Airbus A320 PDP Rev15 PDF [PDF]
Tutorials Revision 15 A320/A330 CLICK TOUEDIT MTUTORIALS ASTER TITLE STYLE SE OF The objective is to provide a good
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Tutorials
Revision 15
A320/A330
CLICK TOUEDIT MTUTORIALS ASTER TITLE STYLE SE OF The objective is to provide a good mental picturing before a training exercise
When and how to use tutorials
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Navigation
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Organization of the Tutorials
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Preventing identified Risks (PIR)
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XFTDN1USETUTO01 – ISSUE 15
A320/A330
CLICK TOUEDIT MTUTORIALS ASTER TITLE STYLE SE OF The objective is to provide a good mental picturing before a training exercise
When and how to use tutorials
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Navigation
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Organization of the Tutorials
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Preventing identified risks
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XFTDN1USETUTO01 – ISSUE 14
LICK TO HOW EDIT TO MASTER TITLE STYLE WC HEN AND USE THE TUTORIALS APT sessions
The trainee studies the tutorials before the APT session. During briefing of the APT session, the instructor discusses with the trainees any question regarding the exercises. The instructor conducts the exercises in the APT assisted if needed by the tutorials. FFS sessions
The trainee studies the tutorials before the FFS session. During briefing of the FFS session, the instructor briefs the trainees with the support of the tutorials, if needed. Tutorials are used to assist debriefing after the session as required.
BACK
LICK TO HOW EDIT TO MASTER TITLE STYLE WC HEN AND USE THE TUTORIALS APT sessions
The trainee studies the tutorials before the APT session. During briefing of the APT session, the instructor discusses with the trainees any question regarding the exercises. The instructor conducts the exercises in the APT assisted if needed by the tutorials. FFS sessions
The trainee studies the tutorials before the FFS session. During briefing of the FFS session, the instructor briefs the trainees with the support of the tutorials, if needed. Tutorials are used to assist debriefing after the session as required.
BACK
CLICK TO EDIT MASTER TITLE STYLE NAVIGATION Several buttons are used to navigate through the different pages of the tutorial. The buttons are:
BACK i SOP PROC NEXT PREV FLOW CALLOUTS GOLD
The BACK button is used to go back one step. The i button is used to open an information page. The SOP button is used to open a Standard Operating Procedure (SOP) page. The PROC button is used to open a procedure (normal or abnormal) page. The NEXT and PREV buttons are used to navigate within a procedure that is on more than one page. The FLOW button is used to open an action flow page. The CALLOUT button is used to open a callout page. The GOLD button is used to page with a reminder of the Golden Rules.
BACK
COLICK TO EDITOF MASTER TITLE STYLE RGANIZATION THE TUTORIALS – 1/3 Main slide Slides must be read from top to bottom and from left to right.
Title of the Tutorial
Procedure steps
Complementary information
Illustration of the situation
Indication that the Tutorial contains memory items
NEXT
COLICK TO EDITOF MASTER TITLE STYLE RGANIZATION THE TUTORIALS – 2/3
PREV
NEXT
Procedure slide
Title of slide Condition or information
Action
Callout
Link to more information
Memory item
COLICK TO EDITOF MTHE ASTER TITLE STYLE RGANIZATION TUTORIALS – 3/3
PREV
Information slides Title
BACK button
Information
Title
Information box
BACK button
BACK
PREVENTING CLICK TO EDITIDENTIFIED MASTER FROM TITLERISKS STYLE (Refer to FCTM for definition and PIR list)
Possibility of injury to the ground personnel.
Possibility of damage to the aircraft.
Possibility of injury to passengers.
The navigation may be affected.
It may not be possible to complete the initial flight.
The handling or control of the aircraft may be affected.
BACK
A320/A330
FIRST FFS FFS SAFETY EQUIPMENT i
FFS COCKPIT FACILITY i
XFTDO1FRSTFFS01 – STD 1.9 – ISSUE 15
IRST E FFS FFS SFAFETY QUIPMENT
Emergency Stop
Fire extinguishers
Escape ropes
Torch
BACK
FOCKPIT IRST FFS FFS C FACILITY
Seat, pedal and armrest adjustments:
• Seat
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• Pedal
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• Armrest
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Sliding table Cockpit lights Oxygen masks Hand mike, headset, RMP, ACP
BACK
FOCKPIT IRST FFS FFS C FACILITY SEAT ADLUSTMENTS
BACK
Move the pedals full forward. Move the seat full forward (Use either mechanical or electrical controls. Get familiar with both.). Adjust the seat vertically and horizontally according to sidestick position.
Both surfaces must be visible by just looking up and down.
EYE REFERENCE PANEL
FOCKPIT IRST FFS FFS C FACILITY PEDAL ADLUSTMENTS
Put your feet “inside” the pedals.
Apply full deflection of the pedal, then apply full braking action.
The leg should be almost fully extended at this point, but there should not be any body movement or sliding on the seat to achieve that position.
BACK
FOCKPIT IRST FFS FFS C FACILITY ARMREST ADLUSTMENTS
BACK
HEIGHT ADJUST: Button A PITCH ADJUST: Button B
HEIGHT INDICATION
PITCH INDICATION
1
When your seat is adjusted: • Position your arm like shown on the picture 1, slide it forward without moving your wrist. 2
• If the armrest is correctly positioned, your hand should come naturally around the side stick as shown on picture 2.
CLICK TO EDIT MASTER TITLE STYLE GOLDEN RULES
GOLDEN RULE #1
Fly, Navigate, Communicate
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In that order, with the appropriate tasksharing.
GOLDEN RULE #2
Use the appropriate level of automation at all times.
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GOLDEN RULE #3
Understand the FMA at all times.
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GOLDEN RULE #4
Take actions if things do not go as expected.
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A320/A330
XFTDN1GOLDRUL01 – ISSUE 15
CLICK TO MASTER TITLE STYLE #1 F LY,EDIT NAVIGATE , COMMUNICATE
BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use appropriate task sharing in normal and abnormal operations, in manual flight or in flight with the AP engaged. Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...) Achieve and maintain desired targets and flight path.
PM
Actively monitor the flight parameters Call out any excessive deviation.
Communicate
Navigate
Fly
PF
Situational awareness Know where you are...
Cabin Crew
Know where you should be...
Know where you should go...
Flight Crew PF
PM
Know where the weather, terrain and obstacles are...
ATC Ground crew
To ensure good communication, the flight crew should use standard phraseology and the applicable callouts. Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
#2 USE THE APPROPRIATE LEVEL OF CLICK TO EDIT MASTER TITLE STYLE AUTOMATION AT ALL TIME
To use the appropriate level of automation at all times, the flight crew must:
Determine and select the appropriate level of automation, that can include manual flight.
Understand the operational effect of the selected level of automation.
Confirm that the aircraft reacts as expected.
BACK
C#3 LICK TO EDIT MTHE ASTER UNDERSTAND FMATITLE AT ALLSTYLE TIME
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA.
Announce the FMA.
Confirm the FMA.
Understand the FMA.
BACK
#4 TAKE ACTIONS IF THINGS DO NOT CLICK TO EDIT MASTER TITLE STYLE GO AS EXPECTED
If the aircraft does not follow the desired flight path, or the selected targets.
Take action ! PF Change the level of automation • Managed guidance Selected guidance, or • Selected guidance Manual flying.
PM • Communicate with the PF • Challenge the actions of the PF, if necessary • Take over, if necessary.
BACK
A320
CLICK A320 TO EDIT MASTER TITLE STYLE FLOW PATTERNS COCKPIT PREPARATION – OVHD PANEL
FLOW
DESCENT 10 000 ft
FLOW
COCKPIT PREPARATION – CTR INST PANEL
FLOW
AFTER LANDING
FLOW
COCKPIT PREPARATION – PEDESTAL
FLOW
EMERGENCY DESCENT
FLOW
COCKPIT PREPARATION – FINAL CKPT PREP
FLOW
REJECTED TAKEOFF
FLOW
AFTER START
FLOW
TAXI
FLOW
BEFORE TAKEOFF
FLOW
AFTER TAKEOFF
FLOW
CLIMB 10 000 ft
FLOW
DESCENT – FMS PREPARATION
FLOW
APPROACH BRIEFING
FLOW REV14
EFTDB0FLOWPAT01 – STD 1.9 – ISSUE 15
COCKPIT PREPARATION –PATTERNS OVERHEAD PANEL CLICK TO EDIT MASTER TITLE STYLE A320 FLOW
NEXT
BACK
MAINT PANEL…CHECK
PF 1
2
3
AUDIO SWITCHING…NORM PA…RECEPT
During the scan sequence, extinguish all white lights.
