefing operational guidelines are
skills which are not easy to employ until experience is gained on the new
aircraft. However, one aim of this section is to try to identify some
problems and guidelines by describing an ideal mental model which
illustrates how a crew might:
• Remain vigilant throughout approach.

• Communicate effectively.

• Manage workload.

• Retain spare mental capacity to project ahead.

• Descent Speed
• If behind schedule and striving to make up time, cost Index 40 is normally
sufficient to ensure a cruise at M.79 and a descent at moderate speed. A
higher cost index simply generates the same cruising speed but a faster
descent, and this allows little opportunity for modification should the
crew find themselves high on the profile.

• Operational Guideline: Do not brief or plan for a high speed descent.

Descent Profile
• Steep approaches may be recognised early if the crew discuss their progress at
eg. FL200 and FL100. If on radar headings, the crew should update the
FMGS to reflect the likely routing and note the track miles to go on the
MCDU.

• Operational Guideline - when possible try to verbalise progress:

• 66 track miles to go at FL200


• 50 track miles to go at FL150


• 33 track miles to go at FL100 


• Fast Descents Below 10000ft

• The time saved at 320kt compared to 250kt is less than 1 minute.
Additionally, a high speed descent may exceed 3000fpm within 3000ft of
MSA. However, since ATC often ‘keep us high’ a 250kt descent is
frequently an impracticable option.
• Operational Guideline:
Aim for 280kt max at 10000ft at 33 track miles -
 verbalise progress.
• Distractions Below FL100
• Avoid company RT calls, PAs, discussion with the cabin crew or jump
seat passengers, and non operational conversation when below FL100.
• Avoid Conflict between Key and Secondary Tasks:
Both crew members
must remain focused on flight path monitoring.
• 6000ft at 20 DME at 250kt
• This gate is just below the 3 degree slope enabling further deceleration to
take place without ‘going high’.
• Operational Guideline:
• Use speedbrake early (if necessary) to achieve the 6000ft gate.
• 3800ft at 12 DME at 210kt, Flap 1
• This gate allows a continuous 3 degree intermediate approach at 210kt -
as specified by many aerodrome booklets. This intermediate phase is
often the most difficult to judge and is sometimes characterised by rapid
FCU inputs and FMA changes - at a critical time.
• A simple example: Approaching the localiser at 12 miles the PM will feel
uncomfortable if the speed seems too high, especially if the PF seems
‘busy’ and remains silent. The PM may be pre-occupied wondering when
further deceleration will occur and is unable to project ahead. A simple
instruction from ATC to change frequency may be enough for the PM to
miss an FCU input, and an FMA change may pass unnoticed and
unannounced.
• Avoid Overload and Remain Aware of Auto-System Status:
Operational
Guideline:
Brief or expect a deceleration at 12 miles from 210kt
to180kt.
The PM should advise the PF if this gate is missed - Advocate or
Assert.
• 2500ft at 8 DME at 180kt
• Use speedbrake (or landing gear if necessary) to achieve 180kt on the
glideslope by 2500ft. This progress check may be ‘tied’ to the radio
altimeter callout - an excellent reminder. At 8 DME, if under ATC speed
control, obtain clearance to reduce to 160kt - select flap 2 and landing
gear.
• Act Decisively When Required:
• If the aircraft is faster than 180kts at 8 miles extend the landing gear.
• 1500ft at 4.5 DME at 160kt
• Assuming speed control, maintain selected speed 160kt to 4.5DME, then
select managed speed, flap 3 and full without delay.
• Glideslope Intercept from Level Flight
• Difficulties sometimes arise when the aircraft is, for example, level at
2000ft on an intercept heading.
• Operational Guideline: Select 160kt, flap 2 and gear down at one dot
(GS).
• Simultaneous Intercept of the Localiser and
Glideslope
• At some airports ATC often vector the aircraft for a simultaneous capture
of the localiser and glideslope. During localiser capture, if the aircraft is
just a fraction high it will not capture the glideslope. If the crew are not
quick to recognise the problem the aircraft ‘goes high’ and selected speed
may be forgotten as the glideslope is captured from above.
• Identify Potential Problems:
Operational Guideline: Recognise the
possibility of a simultaneous capture and consider selecting managed
speed and VS zero in readiness for GS intercept from above.
• Weather
• Obviously these guidelines need to be modified for strong winds or
adverse weather.
• Conclusion
• This descent profile is not intended to be a rigid example of a perfect
approach. However using these gates (or others) helps considerably to
focus attention on a shared mental model and assists in effective flight
path monitoring.
• The aim of this section has been simply to illustrate how Team Skills and
Airbus operating techniques can be combined to result in a high level of
SA throughout the approach. Research suggests that up to 80% of serious
incidents can be attributed to degraded SA - and not to technical problems
or aircraft handling.
• Team Skills and Complex ECAM Procedures
• The aim of this section is to help trainees improve their performance by
passing on guidance on how to manage effectively a complex ECAM
procedure or high workload situation.
• ECAM Procedure
 • Consider a complex failure. The first priority is aircraft control - is the
flight path safe and suitable for the immediate situation? As the PM
completes the initial ECAM actions the PF must avoid conflict between
the key and secondary tasks. The PF's key task is to monitor the PFD and
ND, and he/ she must avoid the temptation to become over absorbed in
the detail of the ECAM procedure.
• Problems often arise following rapid or hasty FCU selections when, to the
crew’s surprise, the FMAs do not display the intended modes. It is vital
that the crew remain aware of the auto-flight status and maintain a high
level of SA.
• Once any primary actions are completed the ECAM may prompt the crew
to LAND ASAP. This may require them to pause in the procedure,
consider the priorities and use the FORDEC mnemonic. Should an
immediate diversion be initiated? Alternatively, it may be necessary to
view the STATUS page first to complete the diagnosis and identify the
options.
• STATUS
• As the PM works through the STATUS page, both pilots must remain
aware of each other’s workload, share tasks efficiently and prioritise. O
ne common mistake occurs when the PM reads out information without
due consideration to the current workload of the PF .
• Work through the STATUS page and note the various requirements, for
example:
• CTR TK FUEL UNUSABLE
• SLATS/FLAPS SLOW

Some crews like to leave the STATUS page displayed until all preparations are
complete whilst others prefer to take notes and clear the lower ECAM so that
the Cruise page is once again displayed. Remember that the STATUS page will
be reviewed again during the Approach Checklist.

QRH
• The STATUS page may instruct the crew to consult the QRH. For
example the Ops Data and Flight Pattern Guides are used to calculate
landing distance corrections and to assist in planning the subsequent
approach
FORDEC
• Once the ECAM actions are completed consider using the FORDEC
mnemonic:
• Facts
• Use all resources to identify the symptoms. What exactly is the failure?
Beware of confirmation bias - ie. the tendency to ignore symptoms that do
not support the initial diagnosis. Having identified the failure, what
exactly are the consequences - for example, how will the landing and
deceleration be affected?
• Options
• What precisely are the options? Is an immediate diversion necessary or is
continuing to the destination a viable option? Take the weather,make the
inflight Landing performance calculations and then you have all your
options.
• Risks

As there may not be a perfect solution, the crew must identify the best
option. What are the risks?i.e bad weather,slippery runway,heavy airplane,e.t.c

• Decision

Discuss the possible solutions and agree for the course of action.