ENG FIRE..CHECK/TEST
MAINTENANCE panel ALL LIGHTS…….CHECK OFF
* ALL IR MODE sel…NAV ELEC PANEL……..CHECK BAT………….…..…CHECK
CAPT & PURS/CAPT…AS RQRD * PACK FLOW….AS RQRD CVR TEST pb...PRESS *RCDR GND CTL…ON
VENT…CHECK LDG ELEV………………….AUTO PROBE/WINDOW HEAT…AUTO
STROBE ….…………..….…AUTO BEACON ……………….……. OFF REMAINING EXT LT … AS RQRD
If secured stop or flight crew change: Perform all actions Otherwise (transit stop) perform only actions marked by * in QRH
* SIGNS …..... ON/AUTO * EMER EXIT LT … ARM
PREPARATION CENTER INSTRUMENT PANEL CCOCKPIT LICK TO EDIT M– ASTER TITLE STYLE PREV
PF
*ISIS..……CHECK
1
3 2
*A/SKID & NW STRG sw........ON *CLOCK..……CHECK/SET
NEXT
BACK
COCKPIT PREPARATION – PEDESTAL CLICK TO EDIT MASTER TITLE STYLE PREV
NEXT
PF 2
SWITCHING PANEL... NORM
1
ACP.........CHECK
* ATC.....SET/STBY *THRUST levers...IDLE
*ENG MASTER sw....OFF
*ENG MODE sel ……....NORM
CKPT DOOR......CHECK * PARK BRK......AS RQRD
GRAVITY GEAR EXTN .........CHECK STOWED
3
BACK
PREPARATION – FINAL COCKPIT PREPARATION CCOCKPIT LICK TO EDIT M ASTER TITLE STYLE PREV
NEXT
BACK
FINAL COCKPIT PREPARATION
When both pilots are seated:
PM
PF
FMS PREPARATION…………….CHECK EFB / MCDU GREEN DOT......COMPARE GLARESHIELD 1
CM1
1
PF
SOP
CM2 1 2
LATERAL CONSOLES INTRUMENT PANELS
SOP
2
PF
2
START CLICK TO EDITAFTER MASTER TITLE STYLE PREV
PF
NEXT
PM ENG ANTI-ICE WING ANTI-ICE
2
3 4
APU BLEED
5
6
APU MASTER-SWITCH
5
STATUS
4
PITCH TRIM
ENG MODE SEL
GROUND SPOILERS
1
1 2
3
FLAPS
RUDDER TRIM
BACK
CLICK TO EDIT MTAXI ASTER TITLE STYLE PREV
NEXT
PM
4 T.O MEMO
6
T.O CONFIG
5
RADAR / PWS
1
AUTO-BRAKE
3
2
TERR ON ND
ATC
BACK
BEFORE TAKEOFF TITLE STYLE PREV CLICK TO EDIT MASTER
NEXT
BACK
PM 7
PACK 1 + 2
Performing this flow pattern and when appropriate: APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5 EFB TRANSMITTING MODE
4 SLIDING TABLE
2 3 ENG MODE SEL
CABIN CREW
1
TCAS
AFTER TAKEOFF TITLE STYLE PREV CLICK TO EDIT MASTER
NEXT
PM
ENG ANTI-ICE
4 1
APU BLEED / MASTER SW
3 2 ENG MODE SEL
TCAS
BACK
10 000 ft TITLE STYLE PREV CLICK TO EDITCLIMB MASTER
PF
NEXT
PM LAND LIGHTS
3
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
4
NAVAIDS
5
SEC F-PLN OPT / MAX ALT
BACK
FMS PREPARATION CLICK TODESCENT EDIT –M ASTER TITLE STYLE PREV
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs.
NAV ACCURACY monitoring during descent. DES, APPR and GO AROUND pages to complete. PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency descent (wrong Cabin Pressure Control (CPC) segment computation). Check extra fuel to evaluate holding possibilities at destination. Copy active F-PLN and revise the SEC F-PLN according circumstances: alternative approach, circling, etc…
NEXT
BACK
APPROACH BRIEFINGTITLE STYLE PREV CLICK TO EDIT MASTER
NEXT
OBJECTIVE: PF informs PM of his intended course of actions. It should be practical, relevant and concise. The following elements have to be taken into account when performing briefing.
1. A/C STATUS, NOTAM, Weather, 2. Fuel prediction, 3. Trajectory: • Descent, • Holding (if relevant), • Approach, • Go around, 4. Landing, 5. RADIONAV. Note: Note: Management of the degraded guidance/navigation should be considered and reviewed in briefing.
BACK
DESCENT 10 000 ft TITLE STYLE PREV CLICK TO EDIT MASTER
PF
NEXT
PM
LAND LIGHTS
1
2
SEAT BELTS
EFIS
EFIS
3
1 LS
WHEN GPS PRIMARY LOST: NAV ACCY
4
2
3
5
6
LS
RADIO NAV
ENG MODE SEL
BACK
AFTER LANDING TITLE STYLE PREV CLICK TO EDIT MASTER
PF
NEXT
PM ANTI-ICE
RADAR PREDICTIVE WINDSHEAR
7
6
APU
GROUND SPOILERS
2 1 3
5 4
ENG MODE SEL
TCAS / ATC
FLAPS
BACK
EMERGENCY DESCENT CLICK TO EDIT MASTER TITLE STYLE PREV
PF
NEXT
PM
1
1
BACK
REJECTED TAKEOFFTITLE STYLE PREV CLICK TO EDIT MASTER
CAPT
BACK
F/O
“STOP !”
« REVERSE GREEN »
1 « ECAM ACTIONS »
2
4
« DECEL »
3 ALL THRUST LEVERS IDLE REVERSERS MAX AVAIL
1 PA: « ATTENTION! CREW AT STATION »
WHEN AIRCRAFT STOPPED « AIRBUS____, STOPPING »
3
3
4 EMERGENCY EVACUATION PROC: LOCATE WHEN AIRCRAFT IS STOPPED: REVERSERS STOWED PARKING BRAKE ON
2
A320/A330
IFR M CHARTS CLICK TO EDIT ASTER TITLE STYLE SUMMARY
Summary of IFR chart pages: I.
General………….…… i
II.
Arrival………….…….. i
III.
Departure………………i
IV.
STAR………………… i
V.
SID…………………… i
VI.
Airport………………….i
VII.
Initial Approaches…… i
VIII. Final approaches…… i
XFSNN1E00NAVC01 – ISSUE 15
MAIN MENU
CLICK TO EDIT MIASTER TITLE STYLE GENERAL NFORMATION
General Information
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Radar Minimum Altitude
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BACK
MAIN MENU
CLICK TO EDIT MIASTER TITLE STYLE GENERAL NFORMATION
ATIS Frequency
Other General Information
BACK
MAIN MENU
CLICK R TO EDIT MASTER TITLE STYLE ADAR MINIMUM ALTITUDE Header
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Altitude Chart
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BACK
MAIN MENU
CLICK R TO EDIT MASTER TITLE STYLE ADAR MINIMUM ALTITUDE
SHOW INFORMATION
BACK
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CLICK R TO EDIT MASTER TITLE STYLE ADAR MINIMUM ALTITUDE
MAIN MENU
Airport Elevation
BACK
Transition Altitude
Chart Title
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE ALTITUDE CHART
SHOW INFORMATION
BACK
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE ALTITUDE CHART
BACK
Minimum Altitude on the Red Area
Minimum Altitude on the Orange Area Highest Terrain on the Chart HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MIASTER TITLE STYLE ARRIVALS NFORMATION
BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
SHOW INFORMATION
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CLICK TO EDIT MIASTER TITLE STYLE ARRIVALS NFORMATION
MAIN MENU
BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
Specific Information for Arrival Operations
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE DEPARTURE INFORMATION On this page of IFR CHARTS, you will find specific information about departures.
Noise Abatement Departure Procedure
Other Departure Information
BACK
MAIN MENU
CLICK TO EDIT M ASTER TITLE STYLE STAR STAR = STandard ARrival
STAR Charts
RNAV STAR Charts
Standard STAR Charts
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BACK
CLICK TORNAV EDIT STAR MASTER TITLE STYLE CHARTS
MAIN MENU
BACK
Header RNAV STAR Information
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RNAV STAR Chart
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MAIN MENU
CHARTS CLICK TORNAV EDIT STAR MASTER TITLE STYLE RNAV STAR INFORMATION
Arrival
Runway Concerned
Additional Information
BACK
MAIN MENU
CHARTS CLICK TORNAV EDIT STAR MASTER TITLE STYLE
BACK
RNAV STAR CHART
ESISI Arrival
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NETRO Holding
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SHOW INFORMATION
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MAIN MENU
CHARTS CLICK TORNAV EDIT STAR MASTER TITLE STYLE
BACK
RNAV STAR CHART – ESISI ARRIVAL
Follow heading 159° for 38 nm… …then, turn right heading 208° for 17 nm.
Waypoints with Constraints
FLY-OVER WPT
FLY-BY WPT
HIDE INFORMATION
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CHARTS CLICK TORNAV EDIT STAR MASTER TITLE STYLE
MAIN MENU
BACK
RNAV STAR CHART – NETRO HOLDING
Holding
HIDE INFORMATION
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CHARTS CLICK TORNAV EDIT STAR MASTER TITLE STYLE
MAIN MENU
BACK
RNAV STAR CHART
Follow heading 159° for 38 nm… …then, turn right heading 208° for 17 nm.
Holding Constraints Information
FLY-OVER WPT
FLY-BY WPT
HIDE INFORMATION
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CLICK S TO EDIT MSTAR ASTER TITLE STYLE TANDARD CHARTS
MAIN MENU
BACK
Header
STAR Information
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STAR Chart
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MSA
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MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE STAR INFORMATION Arrival
Runway Concerned Additional Information
Reference
BACK
MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE
BACK
MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft. With 2000 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.
MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART
AFRIC 6L Arrival
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ADIMO Holding
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SHOW INFORMATION
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MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART – AFRIC ARRIVAL
Follow heading 222° during 23 nm Minimum Altitude on this Segment
then,
turn right heading 266° for 21 nm.
HIDE INFORMATION
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MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART – HOLDING
Holding
HIDE INFORMATION
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MAIN MENU
TANDARD CHARTS CLICK S TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART
Follow heading 222° during 23 nm Minimum Altitudes
Holding
then,
turn right heading 266° for 21 nm.
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT SIDMCASTER HARTS TITLE STYLE SID = Standard Instrument Departure
SID Charts
RNAV SID Charts
Standard SID Charts
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BACK
MAIN MENU
CLICK TO RNAV EDIT M ASTER TITLE STYLE SID CHARTS
BACK
Header
RNAV SID
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MAIN MENU
CLICK TO RNAV EDIT M ASTER TITLE STYLE SID CHARTS
Altitude/Speed Constraints
Departure Trajectory
Climb gradient Constraints
Initial Level Clearance
BACK
MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE STANDARD SID CHARTS
BACK
Header
Standard SID Charts
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SID Procedure Description
MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE STANDARD SID CHARTS
MEN 5H Departure
BACK
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MAIN MENU
Follow heading 323° until TOU VOR
CLICK TO EDIT MASTER TITLE STYLE STANDARD SID CHARTS
BACK
At BISBI WPT, turn left heading 043°
Turn right heading 065° Minimum Performances required for these Departures
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS
Airport Charts
Gates Coordinates
Airport Chart
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BACK
MAIN MENU
CLICK TOGEDIT ASTER TITLE STYLE ATES M COORDINATES
Gates Coordinates
BACK
MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS
BACK
Header Communication Frequencies
Airport Plan
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Additional Runway Information
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS - AIRPORT PLAN
SHOW INFORMATION
BACK
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CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS - AIRPORT PLAN
MAIN MENU
BACK
Runway Elevation
Runway Length Runway QFU Taxiway Name
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS - ADDITIONAL RUNWAY INFORMATION
SHOW INFORMATION
BACK
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE AIRPORT CHARTS - ADDITIONAL RUNWAY INFORMATION PAPI Information
BACK
Runway Length/Width
Low Visibility Procedure Information.
HIRL: High Intensity Runway Light CL: Center Light Distances between two lights HIDE INFORMATION
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CLICK TO EDIT MASTER TITLE STYLE APPROACH PROCEDURE
MAIN MENU
BACK
ILS or LOC
RNAV (GNSS)
VOR
VPT
Initial Approach
Initial Approach
Initial Approach
Approach
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Final Approach
Final Approach
Final Approach
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CLICK STYLE ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH
MAIN MENU
BACK
Header Approach Information
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Chart
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Final Approach
•
MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
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MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
BACK
APPROACH INFORMATION
Communication Frequencies
LOC Frequency & Approach Course
Reminder of Airport and Runway Altitudes
HIDE INFORMATION
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MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
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MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
Instrument Required for this Approach
BACK
APPROACH INFORMATION
11-1B FINAL Approach Chart
Highest Terrain on the Chart
HIDE INFORMATION
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CLICK TITLE STYLE ILSTO OREDIT LOCM – ASTER FINAL APPROACH
MAIN MENU
BACK
Header Approach Information
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Chart
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←
Initial Approach
MAIN MENU
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
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ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE
MAIN MENU
BACK
APPROACH INFORMATION
ILS/LOC Information
Communication Frequencies
Missed Approach Procedure Description
Refer to Lateral Profile Chart
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HIDE INFORMATION
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ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE
MAIN MENU
BACK
CHART
Lateral Profile
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Vertical Profile
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE
Final Approach
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Missed Approach Procedure
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
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HIDE INFORMATION CLICK TO MOVE FOWARD
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
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HIDE INFORMATION
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE – MISSED APPROACH
Holding after the Missed Approach Procedure
HIDE INFORMATION CLICK TO MOVE FOWARD
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE – MISSED APPROACH
Holding after the Missed Approach Procedure
HIDE INFORMATION
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO LATERAL PROFILE
VERTICAL PROFILE
SHOW INFORMATION
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MAIN MENU
BACK ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE BACK TO LATERAL PROFILE
VERTICAL PROFILE
Go-Around Immediate Trajectory Reminder
ILS Glide-Slope or Descent Angle Minima and RVR Related to Aircraft Category and Approach Type
References (LACTF: Large Aircraft)
Circle-to-Land Minima HIDE INFORMATION
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CLICK TO(GNSS) EDIT M–ASTER STYLE RNAV INITIAL TITLE APPROACH
MAIN MENU
BACK
Header Approach Information
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Initial Approach Chart
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Final Approach
•
MAIN MENU
RNAV INITIAL TITLE APPROACH CLICK TO(GNSS) EDIT M–ASTER STYLE APPROACH INFORMATION
To Compare with PFD Information.