• Execute
Who shall do what ,when and how
INFORM:ACCC –ATC
-CREW[NITS-nature of emerg,intention,time,special req.]
-Customers[PAX]announcement.
-Company if possible
Then perform ABBA- ATIS
-Build FMGS[all blue lines on STATUS page]see
bellow.
-Briefing[abnormal briefing including
STATUS,appr,landing and go around summary and if special abnormal
specific QRH checklist required and finally the normal briefing]
-Approach Check List
 • Check

Check is everything is going as planned and decided. Should the cabin be

prepared for an emergency landing?

FMGS
The next priority may be to re-program the FMGS. Distractions often result in
the subsequent re-programming being incomplete at the time the Approach
Briefing is given. The crew then muddle through, sweeping up forgotten items
such as radio aids, revised minima or an approach speed correction - as the
briefing takes place. A much better method is to develop a ‘sub-routine’ of your
own whereby you always use the same sequence to modify or confirm the
FMGS set-up. One commonly used routine is FRPP .

F. Select the F-PLN page, insert the approach and check the waypoints. R.
Select the RAD-NAV page and check the radio aids are set.

P. Select the PERF APPR page and enter the ATIS, approach minima, amend
the VAPP etc. Select next phase and enter the Go-around Aa.

P. Select the Progress page and check Nav Accuracy. Set runway in use

Approach Checklist
Use the Approach Checklist aide-memoir to confirm that all preparations are
completed - before you begin the briefing.

Identify Potential Problems. For example, will the flaps and slats extend at the
normal rate? Is autobrake available? Will the FD be available during a go-
around? Where do you hope to vacate the runway?

Establish Bottom Lines. Do not brief generalities - eg. “we should decelerate
early and ask for a long final”. Be specific - eg. “decelerate to S speed at 20
miles and tell ATC that we need a 15 mile final”. If you consider all the items
on the aide memoir, before you begin to speak, you will avoid overloading or
confusing the PF during the briefing. Only when the approach checklist is
complete should you tell ATC that you are ready for the approach .

Approach
Throughout the approach the crew should communicate effectively and try to
project ahead. Ask - what is the next ‘event’? For example:

At 15 miles the crew might identify the next ‘event’ and verbalise: “At 10 miles
we will gravity extend the gear”.

At 1500ft the crew might identify the next ‘event’ and verbalise: “At 1000ft
we’ll make the emergency PA: Cabin Crew take your seats for landing”.

At 700ft the crew might identify the next ‘event’ and verbalise: “At 500ft we’ll
disconnect the autopilot - watch out for the unusual approach attitude”.

In this way the crew members can share and update their mental models and
maintain a high level of Situation Awareness.

Conclusion
Most genuine emergency situations are not highly complex or catastrophic, but
analysis of incidents suggests that the principles highlighted in this section will
help crews to prioritise and maintain Situation awareness in both routine
situations and when under stress.

-
• Non-Normal
Procedures
 


Engine Failure Recognition

An engine flameout may be recognised by uncommanded yaw, a rapid decrease
of EGT, N2 and fuel flow followed by a decrease in N1.

Engine damage may be accompanied by an explosion, vibrations, repeated stalls

and associated indications such as hydraulic fluid loss, or no N2 rotation - the
onset of yaw may be more rapid.

The ECAM procedure requires the crew to consider whether the failed engine is
damaged. However the FCOM advises that the engine shall be considered
damaged unless the cause of failure is obvious and can be removed.

Take-Off Technique
If an engine fails between V1 and VR, maintain directional control by smoothly
applying rudder to contain the yaw. TO G A power is available and may be
used, although the aircraft is certified to climb safely on one engine at FLEX
power.

At VR rotate at the normal rate towards 12,5, (or 10° if thrust remains at FLX),
then follow the FD pitch bar; do not rotate early or rapidly. Try to avoid the
tendency to under rotate due to the loss of thrust which induces a nose down
pitching moment. After lift-off, apply rudder smoothly to centre the β target.
Avoid over-controlling (especially lateral sidestick inputs) as the control laws
will maintain the selected attitude and only very small inputs are required to fly
accurately.

Centralising the β target results in a minimum drag configuration for the climb
out, enabling the aircraft to fly wings level, constant heading with an optimum
level of side-slip. Use rudder trim to eliminate rudder pedal loads, not to zero
the β target.

Engage the autopilot as soon as practical after take-off, preferably when the
rudder has been trimmed.

Initial Climb
The SRS mode commands either the speed at which the failure occurred, or a
minimum of V2.After 400 AGL the correct sequence is the following:

*PF “I HAVE CONTROL AND COMMUNICATION,PULL

HEADING,ACTIVATE SECONDARY ,PUSH TO NAV.

THEN “ANY OEB ?ECAM ACTIONS

***this is the sequence in case of EOSID-Min Acc and Max Acc Alt apply as
per the EOSID. Level off if engine secured at Min Acc Alt or 1500 AGL
whichever is higher. Note: Max Acc Alt is time related[10min]and should not
exceeded regardless if engine secured or not.

****If in normal SID then must climb to MSA if not in radar environment.

The crew must remember the Acceleration Altitude as the normal take-off
‘LVR CLB’ and flight director prompt will be absent. At or above the minimum
Aa, once the Vital Actions[ENGINE SECURE] are completed, select V/ S zero
(push the FCU knob) and announce ‘stop ECAM actions’; the managed speed
target will then become 250kt. Accelerate, retract the flaps on schedule and at
green dot speed select OPEN CLB and MCT. Confirm that the speed target
changes to green dot and announce ‘resume ECAM actions’.
Following flap retraction, if the initial climb was conducted at FLEX thrust, the
levers must be moved back from FLEX/ MCT into the CLB detent, and then
forward again to achieve MCT and to remove the ‘LVR MCT’ message.

ECAM Vital Actions

When the aircraft is safely established in the climb with the landing gear
retracted and above 400 feet, the PM restates the failure, the PF confirms and
responds “I HAVE CONTROL AND COMMUNICATION ,ANY OEB ECAM
ACTIONS”. The PM methodically completes the procedure ensuring that the
PF confirms any movement of a thrust lever, engine master switch or fire push
button. If the procedure requires the use of a fire extinguisher, the discharge
should be confirmed on the ECAM as the overhead panel indication may be
obscured by the Fire Push Button. The vital actions are defined as the initial
actions of the ECAM procedure up to and including the discharge of all agents
specified.

Immediate Return
If an immediate visual return is required, activate the approach at Aa to remain
at ‘S’ speed, in Config 1. The ECAM procedure takes precedence over FMGS
programming so an arrival runway or approach may not be available; however,
use basic autopilot modes if desired.

Wing Anti-Ice
The ENG SHUT DOWN drill is described in the Abnormal and Emergency
Procedures. It instructs the crew to turn off one pack (affected side), if wing
anti-icing is required; the cross-bleed valve is then opened. However, the
manual also explains that this procedure should only be used if a fire push-
button has not been pressed. Therefore, in most cases wing anti-ice will be
unavailable. Engine anti-icing for the remaining engine is unaffected.

The importance of correct SOP and Call OUTS

The Engine failure after V1 is a very demanding failure and requires
absolute adherence of the relevant SOP and Call outs.
*PM announces the failure: ENGINE FAIL and cancels the warning.
Monitors the flight and announces any deviations. When he receives the
“GEAR UP” command he should verify positive VSI and RA indication
and then retracts the GEAR.
*PF applies the GOLDEN RULES, considers the use of TOGA if FLEX
used .
When appropriate flight path is established and above 400 AGL ,he calls:
• “I HAVE CONTROLS AND COMMUNICATION, PULL HEADING
AND ACTIVATE SECONDARY, THEN PUSH TO NAV”
• “ANY OEBS? ECAM ACTIONS”
When engine secure{eng.fail-master off,eng.damage-AGENT 1
dish,eng.fire-fire extinguished or AGENT 2 dish]
 • PM “ENGINE SECURE”
• PF “STOP ECAM”

When at 1500 AGL or Min Acc Alt whichever is higher:

• PF:PUSH TO LEVEL OFF
Accelerate and clean up then at Green Dot:
• PF:OPEN CLIMB/MCT
• PF:CONTINUE ECAM

When reached STATUS page:

• PF:HOLD STATUS,AFTER T.O/CLIMB CHECKLIST,ENGINE

RELIGHT?
• THEN “CONTINUE STATUS”
• When ECAM completed: PF “YOU HAVE CONTROL AND
COMM” AND APPLIES FORDEC.

Single Engine Automatic Approaches

The automatic single engine approach procedures are essentially the same as for
two engines. A decelerated approach may be flown - full use of automation is
recommended. Flap selection and speed targets are as for two engines.
However, in conditions of high weight and temperature, consideration should be
given to the TGA limit. It is possible that this will dictate a reduced flap setting
for the final approach.

Single Engine Manual Approaches

The aircraft is relatively easy to control due to the flight control laws. For
example, stick free, on final approach if TOGA is selected the aircraft yaws but
remains almost wings level. Nonetheless, to prevent yaw it is necessary to co-
ordinate thrust changes with rudder - as with a conventional aircraft -aim to
keep the slip index centred. Think: Power, Rudder, Trim.

Try to use small thrust changes to achieve low rates of deceleration. Remember,
drag increases with decreasing speed and a high thrust setting may be required
to recover any speed loss. Inadvertent activation of SRS and GA TRK will
occur if it becomes necessary to advance the thrust lever beyond MCT.

Autothrust is normally available but unnoticed changes can be lead to slight

over-controlling and some pilots prefer to fly manual approaches with autothrust
disconnected. The yellow speed trend arrow on the PFD simplifies speed
control.

Constant Power Technique

Normally the crew would make maximum use of the automation; however, the
following technique is particularly useful when practising manual approaches in
the simulator.
• Note the N1 power setting required when flying level at green dot speed.
It is normally about 10% above the aircraft gross weight. The same power
setting will normally maintain S speed when flap 1 is selected.
• When the glideslope becomes active select flap 2 and extend the landing
gear.
• Maintain the ‘datum’ power setting, monitor the yellow speed trend arrow
and allow the aircraft to decelerate.
• At about ‘one dot’ below the glideslope select flap 3; then aim to select
flap full as the aircraft intercepts the glideslope at the VAPP Target.
• Normally, only small power adjustments are necessary to maintain the
correct speed throughout the approach, but if more thrust is necessary it
should be applied sooner rather than later.
• This method may be easily adapted for non-precision approaches using
suitable DME ranges.
• Other methods and techniques may be equally effective.

Heavyweight Single Engine Approach

• As the thrust available is considerably reduced, delay the selection of full-
flap until commencing the final descent. This will help prevent the
inadvertent activation of go-around mode which will occur if it becomes
necessary to advance the thrust lever beyond MCT.

Single Engine Go-Around

• The single engine procedure is similar to the two engine procedure until
 acceleration altitude when the aircraft is flown level until clean at green
dot speed (select V/ S zero). OPEN CLB is then selected with MCT
power. The crew must remember the Aa as the normal go-around ‘LVR
CLB’ and flight director prompt will be absent. The β-target will appear
when TOGA is applied and a substantial rudder input is required to keep
it centred, particularly at light weights. Trim the rudder to relieve foot
loads.

Engine-Out Climb
• If an engine fails during the climb, select MCT power on the remaining
engine, allow the speed to decay to green dot. Maintain green dot to MSA
or until terrain is no longer a factor, then fly at ECON speeds.
• Engine Out Cruise
• If an engine fails in the cruise a drift-down may be required. Select MCT
and a suitable flight level on the FCU. Disconnect autothrust and select
OPEN DESCENT. Descend at .78M / 300kt, or green dot if obstacle
clearance is a consideration.
• Engine inoperative cruise information is available from the FMGS with
the EO CLR prompt visible. The gross single-engine ceiling at max
weight, and ISA + 10oC, is never less than 15,000ft.
• Centre the slip index and trim out the rudder. When time permits, ensure
that spoilers are not extended causing additional drag. Select the ECAM
flight controls page and apply rudder trim towards the raised spoilers, or
ailerons, to bring the lateral controls back to neutral.

Emergency RT Calls
• Following an engine fire the initial ECAM procedure instructs the crew to
‘Notify ATC’. This prompt, occasionally causes problems if the PF
chooses to make the distress RT call at a time of high workload - typically
during the acceleration or flap retraction when the key task is to fly
accurately and achieve OPEN CLB and MCT at green dot speed. Clearly,
the crew should prioritise and avoid conflict between key and secondary
tasks. However, an early RT call is necessary in the case of a deviation
from the SID in order to follow an emergency turn procedure. A fire
warning will result in a red ‘LAND ASAP’, ECAM message; it will
change to amber when the fire is extinguished.
 • MAYDAY. Normally, a red ‘LAND ASAP ‘requires a MAYDAY call.
• PAN. An amber ‘LAND ASAP’ requires a PAN call, though special
circumstances (e.g. smoke or additional failures) may dictate that a
MAYDAY is more appropriate.

Rejected Take-Off
• Review the FCTM ABN/MISC SOP and proper flow and call outs.

• Use QRH drills only if an ECAM procedure is not displayed.

• Select Dome light to bright at night - only lighting available on

batteries.

• Captain is responsible for communication, F/ O for ECAM/ Q RH

actions.

• Use the correct phraseology for an emergency

evacuation:
EVACUATE, EVACUATE.

• The ENG FAIL ECAM procedure requires the fire pushbutton to be

pressed and the agent to be discharged. Is this optional? No, -
complete the drill. The fire pushbutton can be reset easily and the
extinguishing agent (halon) does not corrode or otherwise damage
the engine.

• If the take-off is rejected because of a failure (as opposed to a fire)

the second engine may not be shutdown. Other considerations
apply:

• Is it safe to taxi clear?


• Can the aircraft be inspected?

 • Would it be prudent to clear the runway, shutdown and be towed
in?

• Can the SCCM see any evidence of damage?