BACK
MAIN MENU
RNAV INITIAL TITLE APPROACH CLICK TO(GNSS) EDIT M–ASTER STYLE
BACK
CHART
SHOW INFORMATION
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RNAV INITIAL TITLE APPROACH CLICK TO(GNSS) EDIT M–ASTER STYLE
MAIN MENU
BACK
CHART
Waypoints with Constraints
IAF Initial Approach Trajectory IF
HIDE INFORMATION
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CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE RNAV FINAL A PPROACH
MAIN MENU
BACK
Header Approach Information
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Final Approach Chart
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←
Initial Approach
MAIN MENU
RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
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MAIN MENU
RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
BACK
APPROACH INFORMATION Communication Frequencies
Missed Approach Procedure
HIDE INFORMATION
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MAIN MENU
RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
BACK
CHART
Minima Depending on type of Approach and Aircraft Category Final Approach
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Missed Approach Procedure
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RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
MAIN MENU
BACK
FINAL APPROACH
IF
Platform Altitude
HIDE INFORMATION CLICK TO MOVE FOWARD
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RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
MAIN MENU
BACK
FINAL APPROACH
IF
Platform Altitude
HIDE INFORMATION
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MAIN MENU
RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
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MISSED APPROACH PROCEDURE
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MAIN MENU
RNAV FINAL A PPROACH CLICK TO(GNSS) EDIT M–ASTER TITLE STYLE
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MISSED APPROACH PROCEDURE
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CLICK TO EDIT MASTER TITLE STYLE VOR – INITIAL APPROACH
MAIN MENU
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Header
Initial Approach Chart
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Final Approach
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MAIN MENU
CLICK TO EDIT MASTER TITLE STYLE VOR – INITIAL APPROACH
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NETRO Approach
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Approach constraints
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SHOW INFORMATION
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MAIN MENU
VOR – INITIAL APPROACH CLICK TO EDIT MASTER TITLE STYLE
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NETRO APPROACH
Follow 12 nm TOU DME ARC
Final Approach
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VOR – INITIAL APPROACH CLICK TO EDIT MASTER TITLE STYLE
MAIN MENU
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APPROACH CONSTRAINTS
Required Instrument for this Approach
Constraints
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CLICK TO EDIT MASTER TITLE STYLE VOR – INITIAL APPROACH
MAIN MENU
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Required Instrument for this Approach
Follow 12 nm TOU DME ARC Constraints Final Approach
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MAIN MENU
CLICK TO EDIT ASTER TITLE STYLE VOR – FM INAL APPROACH
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Identical to VOR/ILS Final Approach
Constant Descent Final Approach
←
Initial approach
MAIN MENU
CISUAL LICKMTO EDIT MW ASTER TITLE STYLE V ANOEUVRING ITH PRESCRIBED TRACKS
SHOW INFORMATION
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CISUAL LICKMTO EDIT MW ASTER TITLE STYLE V ANOEUVRING ITH PRESCRIBED TRACKS
MAIN MENU
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Airport Elevation
Go-Around Trajectory
Approach Trajectory
Missed Approach Directives Minima and RVR
HIDE INFORMATION
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CLICK TO EDIT MASTER TITLE STYLE COMPUTERIZED FLIGHT PLAN Operational data
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Alternate Airport
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Fuel Calculation
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A/C Estimated Weights
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Flight Plan Route Time & Fuel Records
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Navigation Log
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XFSNN1E00CPLN01– ISSUE 15
CLICK TO EDIT MASTERDATA TITLE STYLE OPERATIONAL
Aircraft Type
Call Sign
Mach Number
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Route
Average wind component and temperature for route
CLICK TOFUEL EDIT TIME MASTER TITLE STYLE & DATA
Calculations to destination
TF = Trip Fuel
Time to destination
Nautical Miles & Nautical Air Miles to Destination
Cruise FL to destination
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BACK
CLICK TO EDIT M ASTER TITLE STYLE FUEL
BACK
Fuel Time & Data i
Fuel Calculation
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Compare with MCDU Page
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CLICK TO EDITMILES MASTER TITLE STYLE GROUND & AIR MILES
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Trip distance to be compared with the MCDU F-PLN Page
Nautical Air Miles (NAM) is the ground distance (NM) corrected by the wind effect
In the example : GROUND distance = 200 NM Wind -100 KT AIR distance = 257 NM
CLICK TO FUEL EDIT M ASTER TITLE STYLE PLANNING How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX DEST = Trip Fuel (TF)* RESV = Contingency Fuel (CF) ALT = Alternate Fuel (AF) HOLD = Final Reserve Fuel (FR) XTR = Extra Fuel ETPX = ETOPS Fuel Reserve TOF = Take Off Fuel TAXI = Taxi Fuel BLOCK = Total Fuel (Q) *Trip fuel (TF) is the amount of fuel needed from takeoff to landing.
Calculate TOF
→
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CLICK TO FUEL EDIT M ASTER TITLE STYLE PLANNING
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How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX TF + CF + AF + FR + Extra Fuel + ETPX ----------------= TOF
DEST = Trip Fuel (TF) RESV = Contingency Fuel (CF) ALT = Alternate Fuel (AF) HOLD = Final Reserve Fuel (FR) XTR = Extra Fuel ETPX = ETOPS Fuel Reserve TOF = Take Off Fuel TAXI = Taxi Fuel BLOCK = Total Fuel (Q) Calculate Q
→
001867 + 000093 + 001446 + 001009 + 000000 + 000000 -------------= 004415
CLICK TO FUEL EDIT M ASTER TITLE STYLE PLANNING
BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX DEST = Trip Fuel (TF) RESV = Contingency Fuel (CF) ALT = Alternate Fuel (AF) HOLD = Final Reserve Fuel (FR) XTR = Extra Fuel ETPX = ETOPS Fuel Reserve TOF = Take Off Fuel TAXI = Taxi Fuel BLOCK = Total Fuel (Q)
TF + CF + AF + FR + Extra Fuel + ETPX ----------------= TOF + TAXI ----------------=Q
001867 + 000093 + 001446 + 001009 + 000000 + 000000 -------------= 004415 + 000200 ------------= 004615
CLICK COMPARE TO EDIT MASTER TITLE STYLE WITH MCDU
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CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
Calculate Weights
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Compare with MCDU Page
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CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
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Calculate EZFW →
MAX TANK BASIC WT = Basic Weight of aircraft EPLD = Estimated payload EZFW = Estimated Zero Fuel Weight TOF = Take Off fuel ETOW = Estimated Take Off Weight EB/O = Estimated Burn Off ELAW = Estimated Landing Weight
CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
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Calculate ETOW →
MAX TANK BASIC WT = Basic Weight of aircraft EPLD = Estimated payload EZFW = Estimated Zero Fuel Weight TOF = Take Off fuel ETOW = Estimated Take Off Weight EB/O = Estimated Burn Off ELAW = Estimated Landing Weight
BASIC WT + EPLD ----------------= EZFW
039000 + 015200 --------------= 054200
CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
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Calculate ELAW →
MAX TANK BASIC WT = Basic Weight of aircraft EPLD = Estimated payload EZFW = Estimated Zero Fuel Weight TOF = Take Off fuel ETOW = Estimated Take Off Weight EB/O = Estimated Burn Off ELAW = Estimated Landing Weight
BASIC WT + EPLD ----------------= EZFW + TOF ----------------= ETOW
039000 + 015200 --------------= 054200 + 004415 --------------= 058615
CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
MAX TANK BASIC WT = Basic Weight of aircraft EPLD = Estimated payload EZFW = Estimated Zero Fuel Weight TOF = Take Off fuel ETOW = Estimated Take Off Weight EB/O = Estimated Burn Off ELAW = Estimated Landing Weight
BASIC WT + EPLD ----------------= EZFW + TOF ----------------= ETOW - EB/O ----------------= ELAW
039000 + 015200 --------------= 054200 + 004415 --------------= 058615 - 001867 --------------= 056748
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CLICK COMPARE TO EDIT MASTER TITLE STYLE WITH MCDU
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FLIGHT PLAN ROUTE CLICK TO EDIT MASTER TITLE STYLE TIME & FUEL RECORDS
DEP airport
Route
SID
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DEST airport STAR
Flight Plan Route
Time & Fuel Records
Vertical Profile
Records
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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Waypoints Airways
Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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Waypoints Airways
Flight Level MORA MORA: Minimum Off Route Altitude
Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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BACK
WIND Outside Air Temp / Shear
Waypoints Airways
Flight Level MORA MORA: Minimum Off Route Altitude
Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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WIND Outside Air Temp / Shear
Waypoints Airways
Flight Level MORA MORA: Minimum Off Route Altitude
True Air Speed Ground Speed Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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WIND Outside Air Temp / Shear
Waypoints Airways
Flight Level MORA MORA: Minimum Off Route Altitude
True Air Speed Ground Speed
In True / Magnetic Track Out True / Magnetic Track Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG WIND Outside Air Temp / Shear
Ground / Air Distance from previous waypoint Remaining Ground / Air Distance to destination
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Waypoints Airways
Flight Level MORA MORA: Minimum Off Route Altitude
True Air Speed Ground Speed
In True / Magnetic Track Out True / Magnetic Track Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG WIND Outside Air Temp / Shear
Ground / Air Distance from previous waypoint Remaining Ground / Air Distance to destination
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BACK
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Waypoints Airways
Estimated Time to reach the waypoint Cumulated Time from departure
Flight Level MORA MORA: Minimum Off Route Altitude
True Air Speed Ground Speed
In True / Magnetic Track Out True / Magnetic Track Click to move forward
CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG WIND Outside Air Temp / Shear
Ground / Air Distance from previous waypoint Remaining Ground / Air Distance to destination
•
BACK
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Waypoints Airways
Estimated Time to reach the waypoint Cumulated Time from departure
Flight Level MORA MORA: Minimum Off Route Altitude
True Air Speed Ground Speed
In True / Magnetic Track Out True / Magnetic Track
Records
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CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
This is the flight route: - The aircraft reaches its top of descent (TOD) 1 minutes after GAI. - The remaining air distance at the TOD is 119 Nautical Miles to destination. - The outside temperature is -47 degrees (M=Minus), and the wind at FL310 is coming from 278 degrees at 33 knots. - According to the flight plan, the aircraft should still be carrying 3 tons of fuel at this point.
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CLICK TONAVIGATION EDIT MASTER TITLE STYLE LOG
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Records Based on actual takeoff time => e.g. 13:00
Estimated Time to be filled after takeoff
Actual Time & Fuel data to be filled when passing the waypoint
1 3: 00 1 3: 1 1 1 3: 1 2 0. 4 4. 1 1 3: 1 6 1 3: 1 7 1 3: 34 1 3: 39 1 4: 00
CLICK TO EDIT MASTER TITLE STYLE ALTERNATE AIRPORT
Marseille-Provence (LFML) is offered as alternate to Montpellier-Méditerranée (LFMT).
To land at Marseille-Provence, the aircraft has to fly an additional 180 nautical miles, which will take an estimated 35 minutes. The aircraft will fly at FL280 and need around 1 446 kilos of fuel to reach the airport.
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CLICK C TO EDIT MPREPARATION ASTER TITLE STYLE OCKPIT COCKPIT PREPARATION
SOP FLOW
PF PM
A320
SAFETY EXTERIOR INSPECTION (Follow QRH)
PRELIMINARY COCKPIT PREP (Follow QRH)
EXTERIOR WALKAROUND
FINAL COCKPIT PREPARATION
SOP FLOW
TAKEOFF BRIEFING
SOP
Do not pressurize any hydraulic system without clearance from ground personnel.
EFTDB1COCKPRE01 – STD 1.9 – ISSUE 15
CLICK TOCOCKPIT EDIT MPREPARATION ASTER TITLE STYLE
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COCKPIT PREPARATION
PF
OVERHEAD PANEL 1
1
SOP FLOW CENTER INSTRUMENT PANEL
2
SOP FLOW
PEDESTAL 3 2
SOP FLOW
FMS PREPARATION
4 4
SOP 3
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
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OVERHEAD PANEL MAINT PANEL…CHECK
PF 1
2
3
AUDIO SWITCHING…NORM PA…RECEPT
During the scan sequence, extinguish all white lights.
ENG FIRE..CHECK/TEST
MAINTENANCE panel ALL LIGHTS…….CHECK OFF
* ALL IR MODE sel…NAV ELEC PANEL……..CHECK BAT………….…..…CHECK
CAPT & PURS/CAPT…AS RQRD * PACK FLOW….AS RQRD CVR TEST pb...PRESS *RCDR GND CTL…ON
VENT…CHECK LDG ELEV………………….AUTO PROBE/WINDOW HEAT…AUTO
STROBE ….…………..….…AUTO BEACON ……………….……. OFF REMAINING EXT LT … AS RQRD
If secured stop or flight crew change: Perform all actions Otherwise (transit stop) perform only actions marked by * in QRH
* SIGNS …..... ON/AUTO * EMER EXIT LT … ARM
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
CENTER INSTRUMENT PANEL
PF
*ISIS..……CHECK
1
3 2
*A/SKID & NW STRG sw........ON *CLOCK..……CHECK/SET
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OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
BACK
PEDESTAL
PF 2
SWITCHING PANEL... NORM
1
ACP.........CHECK
* ATC.....SET/STBY *THRUST levers...IDLE
*ENG MASTER sw....OFF
*ENG MODE sel ……....NORM
CKPT DOOR......CHECK * PARK BRK......AS RQRD
GRAVITY GEAR EXTN .........CHECK STOWED
3
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
FMS PREPARATION
PF
RMP..................................................................SET *AIRFIELD DATA.......................................OBTAIN *NAV CHART CLIPBOARD ..................PREPARE *FMS.......................................................PREPARE
On MCDU, “D-I-F-R-I-P”: CHECK 1. STATUS PAGE
FILL: 2. INIT A PAGE 3. F.PLN A PAGE 4. SEC F.PLN PAGE 5. RAD NAV PAGE 6. INIT B PAGE 7. PERF PAGES
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PM
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OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
FMS PREPARATION F-PLN A PAGE
Check the F-PLAN by using the ND PLAN mode versus the computerized F-PLAN.
Check DIST TO DEST. Compare it with the total distance computed for the flight with the computerized F-PLN. Any discrepancy may affect the fuel management.
Should the FM include an erroneous information (including the constraints) the aircraft will follow an unwanted trajectory. Crosschecking with the charts allows to prevent it (SID, STARS, etc…).
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CLICKFTO MASTER TITLE STYLE INALEDIT COCKPIT PREPARATION
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FINAL COCKPIT PREPARATION
When both pilots are seated:
PM
PF
FMS PREPARATION ................. CHECK EFB / MCDU GREEN DOT .... COMPARE GLARESHIELD 1
CM1
1
PF
SOP
CM2 1 2
LATERAL CONSOLES INTRUMENT PANELS
SOP
2
PF
2
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
PF
GLARESHIELD
BACK
PM
When both crewmembers are seated:
*BARO REF......................................................SET
*BARO REF......................................................SET
*FD........................................................CHECK ON
*FD........................................................CHECK ON
*LS...........................................................AS RQRD
*LS...........................................................AS RQRD
*ND mode and range.............................AS RQRD
*ND mode and range.............................AS RQRD
*EFIS OPTIONS ……………………………. CSTR
*EFIS OPTIONS ……………………………. CSTR
*ADF/VOR selector................................AS RQRD
*ADF/VOR selector................................AS RQRD
*FCU............................................................... SET
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS PF PM OXYGEN MASK.............................................TEST i
BACK
OXYGEN MASK.............................................TEST
PFD-ND brightness…………………...…..ADJUST i
PFD-ND brightness…………………...…..ADJUST
LOUDSPEAKER knob....................................SET
LOUDSPEAKER knob....................................SET
*PFD / ND...................................................CHECK
*PFD / ND...................................................CHECK
*IRS ALIGN……………………………..……CHECK
*LDG ELEV (ECAM)………………CHECK AUTO i
*ECAM STATUS……………………………CHECK
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS OXYGEN MASK … TEST
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OXYGEN MASK TEST: To prevent hearing damage to ground mechanics connected to the intercom system, inform them that a loud noise may be heard in the headset when performing this test. CAUTION: After testing the O2 masks, or after stowage, verify: - the N / 100% selector is locked down at 100% position and - the
EMERGENCY
pressure
selector
is
NOT
EMERGENCY position (permanent overpressure).
turned
right
to
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS INSTRUMENT PANEL: ND BRIGHTNESS KNOB… AS RQRD Check the ND outer ring is set to maximum brightness (radar/terrain display).
When the flight crew does not correctly adjust the brightness of the weather or terrain image, the visibility of the data is reduced on the ND.
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FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS PF PM ECP / ADIRS On the ECAM control panel:
* PRESS pb…………………..…..…………….………PRESS
BACK
On the MCDU:
* IRS ALIGN…………..……………………..…………CHECK
CAB PRESS SD page:
DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED
POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS STATUS page: INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
PF
TAKEOFF BRIEFING
PM
TAKEOFF BRIEFING............................PERFORM
TAKEOFF BRIEFING 1. Miscellaneous Aircraft technical status, NOTAMs, weather, expected taxi clearance, packs,...
2. MCDU INIT B page Block fuel versus FOB on SD, estimated TOW, extra fuel, ...
3. MCDU PERF T.O page T.O runway, T.O configuration, Thrust setting, V1, VR, V2 versus PFD, TRANS altitude, THR RED/ACCEL altitudes, ...
4. MCDU F-PLN page SID, initial ALT/FL, MSA, Navaids (if necessary using MCDU RADNAV page) … i
5. Abnormal Operations Before V1, After V1, contingency procedure, SEC F-PLN, decision, ...
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OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
TAKEOFF BRIEFING MCDU F-PLN PAGE
The PF uses the FMS pages while the PM crosschecks with the charts.
BACK
A320/A330
CLICKSTART TO EDIT MASTER TITLE STYLE BEFORE - ENGINE START - AFTER START PF
PM BEFORE PUSHBACK OR START CLEARANCE SOP
“ BEFORE START C/L ” “ DOWN TO THE LINE ” AT PUSHBACK / START UP CLEARANCE and DURING PUSHBACK “ BELOW THE LINE ” SOP
ATC
“ BEFORE START C/L COMPLETE ”
AFTER START SOP
FLOW
“ AFTER START C/L ” “ AFTER START C/L COMPLETE ”
XFTDB1ENGSTAR01 – ISSUE 15
CLICK PUSHBACK TO EDIT M ASTER STYLE BEFORE OR STARTTITLE UP CLEARANCE PF
BACK
PM
LOADSHEET…………………..……..…….....…….CHECK ZFW / ZFWCG / FOB.……………….…..…..……..CHECK (A330) LOADSHEET CG and ECAM CG………..CHECK
LOADSHEET……..…..............……...…….……….CHECK ZFW / ZFWCG / FOB....……..……..……….………CHECK
If takeoff conditions changed: FINAL TAKEOFF PERF DATA..……………RECOMPUTE FMS T.O DATA……..............CHECK / REVISE AS RQRD
FINAL TAKEOFF PERF DATA..……………RECOMPUTE REVISED FMS T.O DATA…….............….CROSSCHECK EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST FMS PERF TAKEOFF PAGE…………..……..…..SELECT
SEATING POSITION…….…..……………...…..…ADJUST FMS F-PLN PAGE…………….……......……....….SELECT EXT PWR.………..………..……......CHECK AVAIL A320 A330 i i EXT PWR DISCONNECTION..…….…REQUEST
CALL: “ GROUND FROM COCKPIT ” GND MECH: “ COCKPIT FROM GROUND ” MECH
REQUEST: “ REMOVE EXTERNAL ___ ”
GND MECH: “ EXTERNAL ___ REMOVED ”
“ BEFORE START C/L ” BEFORE START C/L……………………………..PERFORM “ DOWN TO THE LINE ”
CLICK PUSHBACK TO EDIT M ASTER STYLE BEFORE OR STARTTITLE UP CLEARANCE EXT POWER……..…..…CHECK AVAIL
Check the AVAIL light, before requesting the external power disconnection.