Emergency Descent
Don oxygen masks and establish crew communication at the first indication of
rapid de-pressurisation. Commence descent without delay at MMO/VMO minus
approximately 10kt or the current speed if structural damage exists. In some
cases, a gradual decompression may permit time for diagnosis and
communication with the cabin crew. The standard procedure is to leave the
autopilot engaged. ***Remember time check for pax O2 duration.***

PF
• Rotate the altitude selector to a lower altitude and pull to engage open descent.

• Rotate the heading selector to the desired heading and pull to engage in
heading.

• Set the desired speed and pull to engage Selected Speed. Use the SPD/ MACH
pushbutton to ensure that the aircraft does not descend at constant Mach
No.

• These first actions can be summarised as "Turn/ Pull, Turn/ Pull, Select
Speed".

• The expedite mode may be used if structural damage is not suspected.

• As the speed increases gradually extend the speedbrake. This causes an

increase in VLS and there is a risk of automatic speedbrake retraction.

• Refine the selected altitude, heading, and speed.

• Declare a Mayday.
• Select engine anti-ice if required.

• Descend to MSA or 10000ft whichever is higher.

• Anticipate the level-off by about 2000ft and retract the speedbrake.

• PM
• Monitor the flight path and initial actions of the PF.

• Carry out the ECAM actions; however, if the descent is initiated before the
cabin altitude exceeds 10000ft the ECAM warning will not be displayed -
use the QRH drill.

• After Level Off

• P A : "The descent is now complete, will the SCCM report to the flight deck".

• Re-check pressurisation system and evaluate the situation.

• Do not remove oxygen masks if cabin altitude remains above 10,000ft. If

oxygen masks are to be removed this should be done one at a time while
one pilot monitors the RT.

• Determine a new course of action based on weather, oxygen, fuel remaining

and available airports. Obtain a new ATC clearance.

*EMERGENCY DESCENT MEMO ITEMS REVIEW EVERY DAY*

Raw Data ILS
Raw Data ILS approaches are included in the conversion syllabus and are
practised during the various technical failures during the simulator phase. In
these circumstances the crew should consider requesting a long, speed-
stabilised final approach to minimise the increased workload of manual
instrument flying using raw data - possibly in alternate/ direct law.

Vertical Profile
Select pitch attitudes on the PFD referring to the fixed aircraft symbol in the
conventional way. Check the achieved FPA (indicated by the FPV) and vertical
speed, then adjust pitch attitude as necessary. Try to resist the temptation to
‘chase’ the FPV and VSI; remember they are performance instruments. FPA
selections are not made on the FCU.

Plan to select Flap 2 and landing gear at 3000ft aal. This may seem
unnecessarily early but you will be pleasantly surprised at how much this helps
to stabilise the approach.

During the deceleration and whilst configuration changes take place, quite
significant attitude and trim changes are apparent. Make sensible attitude
selections and do not chase the G/ S or FPV. Thereafter select a desired pitch
attitude and scan G/ S, V/ S and FPV; adjust attitude as necessary. Remember to
check go-around altitude is set - easy to forget when you are busy.

Horizontal Profile
During the initial approach, the desired radar heading should be set in the FCU
track window; it will then be displayed by a blue (TRK) index on the PFD
horizon line. The heading is maintained by aligning the fixed aircraft symbol
(not the FPV) with the blue index. As you approach localiser intercept, remind
the PM to be particularly vigilant about calling ‘localiser alive’ - it is very easy
to fly through the centreline when the flight director is off.
The FCU track is then set to the inbound course for the final approach. The
correct track is maintained by positioning the FPV with reference to the blue
TRK index. When the FPV is aligned with the TRK index the aircraft will
maintain the track selected on the FCU. Naturally, it is necessary to ensure that
the aircraft is established on the localiser before aligning the FPV and TRK
index. Failure to do so simply results in the aircraft paralleling the localiser.

Consider selecting Rose ILS on the ND as this gives a more prominent

indication of lateral progress. Occasionally it is necessary to displace, laterally,
the FPV a small amount to maintain the localiser; nonetheless, it is still very
useful once you have worked out how much to offset it. When errors occur
make small positive track adjustments rather than weaving continuously.

Speed Control
When using raw data without autothrust, close monitoring of speed control is
vital. The speed trend arrow on the PFD is usually available and provides
valuable assistance.

Speed and Landing Distance Corrections for

Failures

Many ECAM procedures require the crew to modify the approach speed and
calculate the landing distance. Refer to QRH for the applicable procedure,using
the mandatory steps.

Landing Without Slats and/ or Without Flaps

Two SFCCs each posses one slat and one flap channel.
If one SFCC is
inoperative, slats and flaps travel at half speed.
If one HYD inoperative,
corresponding surfaces operate at half speed.

ECAM: ‘SLATS (F) LOCKED’..... indicates WTB on - mechanical failure.

ECAM: ‘SLATS (F) FAULT’..........indicates SFCC - computer failure.
PFD Indications
Overspeed Aural Warning and VLS are for the actual flap/ slat
configuration.
VFE and VFE Next correspond to the flap lever position.
If a
double SFCC failure no AP, FD or AT, also..................

No characteristic speeds, no VLS - use QRH . Use Selected Speed.

ECAM
The initial ECAM actions are straightforward.

The STATUS procedure mainly concerns the set-up for the landing.
For Slat or
Flap failure, the flap lever is selected to position Flap 3.
For Slat and Flap
failure, the flap lever is selected to Flap 1 to enable G/ A mode to be
available.
However, Config FULL is selected on the PERF APPR page

For a SLATS FAULT alternate law is active - direct law when gear selected
down.

Following the ECAM actions the crew will need to refer to the QRH for: APP
SPD - LDG DIST CORRECTIONS.

Approach
Use the QRH drill: ‘Landing with Slats or Flaps Jammed’. However, for a
landing without Slats and Flaps use the QRH Flight Pattern


The PM uses the QRH to guide the PF through the approach. Use Selected
Speed.
Use AP and AT if available but.......
Disconnect AP by 500
feet.
Disconnect AT by 500 feet for a Slat and Flap failure.

Final Approach
The approach attitude is unusual. When visual, resist the temptation to alter the
pitch attitude and continue to monitor the flight director.

Go-Around
For failures other than dual hydraulic, raise the landing gear, but maintain flap/
slat configuration.
For an SFCC double channel fault (Flap or Slat), remember
that AP, FD and AT are unavailable - don’t forget to consider a raw data go-
around.

Dual Hydraulic Failures


Basic Considerations
The first consideration following a dual hydraulic failure is the loss of both
auto-pilots and basic aircraft control. Consequently, the first ECAM procedure
is to cancel the Master Warning and clear the first underlined item:‘AUTO FLT
AP OFF’.
Alternate Law is active; careful handling and smooth control inputs are
required. The aircraft will seem sluggish but copes well considering about half
the basic control surfaces are non-operational. Pitching moments generated by
the autothrust may exacerbate the handling difficulties.

ECAM
The ECAM procedure is quite lengthy and complex, but can prove
straightforward provided a calm and logical style is employed.

The failure results in a red (MAYDAY) LAND ASAP message, but it will take
some time to set-up the aircraft for an approach so it may be prudent to enter a
hold whilst carrying out the ECAM procedure. This will enable a subsequent
approach to be made without delay once all preparations are complete.
• Following the ECAM actions the crew will need to refer to the Q RH for
Landing Gear Gravity Extension and APP SPD - LDG DIST CORRECTIONS.

• Approach Speed.
The landing is made in Config 3; however, remember that

the corrections are made to the Flap FULL VREF shown as VLS with
Config FULL selected on the PERF APPR page. Enter the corrected
speed in the VAPP field as an aide memoir. The approach is flown in
Selected Speed.
• Landing Distance Correction.
The required distance is obtained from the
QRH. For runways longer than 2500 metres, landing distance is not
normally a limiting consideration.

• The list of inoperative systems indicated on STATUS is considerable and the

PM may easily swamp the PF by reciting it without due consideration. To
achieve more effective crew understanding, it may prove useful to
handover control briefly to enable the other crew member to read and
absorb STATUS . The crew may wish to refer to the ‘architecture’
diagram in the Q RH; however, the LAND ASAP imperative may sway
them against this option.

Approach
Brief the approach using the QRH drill: ‘Landing With Slats or Flaps Jammed’.
The PM uses the drill to talk the PF through the configuration and speed
changes, and most crews are pleasantly surprised to find the procedure relatively
straightforward. Remember that extension of the Flaps or Slats will take more
time, and the gear will be extended using the gravity system - this will result in
the loss of Nose-Wheel Steering even though the Green system may still be
operational. The landing capability is CAT 1.

Special care is required in the case of a Green and Yellow failure as the
stabiliser is frozen and thus trim is unavailable. Throughout the initial approach
in alternate law this will not be apparent; however, when the landing gear is
extended the aircraft will revert to direct law and the trim will be set at the speed
achieved at the time of gear extension. It is for this reason that the crew should
select Flap 3, reduce speed to VAPP and then extend the landing gear

Landing
The landing attitude may be unusual: high without flaps, or close to normal
without slats. Monitor the FD until familiar with the required attitude.

One or both reversers will be inoperative. NWS is inoperative but, depending on

the failure, some form of anti-skid and possibly autobrake may be available. In
most cases it should be possible to vacate the runway prior to shutdown.
Dual FMGC Failure
A dual FMGC failure results in the loss of: autopilots, flight directors,
autothrust, and maps.

ECAM warnings and procedures are displayed for several affected systems, but
the FMGC failures are not, themselves, indicated on ECAM.

The FMGC reset procedure is in the QRH and involves pulling and resetting the
specified circuit breakers; however, the reset of ‘tripped’ circuit breakers is not
recommended.

Turn the FDs OFF to remove the red FD symbol on the PFDs and to enable use
of the blue, selected track indicator.

Standby Nav tuning is required. The ILS DME is inoperative.

Characteristic speeds are displayed normally on the PFD, so VLS is displayed

but VAPP is not. Calculate it manually with reference to the Q RH if necessary.

A raw data approach is required. TRK/ FP A is recommended. Rose ILS for the
ND.

Bus Faults

A BUS FAULT indicates that the services from a particular busbar are
inoperative. Some of the inoperative systems are indicated on the STATUS page
but others are listed in the Abnormal and Emergency section of the FCOM.

A failed busbar cannot normally be restored; however, the procedure for an AC

BUS 1 FAULT requires the crew to select AC ESS FEED to ALTN ; this
should restore the services on the AC ESS BUS via AC BUS 2.

DC ESS Bus Fault

This failure inter alia results in the loss of:
RMP1, ACP1 & 2, VHF 1, Flight
Intercom and P1 Speaker.
The following suggestion for an Emergency Communications set-up is not
displayed on ECAM, the QRH or FCOM.

First Officer:
Use RMP2 to tune VHF 2 (or 3) for normal VHF communications. Set ACP3 to
transmit and receive on VHF 2 (or3).
On the overhead panel select Audio
Switching to F/O 3.
The FO can then transmit using the sidestick trigger via
ACP3. The FO can receive VHF and cabin intercom via ACP3.

The flight intercom is inoperative - (suggest FO uncover left ear). Turn up the
volume on the P2 loudspeaker.

Captain:

The Captain’s sidestick trigger and ACP1 transmit switch are inoperative. The
Captain may transmit using the FO ’s hand microphone, stretch............
..........................the cable behind FO ’s seat and the centre pedestal.
The
Captain may receive via the FO ’s loudspeaker.

Dual Generator Failure


Basic Considerations
The first consideration following a dual generator failure is the loss of both
autopilots; consequently, the first ECAM procedure is to cancel the Master
Warning and clear the first underlined item: ‘AUTO FLT AP O FF’.

The RAT extends automatically, supplies power to the Blue hydraulic system,
which in turn powers the emergency generator via a hydraulic motor. Within a
few seconds the AC SHED and DC SHED Essential Busses are once again
operative. Many systems are lost and alternate law is active. The only flight
deck lighting remaining is the FO ’s dome light.

As the FO ’s screens are inoperative the Captain becomes the PF and must rely
on the FO to work methodically through a complex ECAM procedure. The
Captain’s management task is demanding as the AP , FD, and AT are
inoperative. FMGC 1 can be regained via the Menu page on the MCDU, but
reprogramming it is a task for later. Consider asking for radar vectors to remain
in a suitable area rather than entering a hold, since the latter would further
increase the workload as the flight director is inoperative.

ECAM
Only the Upper ECAM is available. After completing the ECAM actions in the
left hand column the affected systems can be displayed for up to 3 minutes by
pressing and holding, in turn, the respective button on the ECAM Control Panel
(ECP). To view the STATUS page press and hold STS on the ECP.

When operating on a single ECAM display, as you progress to the bottom of the
first STATUS page check to establish if a green ( ⇓ ) arrow is prompting you to
release and press the STS button again to scroll the next page. (The CLR button
is not used for this purpose when only one screen is available).

After completing the left hand column of STATUS it is not necessary to review
all the inoperative systems in the right hand column. Whilst many systems have
been lost the significant ones (Auto Rad-Alt Callouts, Reverser 2, Nose-Wheel
Steering, and Anti-skid) are illustrated in the QRH Flight Pattern Guide which is
used when completing the approach briefing.

FAC 1 is reset and thus characteristic speeds are regained on the PFD but the
crew will need to refer to the Q RH for:

• Gravity Fuel Feeding.

• APP SPD - LDG DIST CORRECTIONS.

• Differences
Older Aircraft On the older aircraft the RAT will stall at speeds below 140kt,
and additionally when the landing gear is extended. Thereafter the final
approach is flown on battery power, and for this reason landing gear extension
is delayed until 1000 feet. FAC 1 is then inoperative so characteristic speeds are
lost - take a note of the F and S speeds in case of a go-around.

An APU start attempt is not permitted since this places a considerable load on
the batteries and successful coupling is considered unlikely. Use standby nav aid
tuning on RMP 1 as FMGC 1, and thus auto-tuning, is lost when the landing
gear is extended.

Newer Aircraft

On the newer aircraft the RAT is capable of supplying the emergency generator
down to 125kt, it does not stall until the landing flare and is therefore available
throughout the final approach. Since battery life is not so critical the ECAM
procedure includes an APU start.