Requesting to disconnect the external power when it is ON may severely injure the ground engineer.
BACK
CLICK PUSHBACK TO EDIT M ASTER STYLE BEFORE OR STARTTITLE UP CLEARANCE EXT POWER……..…..…CHECK AVAIL
Check the AVAIL light, before requesting the external power disconnection.
AVAIL
Requesting to disconnect the external power when it is ON may severely injure the ground engineer.
BACK
CLICK TO EDIT/ M ASTER STYLE AT PUSHBACK START UP TITLE CLEARANCE PF
BACK
PM PUSHBACK/START UP CLEARANCE….…..…....OBTAIN ATC………………….…SET FOR AIRPORT OPERATIONS ATC WINDOWS and DOORS…….………..….CHECK CLOSED SLIDES …………………….............……….CHECK ARMED
WINDOWS and DOORS……...…….....…CHECK CLOSED SLIDES…………………………………........CHECK ARMED BEACON sw..……..………………………………………ON THR LEVERS…………………………....……………..…IDLE ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED
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“ BELOW THE LINE ”
“ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ” PF
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ” PARKING BRAKE.……………..………………...............OFF “ BRAKES RELEASED, READY TO PUSH ” During pushback, automatic engine start sequence: A320
A330
SOP
SOP
When pushback is completed: GND MECH: “ SET BRAKES ” PARKING BRAKE…………..……….……………………..ON BRAKE PRESS………………..................................CHECK “ BRAKES SET ”
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MECH
CLICK TO EDIT/ M ASTER STYLE AT PUSHBACK START UP TITLE CLEARANCE NW STRG DISC MEMO……..…..…CHECK DISPLAY
Do not perform the pushback if “NW STRG DISC” not displayed on the ECAM MEMO to avoid damages to the nose landing gear.
BACK
CLICK TO EDIT/ M ASTER STYLE AT PUSHBACK START UP TITLE CLEARANCE
BRAKE PRESS……..…..…CHECK
When PARKING BRAKE is ON: • PARK BRK MEMO is displayed • Check brake pressure
BACK
• The ACCU PRESS must be in the green band.
If during engine start with PARK BRK ON, the aircraft moves, immediately release the PARKING BRK handle to restore pedals braking.
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE PF
PM
“ CLEAR TO START? ” GND MECH: “ CLEAR TO START ”
PF
ENG MODE SEL.........………..………..…....…..IGN/START
“ STARTING ENGINE TWO ” ENG MASTER SW 2………………..…..…………...…….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE ONE ” REPEAT START SEQUENCE FOR ENG 1
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BACK
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE PF
PM
“ CLEAR TO START? ” GND MECH: “ CLEAR TO START ”
PF
ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ” ENG MASTER 1………………..…..…………...………….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ” REPEAT START SEQUENCE FOR ENG 2
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BACK
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE STARTING THE ENGINES
BACK
Note for all engine types: • ENG 2 is started first because it powers the Yellow hydraulic system, which pressurizes the parking brake.
Additional note for CFM engines only: • DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and messages have disappeared on the engine parameters (upper ECAM display).
Additional note for IAE engines only: • DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses, except on N1 and N2, and messages have disappeared on the engine parameters (upper ECAM display).
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE STARTING THE ENGINES
BACK
Note for all engine types: • ENG 1 is started first because it powers the blue hydraulic system, which pressurizes the parking brake.
Additional note for PW and RR engines only: • DO NOT SET the ENG MASTER switch ON before all amber crosses and messages have disappeared on engine parameters (upper ECAM display).
Additional note for GE engines only: Set ENG START sel to IGN START.
Wait for 3 sec.
Set ENG MASTER switch to ON.
CLICK TO EDIT MASTER AFTER START TITLE STYLE PF
BACK
PM
1. ENG MODE/START SEL….……………….……….NORM
End of START sequence: Signal for PM actions.
2. APU BLEED…………….………….……………..…….OFF
1. GROUND SPOILERS .….……………………….……ARM
3. ENG ANTI ICE…………………….……………..AS RQRD
2. RUD TRIM……………………....…………………….ZERO
4. WING ANTI ICE…………….……….……….…..AS RQRD
3. FLAPS……………………………..…SET FOR TAKEOFF
5. APU MASTER SW…………….…….….……….AS RQRD
4. PITCH TRIM…………………………..…………….…..SET
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF 6. ECAM STATUS…………………………….…….…CHECK
i 5. ECAM STATUS…………………………………..…CHECK
If “STS” reminder is displayed: STS pb………………………………………………..PRESS
STS pb………………………………………………..PRESS
After the flow pattern: NW STEER DISC MEMO……....CHECK NOT DISPLAYED “ CLEAR TO DISCONNECT, HAND SIGNALS ON PF
LEFT/RIGHT ” GND MECH: “ DISCONNECTING, HAND SIGNALS ON LEFT/RIGHT ”. “ AFTER START C/L ” AFTER START C/L……..…………………………PERFORM “ AFTER START C/L COMPLETE ”
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CLICK TO EDIT MASTER AFTER START TITLE STYLE A320
PITCH TRIM……..…..…SET
Set the pitch trim position using the Takeoff CG value in order to avoid up/down THS position mistakes. The Takeoff CG value must be within the green band limits. Crosscheck Takeoff CG value with load and trim sheet.
A330
PITCH TRIM……..…..…CHECK
As soon as the three hydraulic systems are available, the THS is automatically set to the takeoff value. Check Takeoff CG on the pitch trim wheel. For this purpose, use the actual CG indicated on the ECAM.
If necessary, set the Take off CG on the pitch trim wheel. The Takeoff CG value must be within the green band limits.
BACK
CLICK TO EDIT MASTER AFTER START TITLE STYLE NWS TOWING FAULT LT (OPTION)......CHECK OFF
BACK
If nosewheel steering has exceeded 93°
Illumination of the red oversteer warning light. FAULT
NO GO Maintenance action required.
FAULT
AFTER START TITLE STYLE CLICK TO EDIT MASTER AFTER START FLOW PATTERN
BACK
PM PM
PF PF ENG ANTI-ICE WING ANTI-ICE
2
3 4
APU BLEED
5
6
APU MASTER-SWITCH
5
STATUS
4 (A320) ENG MODE SEL (A330) ENG START SEL GROUND SPOILERS
1
1 2
PITCH TRIM
3
FLAPS
RUDDER TRIM
A320
CLICKTTO MASTER TITLE STYLE AXIEDIT & BEFORE TAKEOFF TAXI INITIATION
SOP
Taxi Speed
BEFORE TAKEOFF
TAXI
SOP
FLOW
SOP
FLOW
i When TAKEOFF clearance obtained:
180¨ turn on RWY
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“ BEFORE TAKEOFF C/L ”
“ BELOW THE LINE ”
EFTDB1TAXI00001 – STD 1.9 – ISSUE 15
CLICK TO EDIT ASTER TITLE STYLE TAXIM INITIATION PF
BACK
PM Before Taxiing: TAXI CLEARANCE..………….……….…....…..….…OBTAIN
When Taxi clearance obtained: “ CLEAR LEFT (RIGHT) SIDE ” NOSE sw..………………….…..………….…...…………TAXI RWY TURN OFF sw……………………………….………ON PARKING BRAKE handle...…………......…...….…..….OFF
“ CLEAR RIGHT (LEFT) SIDE ”
BRAKE PRESSURE………..…….…...….CHECK AT ZERO
THRUST LEVERS…………………..……………...AS RQRD “ BRAKE CHECK ” Press gently the brake pedals to ensure that the aircraft slows down BRAKES…………………………..……………..….....CHECK TILLER or RUDDER PEDALS……………..USE AS RQRD “ FLIGHT CONTROL CHECK ” FLIGHT CONTROLS……..……………………......…CHECK
FLIGHT CONTROLS......……………………….……CHECK
ATC
CLICK TO EDIT MTASTER TITLE STYLE AXI PF
When ATC clearance obtained:
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PM
ATC CLEARANCE..………….……….….....…..….CONFIRM If T.O conditions changed: FINAL T.O PERF DATA………………………..RECOMPUTE
FINAL T.O PERF DATA……………………….RECOMPUTE FMS T.O DATA……………………………………..….REVISE
FMS REVISED T.O PERF DATA.…………...CROSSCHECK EFB / MCDU GREEN DOT...……………………...COMPARE FLAPS lever………………………………AS APPROPRIATE FMS F-PLAN/SPD……………………….………..……CHECK FCU ALT/HDG………………………………….……..…….SET BOTH FD………………………………………….….…..…..ON PFD/ND…………………………………………………CHECK T.O BRIEFING………………………………………CONFIRM Report only changes that have occurred since gate T.O briefing TERR ON ND…………………..…………………...AS RQRD
CABIN REPORT……………………….………….…RECEIVE “ BEFORE T.O C/L ”
PFD/ND…………………………………………………CHECK 1. RADAR / PWS…..…..…………………………..AS RQRD 2. ATC………..……..…….CONFIRM / SET FOR TAKEOFF 3. TERR ON ND…….…...………….………………AS RQRD 4. AUTO BRK……..…………....................................…MAX 5. T.O CONFIG pb….……………..…………….………TEST 6. T.O MEMO……..….………....…..…….CHECK NO BLUE CABIN REPORT…………………………….….…..RECEIVE BEFORE T.O C/L down to the line……………COMPLETE “ DOWN TO THE LINE ”
ATC
AXI CLICK TO EDIT MTASTER TITLE STYLE TAXI flow pattern
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PM
4 T.O MEMO
T.O CONFIG
RADAR / PWS
1
6
AUTO-BRAKE
3
TERR ON ND
5
2
ATC
CLICK TO EDIT MASTER TITLE STYLE BEFORE TAKEOFF PF
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PM If the brake fans are running: BRAKE TEMP……...………………..………………….CHECK BRAKE FAN……...………………..………………………..OFF
TAKEOFF/LINE UP CLEARANCE……....…….….…OBTAIN ATC EXTERIOR LIGHTS………………………….……………SET
i 1. TCAS………..…..……...…...……..………....TA or TA/RA
APPROACH PATH ……….…..…..CLEARED OF TRAFFIC
APPROACH PATH………......CLEARED OF TRAFFIC 2. CABIN CREW………………....……..………...….ADVISE 3. ENG MODE SEL…....………………..……........AS RQRD
SLIDING TABLE……………………………….......STOWED
4. SLIDING TABLE………….….……..……...........STOWED
ALL EFB TRANSMITTING MODE………………AS RQRD*
5. ALL EFB TRANSMITTING MODE……...……AS RQRD*
THRUST BUMP (if installed).……………………AS RQRD TAKEOFF RUNWAY…………………………….…CONFIRM
6. TAKEOFF RUNWAY.…………..…………….….CONFIRM 7. PACKS 1 + 2………………………………..…....AS RQRD
“ BELOW THE LINE ”
BEFORE T.O C/L below the line……………….COMPLETE “ BEFORE TAKEOFF C/L COMPLETE ”
*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters
BEFORE TAKEOFF CLICK TO EDIT MASTER TITLE STYLE EXTERIOR LIGHTS
RWY TURN OFF sw….… ON When entering the runway: STROBE sw……………... ON When entering the runway and takeoff clearance received: NOSE sw………………… T.O LAND LIGHTS sw……..... ON Note: The PF may ask the PM to set the exterior lights.
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BEFORE TAKEOFF CLICK TO EDIT MASTER TITLE STYLE BEFORE TAKEOFF flow pattern
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PM
7
PACK 1 + 2
Performing this flow pattern and when appropriate: APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5 EFB TRANSMITTING MODE
4 SLIDING TABLE
2 3 ENG MODE SEL
CABIN CREW
1
TCAS
CLICK TO 180 EDIT ASTER TITLE STYLE DEG M TURN RUNWAY BEFORE TON AKEOFF The standard width of a runway is 45 m. However the A320 only needs a runway width of 30m for a 180°turn. This is for CM1. For CM2, the procedure is symmetrical.
3
When the CM1 is physically over the runway edge, turn right applying full tiller deflection.
25°
If needed, use asymmetrical thrust to maintain between 5kt and 8kt. No brake pivot is allowed.
Turn left, maintaining 25° divergence from the runway axis. 2 Taxi on the right hand side of the 1 runway.
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CLICKTTO MASTER TITLE STYLE AXIEDIT & BEFORE TAKEOFF
TAXI SPEED
On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
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CLICK TO EDITTAKEOFF MASTER TITLE STYLE THRUST SETTING
T.O RUN
LIFT OFF
THRUST REDUCTION
SOP
SOP
SOP
SOP
CALLOUTS
CROSSWIND/ TAILWIND
ACCELERATION AFTER T.O SOP SOP
TRANSITION SOP
FLOW
i SOP
CLIMB Speed FLAPS 0 FLAPS 1
L/G UP Thrust setting
A320
V1
VR
TRANSITION ALTITUDE
THR levers CLB ACCELERATION ALTITUDE
Pitch THRUST REDUCTION ALTITUDE
EFTDB2TAKEOFF01 – STD 1.9 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE THRUST SETTING PF
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PM
If the crosswind is at or below 20 kt and there is no tailwind: “ TAKEOFF ” THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply half forward sidestick BRAKES…………....……………………………....RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA
CHRONO……………......…..….……….....................START
The Captain places his hand on the thrust levers until V1: DIRECTIONAL CONTROL……...…………....USE RUDDER PFD (FMA) and ND (a/c on centreline)……...…MONITOR “ MAN FLEX 45, SRS, RUNWAY, AUTO THRUST BLUE ”
GOLDEN RULE #3
“ CHECKED ”
Understand the FMA at all times.
CLICK TO EDIT MASTER TAKEOFF RUN TITLE STYLE PF
Before reaching 80kt: LIMIT LIMIT
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PM TAKEOFF N1 or EPR.…………………CHECK
LIMIT
“ THRUST SET ” At 80kts release gradually the sidestick to reach neutral at 100kts. PFD and ENG indications…………………..……MONITOR At 100kt:
SAME SPEED INDICATION
“ ONE HUNDRED KNOTS ” 100 kt……........………………...……….....…….……CHECK “ CHECKED ” At V1:
At VR:
ROTATION…………………….....……….………..PERFORM
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“ V1 ”
“ ROTATE ”
CLICK TO EDIT MASTER TAKEOFF RUN TITLE STYLE ROTATION
Initiate the rotation with a continuous rotation rate about 3 degrees/seconds, towards a pitch attitude of 15 deg.
In strong wind conditions, small lateral inputs may be used, if necessary.
After lift-off, follow the SRS pitch command bar.
_______________________________________________________________________________
Minimize lateral inputs on ground and during rotation to avoid spoiler extension.
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CLICK TO EDITLM ASTER IFT OFF TITLE STYLE PF
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PM
When Vertical Speed positive and Radio Altitude increases: “ POSITIVE CLIMB ” “ GEAR UP ” LANDING GEAR ….………………………....……....….…….….UP “ GEAR UP ”
“ NAV ” “ CHECKED ” i
Above 100 ft AGL and at least 5 seconds after lift-off: AP………………………...……….......…......…......AS RQRD “ AP1 ” “ CHECKED ”
CLICK TO EDITLM ASTER IFT OFF TITLE STYLE FMA If NAV is armed, NAV mode engages at 30 ft:
Callout : “ NAV “
If NAV is not armed, RWY TRK mode engages:
Callout : “ RWY TRK “
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CLICK TOTEDIT MREDUCTION ASTER TITLE STYLE HRUST PF
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PM At THR RED ALT (LVR CLB flashes on FMA):
THRUST LEVERS…………………………….………........CL
“ THRUST CLIMB, AUTO THRUST ” “ CHECKED ”
If takeoff was performed with packs off: PACKS 1 and 2…..………….……....…………………..…ON
PACKS 1 and 2…ON: Select PACK 2 on, at least 10 s after PACK 1 is selected on, for passenger comfort.