The Captain’s Nav Display is operative, FMGC 1 is not lost on landing gear
extension and thus the ECAM procedure does not instruct the crew to tune the
approach nav-aid on RMP 1.

Approach
The approach is flown manually, using raw data in alternate law for a direct law
landing. To display the blue track index on the PFD turn off the inoperative
flight directors.

Go-Around
Following a go-around (on raw data), if the aircraft is on battery power, the
emergency generator will need to be reset after gear retraction. The associated
ECAM warning ‘ELEC ESS BUSES ON BAT’ requires the crew to re-select
the RAT & EMERG GEN to MAN ON. The ECAM drill also indicates actions
in the event that the gear cannot be retracted.

Smoke
Cargo Smoke
Each cargo compartment has 2 smoke detectors. If both detectors sense smoke
the crew are alerted by the ECAM: SMOKE FWD (AFT) CARGO. The procedure
instructs the crew to discharge the single extinguisher into the relevant
compartment. The warning triggers a red LAND ASAP.

The procedure is not included in the QRH but further information in FCOM
reminds the crew that the ECAM warning may remain on even though the
source is extinguished This is because the extinguisher gasses are not evacuated
and the detectors are sensitive to the agent.
Lavatory Smoke
There is a single smoke detector in each lavatory. Warnings are displayed on the
CIDS panel and the ECAM: LAVATORY SMOKE. Each waste bin has an
automatic fire extinguisher.

Avionics/ Air Conditioning/ Cabin Equipment Smoke?

This emergency clearly emphasises the need for the crew to diagnose the failure
and not simply to react to the symptoms. AVNCS SMOKE appears as an amber
ECAM warning when smoke is detected for at least 5 seconds by the single
detector in the avionics compartment. If smoke is detected for longer than 5
minutes the warning is latched and LAND ASAP will remain displayed for the
remainder of the flight - even though the warning may be spurious, or the smoke
might clear for example, after 6 minutes. The GEN 1 LINE ‘Smoke light’
illuminates amber when smoke is detected - it does not latch on and will go out
if the smoke clears.

As there is just one detector the warning is only considered genuine if

‘perceptible’ smoke is detected by the flight crew. When there is no
‘perceptible’ smoke the crew may assume that the warning is spurious, in which
case the LAND ASAP is not mandatory.

Additional complications arise because the Airbus philosophy: ‘ECAM

procedures and STATUS information, supplemented by a PFD/ ND check,
are sufficient to handle the fault’...... does not seem to apply in this case.
Awareness of the FCOM and QRH procedure is essential for correct diagnosis
of the fault.

The explanatory notes indicate that the origin of the smoke may not be defective
avionics equipment. This is because the ventilation system draws conditioned
air from the flight deck into the avionics bay and, for example, faulty cabin
equipment or air conditioning may be the cause. The italic text also appears to
suggest that smoke from a lavatory or cargo hold could also trigger an AVNCS
SMOKE warning - although a review of the schematic diagrams makes this hard
to imagine.

The procedure in FCOM:

Is different to that displayed on ECAM - and more comprehensive. Requires the
crew to consider the origin of the smoke.

Is included in the QRH in an abridged format.

Therefore, in the event of a warning thorough diagnosis is essential - the ECAM

does not help with this; use the QRH procedure. This leads the crew to consider
the various pre-conditions. Once the QRH procedure is complete check the
ECAM and review the STATUS display as usual. If the source is considered to
be the avionics, the procedure has three phases:

Phase One: If Perceptible Smoke

If the ECAM warning is confirmed by perceptible smoke the crew don oxygen
masks, check 100% selected and if necessary purge smoke by turning the
emergency knob. The ventilation system is then reconfigured in an attempt to
remove the smoke. (The oxygen should last for 30 minutes).

Phase Two: If Smoke After 5 Min

If the SMOKE disappears within 5 minutes the crew restore normal ventilation.

If the WARNING persists after 5 minutes, the crew select EMER ELEC GEN 1
LINE to OFF, EMER ELEC PWR MAN ON and turn GEN 2 OFF, to reduce to a
minimum the number of operative electrical systems.

Turning off the GEN 1 LINE has the same effect as switching off GEN 1 but keeps
No1 fuel pumps running in each wing tank. As in the case of a Dual Generator
Failure, only the Captain’s PFD, ND and the Upper ECAM are available.

When reviewing the STATUS page bear in mind that it does not fully reflect the
anticipated STATUS of the aircraft on the final approach. This is because the
information presented is for the Electrical Emergency Configuration; whereas
electrical power will be restored for the approach, and the landing is planned to
take place, simply, in alternate/ direct law.
A subsequent review of procedure (time permitting) would remind the crew
that Normal Braking and Anti-skid will be available and the landing distance
factor is 1.2 (Alternate law) and not 1.7 (Dual Generator Failure). Confusing
isn’t it?
Phase Three: Before L/ G Extension
Phase three involves re-establishing normal electrical power prior to landing.
However since IRS 2 & 3 remain inoperative, alternate law remains active and
the approach is flown manually using raw data for a direct law landing.

“Historically if you have a cabin or cargo fire and aren’t able to extinguish it
within 2 minutes .........you will not be able to extinguish it.

If you have an inextinguishable fire you have only 14 minutes to land/ ditch and
evacuate. If you fail to do this the fire will destroy the aircraft.”

Dual Engine Failure


Basic Considerations
If a dual engine failure occurs both generators drop off-line and the autopilot
disconnects. The RAT extends and after a short interval electrical power is
established in the emergency configuration, alternate law is active, direct law
when the landing gear is extended. The Master Warning ‘ENG DUAL
FAILURE’ is displayed on ECAM. A relight attempt takes place automatically.
If the engines are not windmilling only the Blue hydraulic system is available -
manoeuvre with care.

On the new aircraft the Captain’s ND is available. However, on the older

aircraft it will be necessary to tune nav aids or ask for radar vectors; the
approach nav-aid should be tuned on RMP 1.

The cabin altitude will climb at about 1200ft per min and the aircraft will
descend at about 1500ft per min, the two meeting perhaps at say FL 200. The
ECAM will provide warning of excess cabin altitude, but since only one screen
is operative, this may easily pass unnoticed by the flight crew unless they are
particularly vigilant.

Below FL 250 the APU may be started and below FL 200 Bleed Air may be
used to supply the Packs; in the interval it may be necessary to use oxygen.
However, if the engine failures were caused by empty fuel tanks the APU
cannot be started!

Captain’s Role
As the FO ’s screens are blank the Captain becomes the PF and also has
responsibility for the RT. The FO’s screens are regained when the APU is
available.

• Select a pitch attitude to achieve a gliding speed of 280kt. This is the optimum
speed for a windmilling relight - and is prompted by ECAM.

• Select NAV ROSE, 80 mile scale with ‘airports’ overlay.

• Turn the aircraft towards the nearest suitable airport and declare a MAYDAY.

• When the APU is available select TRK FPA, Open Descent FL 00100, (100
feet is the lowest FCU setting). Selected Speed to Green Dot and engage
an autopilot - if available.

• With only the Blue hydraulic pump operative it is important to avoid large
control inputs.

• First Officer’s Role

• The FO should monitor the Captain’s initial manoeuvring, ensure that the
aircraft stabilises in a 280kt glide towards a suitable airport, and then
carry out the ECAM procedure when requested; this basically involves:

• Unassisted relight attempts at 280kt.

• APU start below FL 250.

• Establishing APU bleed air below FL 200.
• Assisted start attempts at Green Dot speed. (Use the QRH)
Ensuring the Cabin is secure for a forced landing or ditching.

Gravity Landing Gear Extension. (ECAM recommends this at 5000ft which

may be desirable in VMC and if circling overhead the airport).

Familiarity with the italic notes contained in the Abnormal and Emergency
Procedures expanded ECAM drill will greatly assist the efficient
accomplishment of these tasks.

Navigation and IMC Approach

In poor weather, if time and workload permit, re-programme the FMGS for a
new destination, appropriate runway and instrument approach, (FRPP).

• Ask for radar vectors to intercept a 5 degree approach. (24 miles at

12000ft, 8 miles at 4000ft etc.) Halve the DME to give the required
altitude. Once established select FPA 5 degrees to maintain the
glideslope, and ALT SEL above the current altitude to prevent a low
altitude capture, (with the lowest setting ‘00100’ selected ALT* may
occur at eg. 700ft on final).

• If high and close to a suitable airport utilise the ND to try to set up a

downwind leg with 5 miles lateral separation from the approach path,
glide downwind at green dot speed and allow 2500ft for a 180 turn to
establish on the localiser. (Eg: At 28 miles, 16500 feet downwind, turn to
achieve 14000 feet at 28 miles on the localiser). This procedure seems
complex but is simple in practice.

• Select Config 1 and reduce to S speed (180kt) when established on the

glideslope.

• It is likely that the speed will tend to increase not decrease.

• Use speedbrake not Config 2 to prevent an excessive gliding speed.

• Maintain a 5 degree approach; the FO should call desired altitude against

ILS DME adding the airfield elevation to the basic calculation.
 • Be ready to select gravity extension of the landing gear at 1500ft. If the
speed has increased to say 210kt extend the gear at say 2000ft. (As time
may not permit use of the QRH, simply rotate the gravity lowering lever
until the stop is reached and place the gear selector lever in the down
position).

• With the gear extended increase the rate of descent to intercept a 3 degree
approach and select further stages of slat - (and possibly flap, if green or
yellow hydraulic pressure is available) - if speed/energy permit.

• Make the Emergency Landing P A calls:

• 1000 feet: “Cabin Crew take your seats for landing”

• 200 feet: “Brace for impact”

• Keep your fingers crossed.

Note
• Advice on the use of the Yellow Electric Hydraulic Pump has been
omitted since it is not specified in the ECAM procedure or the Abnormal
and Emergencies Manual. However, if available, it would seem sensible
to use it. In this case the PTU should be switched OFF as the pump output
is considered insufficient to supply both the Green and Yellow systems.

MEMO ITEMS
New FCOM
BRAKES

[MEM] LOSS OF BRAKING (Refer to procedure)

MISC

[MEM] EMER DESCENT (Refer to procedure)

[MEM] STALL RECOVERY (Refer to procedure)


[MEM] STALL WARNING AT LIFT OFF (Refer to procedure)

NAV

[MEM] UNRELIABLE SPEED INDICATION (Refer to procedure)

SURV

[MEM] GPWS/EGPWS CAUTIONS (Refer to procedure)

[MEM] GPWS/EGPWS WARNINGS (Refer to procedure)

[MEM] TCAS WARNINGS (Refer to procedure)


[MEM] WINDSHEAR (Refer to procedure)

[MEM] WINDSHEAR AHEAD (Refer to procedure)

*The “Windshear Ahead” amber procedure is removed from QRH and

FCOM: it is now part of the FCTM PR-NP-SP-Adverse Weather.

**Take into account that the procedures that are entirely performed from
memory are removed from the QRH .

Memory items are surrounded by a black box in the FCOM /QRH

procedure in order to enable the flight crew to easily identify them 

But the items for WINDSHEAR,WINDSHEAR AHEAD,STALL
RECOVERY,STALL WARNING AT LIFT OFF ,TCAS WARNING and
LOSS OF BRAKING, although not boxed are MEMO ITEMS.

In the new QRH MEMO ITEMS ONLY:EMERGENCY DESCENT

UNRELIABLE AIRSPEED
FCOM CHANGES
ECAM SINGLE DISPLAY : The “ECAM Single Display” abnormal
procedure is removed from the FCOM and QRH-ABN-31 EIS section.
This procedure is considered as basic flight crew knowledge and already
covered in the FCOM DSC-31 Indicating/Recording Systems chapter .

Here is what we should do:

Only the EWD is available. There is no SD on the other DUs.

To call a SYS page:
PRESS AND MAINTAIN the SYS Page key on

the ECP.

Overflow on the STATUS Page:
PRESS AND MAINTAIN the

STS key on the ECP
The first page of STATUS appears.

RELEASE IT, THEN PRESS AGAIN WITHIN 2 s

The second page of STATUS appears.

CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS.

When the STS key is released for more than 2 s, the EWD reappears.

SEVERE TURBULENCE
The speed and N1 tables of the “Severe Turbulence” procedure are
moved from QRH-OPS- Operational Data & FCOM PRO-SUP to the
ABN-MISC-Severe Turbulence chapter of QRH .

MCDU 1(2) (3) FAILURE

The “MCDU 1(2)(3) Failure” abnormal procedure is removed from the
QRH & FCOM ABN-22. This procedure is now part of the ABN-[RESET]
System Reset Table, because it only requires a reset of the MCDU.
OPERATING TECHNIQUES (FCOM PRO-ABN-10)
The FCOM ABN-10 Operating Techniques chapter is removed.
The
techniques are moved to the FCTM, and the procedures to the relevant
FCOM sections.

Therefore, this leads to the moves described below:

The following content is moved to the FCTM PR-AEP-ENG: - Engine

Failure after V1 - Continued Takeoff.

The following contents are moved to the FCTM PR-AEP-MISC

• - Rejected Takeoff, 


• - Low Energy Aural Alert. 
The following contents are moved

to the FCOM PRO-ABN-MISC: 


• - Stall Recovery, 


• - Stall Warning at Lift Off. 
In addition these procedures are

also listed in the new ABN [MEM] Memory items section of the
FCOM. 


• The following contents are moved to the FCOM PRO-ABN-ENG:

- Circling Approach With One Engine Inoperative, 


- Landing With Slats or Flaps Jammed, 


- No Flaps No Slats Landing. 


PITCH AND BANK CALLOUTS AT LANDING

The “Pitch Pitch” and “Bank Bank” callouts which were previously
included in the Landing/Flare SOP are removed. These callouts are
transferred to the SOP/Standard callouts/Flight Parameters section,
within a dedicated ‘Landing’ chapter.
LOC BACKCOURSE TECHNIQUE
The PRO-NOR-SRP-FMS-Approach-Back-Course Localizer Approach is
removed from the FCOM: this technique is now described in the FCTM-
PR-NP-SOP-Approach-Guidance Management into the chapter
Approach Using FLS Function and Approach Using FPA Guidance.

BRAKES HOT AND BRAKES OXIDATION

To provide more guidelines regarding the brakes hot handling and
brakes oxidation phenomenon, the following changes are performed:

Taxi Phase:
The FCOM PRO-NOR-SOP-Taxi is reworded and the

associated FCTM PR-NP-SOP-Taxi explains the rationale behind the
300°C brakes temperature limitation for take-off. In addition, the
redundant information with FCOM limitations is removed from the FCTM.

Descent Preparation Phase:
A dedicated chapter about brake oxidation

is created in the FCTM PR-NP-SOP-Descent Preparation in order to
explain this phenomenon.
The FCOM PRO-NOR-SUP-GOP-Descent
Preparation is moved to the FCTM PR-NP-SP-GOP- Descent
Preparation. In addition this Descent preparation phase emphasizes the
impact of high brake temperature on the brake oxidation phenomenon.

After Landing Phase:
The FCOM PRO-NOR-SOP-After Landing is

enhanced regarding the check of the brake temperature, the use of
brake fans and the list of cases of brakes hot leading to maintenance
actions.
This list of criteria was in FCOM PRO-NOR-SUP-Landing Gear
and is now moved to FCOM PRO-NOR-SOP-After Landing.
The
associated FCTM PR-NP-SOP-After Landing is enhanced and
harmonized as well.

REFUELING PROCEDURE
The refuelling procedure is removed from the FCOM PER-LOD-FUL.
This procedure is now part of the FCOM PRO-NOR- SUP-FUEL.

In addition, the procedure is updated to add a WARNING regarding

safety precautions to be taken during refuelling, to avoid injury to people
and/or damage to the aircraft.

FUEL LEAK

The FCTM PR-AEP-Fuel Leak is enhanced in order to provide more
guidelines for detecting a fuel leak and also for the case of fuel over
reading when the sum of actual FOB + FU is higher than FOB at
departure.
Moreover the main steps of the Fuel Leak paper procedure
are detailed in this FCTM abnormal procedure in order to explain how to
locate the detected fuel leak.

“SINK RATE “CALLOUT

The triggering condition for the callout “Sink Rate” is changed from
1200ft/min to 1000ft/min to comply with the methodology that has been
used to demonstrate a fixed Minimum Use Height (MUH) of AP

MANAGEMENT OF ABNORMAL OPERATIONS

The way to manage abnormal operations has been reviewed for
clarification purpose.
A dedicated section called “Management of
Abnormal Operations” has been issued in the FCTM-AOP .
This section
contains several chapters:

• - General, 


• - Handling of Cockpit Controls, 


• - Handling of ECAM/QRH/OEB, 


• - Handling of Advisory, 


• - Spurious Caution, 


• - Use of Summaries. 
These chapters contain all the

information that was previously given in FCOM and FCTM for
abnormal situation management 


NON ENGINE SHUTDOWN AFTER SETTING THE ENG

MASTER SWITCH TO OFF
 • The “On Ground - Non ENG Shutdown after ENG Master OFF”
procedure is moved from the FCOM PRO-SUP-Power Plant to the
FCOM PRO-ABN-ENG and QRH ABN-ENG as it covers abnormal
engine behaviour.

SUSPECTED ENGINE FUEL SYSTEM CONTAMINATION

The ABN-ENG-Engine Fuel System Contamination procedure is only
applied after confirmation of a suspected fuel contamination. Therefore
both ABN-70 Suspected ENG Fuel Sys Contamination and ABN-70
Engine Fuel sys Contamination are merged into a single procedure
called “Engine Fuel System Contamination” in QRH and FCOM ABN-
ENG chapters.

OVERSPEED PREVENTION AND RECOVERY

The Overspeed Recovery is removed from the QRH ABN-80 & FCOM
PRO-ABN-10 Operating techniques.
The Overspeed Prevention is
removed from the FCOM PRO-ABN-10 Operating Techniques.

Both techniques are moved to FCTM-AEP-MISC-Overspeed.

GREEN OPERATING PROCEDURES MOVED FROM FCOM TO

FCTM

The Green Operating Procedures related to the flight phases are

removed from the FCOM PRO-SUP and moved to the FCTM PR-NP-
SP, because they are more related to best practices, and techniques.

However, the One Engine Taxi procedure are now part of the FCOM
PRO-NOR-SUP-ENG.

*This section is to give you a quick review of the major changes,however

you should start using your manuals in order to get familiar with the new
content.*
FAST FACTS
There are so many numbers and procedures every pilot needs to know,the best way
to remember is to create a fast facts paper with the numbers on it and have it with
you.Try to review them almost every day.Here is a list to start with:
WIND LIMITS , WEIGHTS , APU , FLAPS SPEEDS,GEAR SPEEDS,ENGINE
STARTER LIMITS,ENGINE WARM UP/COOL DOWN,A/P LIMITS,BRAKE Ts,

ALTIMETER LIMITS,OM PART A [ALTERNATE REQUIREMENTS,FUEL

,e.t.c],WAKE TURBULENCE ,HOLDING SPEEDS,e.t.c

INCAPACITATION

Side-stick priority, if required. Lock harness, motor seat aft. SCCM

alert.
Mayday, (or Pan if not seriously ill). Doctor or Positioning Crew?
Check FCTM[AEP/MISC]

FLEX THRUST

Flex temp must be greater than OAT and TREF,
but must be less than
ISA + 65° IAE or
ISA + 41° CFM

Flex T/ O Prohibited: Windshear, inversion, contamination or braking action below

medium, or thrust reverser or anti-skid u/ s or Perf Manual restriction or MEL.

RADIO FAIL

European Procedure

Squawk 7600 and start timing: Complete the SID then maintain speed & level (or MSA if
higher).until 7 mins.
Then adjust level & speed IAW Flt Plan. UK - if on vectors -
maintain for 3 mins. Continue to destination via STAR to Hold.

Arrive at Hold at ETA.
Descend in Hold at VS > 500 fpm. Land within 30 mins of
descent.
Or leave on specified route, obtain VMC. Maintain VMC and divert .

FORECASTS

Applicable 1hr before to 1hr after ETA.

 Expect variation for up to 1hr for half the
TEMPO
period.

BCMG Assume the pessimistic timings.

IN FLIGHT FUEL POLICY

Basically, you must land with Diversion plus Reserve at the destination but

If short of fuel:

ATC delays not known:
OK to continue if 2 airports available and landing is ‘assured’
with at least Reserve. Nb: 2 runways within 2 hours = 2 airports if likely delays are taken
into account

ATC delays are known:
OK to continue if landing at destination is ‘assured’ with at least
Reserve

Assured if:
You can cope with any forecast deterioration. You can cope with any
plausible single failure

no delay expected’ means that you can expect to hold for up to 20 mins!

P AN: if you may land with less than reserve. MAYDAY: if you will land - less than
reserve.
***This study is prepared to help pilots get organised with the so many
information required to know over their shoulder’s.FCOM and OM are the
correct source,do not rely only in this study***

SAFE FLIGHTS

Capt.Lefteris Vamvakoulas