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION PF
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PM At acceleration altitude:
“ CLIMB, ALT BLUE ” “ CHECKED ”
At F speed with positive speed trend: “ FLAPS 1 ” “ SPEED CHECKED ” FLAPS 1…………………………………..…………..SELECT “ FLAPS 1 ” 1+F
At S speed with positive speed trend: “ FLAPS 0 ” “ SPEED CHECKED ” FLAPS 0………………………..……………………..SELECT “ FLAPS 0 ” GROUND SPOILERS ..………………………..........DISARM EXTERIOR LIGHTS…………………….…….….……….SET
CLICK TO EDIT MASTER TITLE STYLE AFTER TAKE OFF PF
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PM If APU was used for takeoff: APU BLEED…..................................................................…OFF APU MASTER SW...........................................................….OFF
ENG MODE SEL……………….….….......................…AS RQRD
If the takeoff was performed with the TA ONLY mode: TCAS………...……………………………………………..….TA/RA
ANTI ICE………....…...…………………….....................AS RQRD
“ AFTER TAKEOFF/CLIMB C/L” AFTER T.O/CLIMB C/L down to the line..…………COMPLETE “ DOWN TO THE LINE ”
CLICK TO EDITTAKEOFF MASTER TITLE STYLE AFTER TAKEOFF FLOW PATTERN
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PM ENG ANTI-ICE
4 1
APU BLEED / MASTER SW
3 2 ENG MODE SEL
TCAS
CLICK TO EDIT MASTER TITLE STYLE TRANSITION ALT PF
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PM At transition altitude:
“ SET STANDARD ” BARO REF………...…………......…….....SET STANDARD
BARO REF………...…………......…….....SET STANDARD “ STANDARD CROSSCHECKED ” “ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK “ CHECKED ”
“ BELOW THE LINE ” AFTER T.O /CLIMB C/L below to the line......COMPLETE “ AFTER T.O / CLIMB C/L COMPLETE ”
RADAR…………..….…..…....ADJUST AS APPROPRIATE
ENG ANTI ICE………........……………..….………AS RQRD
CLICK TO EDIT M TITLE TAKEOFF – ASTER CALLOUT 1/2 STYLE PF
“ MAN TOGA (or MAN FLX XX), SRS, RWY, A/THR blue ”
NEXT
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“ AP 1(2) on " “ Checked “
“ Gear UP "
FMA Changes announce
FMA Changes announce
“ Takeoff "
“ Checked " “ Thrust set "
“ 100 kt ”
“ V1 "
“ Rotate "
“ Positive climb "
“ Gear UP "
“ Checked "
“ Checked "
PM
L/G UP VR V1
THR levers CLB ACCELERATION ALTITUDE
Pitch THRUST REDUCTION ALTITUDE
Thrust setting
CLICK TO EDIT M TITLE TAKEOFF – ASTER CALLOUT 2/2 STYLE
PREV
PF FMA Changes announce
“ Checked "
“ Flaps 1 "
“ Flaps 0 "
“ Speed checked” “Flaps 1 "
“ After T/O/CLIMB C/L "
“ Speed checked” “Flaps 0 "
“ Set STD "
“ Down to the line ”
“ Checked "
“ STD cross-checked “ “ Passing FL__ NOW "
PM
CLIMB Speed
FLAPS 0 FLAPS 1
ACCELERATION ALTITUDE
TRANSITION ALTITUDE
“ Below the line "
“ After T.O/CLB C/L complete "
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CLICK TO EDIT MASTER TITLE STYLE CROSSWIND / TAILWIND PF
PM If the crosswind is greater than 20 kt or in case of tailwind:
THURST LEVERS……………….........50% N1 or 1.05 EPR Apply full forward sidestick until the airspeed reaches 80 kts.
BRAKES……………………..…..………………….RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA Rapidly increase thrust to about 70% N1 or 1.15 EPR, then progressively in order to reach takeoff thrust at about 40 kt (GS).
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A320/A330
CLICK TO EDIT C MLIMB ASTER TITLE STYLE
CLIMB SOP
CRUISE CAPTURE
FLOW
SOP
ALT CRZ
XFTDN2CLIMB0001 – ISSUE 15
CLICK TO EDIT MASTER CLIMB / FL100TITLE STYLE PF
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PM Passing 10 000 ft: 1. LAND LIGHTS………………..........…….…..……..….OFF
2. SEAT BELTS ..............…..…………….…..…...AS RQRD
EFIS OPTION…………………….….....................AS RQRD
3. EFIS OPTION …………..…...........…….….......AS RQRD
4. ECAM MEMO ..............……………….…..…..….REVIEW
NAVAIDS…..….….......……………..…CLEAR
5.
SEC F-PLN PAGE…….….………..AS RQRD
OPT/MAX ALT…..………………….…CHECK
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude Do not use the V/S mode without setting a target as climb will not stop.
CLICK TO EDIT MASTER CLIMB / FL100TITLE STYLE CLIMB 10 000 FT FLOW PATTERN
PF
LAND LIGHTS
3
PM
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
BACK
4
NAVAIDS
5
SEC F-PLN OPT / MAX ALT
CLICK STYLE ENDTO OFEDIT CLIMBM-ASTER CRUISETITLE CAPTURE PF
PM
“ ALT (CRUISE) STAR ” “ CHECKED ”
“ ALT (CRUISE) ” “ CHECKED ”
Transition to CRZ Phase
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Soft ALT & A/THR Modes
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CLICK STYLE ENDTO OFEDIT CLIMBM-ASTER CRUISETITLE CAPTURE Transition to CRZ Phase Final ATC clearance at or above intended CRZ FL: Final ATC clearance
Automatically updated. No action required.
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PROG CRZ FL
Intended FL
Final ATC clearance below intended CRZ FL: Intended FL Final ATC clearance
CRZ FL must be updated by the crew. Otherwise there is no transition into CRZ phase: The managed speed targets and Mach are not modified, and SOFT mode is not available.
CLICK STYLE ENDTO OFEDIT CLIMBM-ASTER CRUISETITLE CAPTURE SOFT MODES The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…
BACK Minimise thrust variations, Improve fuel economy, and Improve passenger comfort.
A320 SOFT ALTITUDE MODE
CRUISE FL CAPTURED and MACH STABILIZED
2 min
FMGS SOFT ALTITUDE MODE:
The SOFT ALTITUDE Mode corrects minor deviations from MACH target by allowing an altitude range of +/- 50 ft.
+/- 50 ft
A330 A/THR SOFT MODE The A/THR SOFT Mode corrects minor deviations from MACH target by allowing a speed range of +/- 3 kt.
+/- 3 kt
CLICK TO EDITCMRUISE ASTER TITLE STYLE PF
PM
Periodically: ECAM MEMO / SD PAGES……………………....REVIEW FLIGHT PROGRESS……..…………………......…CHECK FUEL………………………………………….…..MONITOR NAV ACCURACY......................…………..…...MONITOR
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RADAR ....………...………..ADJUST AS APPROPRIATE
A320/A330
LEVEL CHANGE
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OFFSET
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XFTDN2CRUISE001 – ISSUE 15
CLICK TO EDIT C MRUISE ASTER TITLE STYLE BACK
NAV ACCURACY PROG When GPS PRIMARY available: No NAV ACCURACY check is required.
When GPS PRIMARY is lost on both sides:
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm with raw data comparison. If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on the MCDU’s scratchpad and on the ND) estimate the position error: i
If position error is ≤ 3 NM, FM position is reliable: Use ARC or ROSE NAV on ND and managed lateral guidance. If position error is > 3 NM, use raw data for navigation and monitoring. If significant mismatch use selected guidance.
A320/A330
CLICK TO EDIT C MRUISE ASTER TITLE STYLE ESTIMATE THE POSITION ERROR
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METHOD: PROG
• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or tune it manually using the RADNAV page. • Display this radio NAVAID on the ND, and read its bearing and DME distance (raw data). • Enter its ident on the BRG/DIST TO field of the PROG page (FM computed data). • Compare raw and FM data to evaluate the position error. GPS PRIMARY LOST
CLICK TO EDIT MASTER LEVEL CHANGETITLE STYLE PF
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PM New ATC clearance: FL280
FCU ALTITUDE.…………………..........…SET AND PUSH “ THRUST CLIMB, CLIMB, ALT BLUE” “FL280 BLUE”
“ CHECKED ”
The new FCU FL must be lower than the REC MAX alt When climbing using FD modes… FCU selected FL
Current CRZ FL
When descending using FD modes…
Current CRZ FL
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FCU selected FL
CRZ FL changes to the new FCU FL
CLICK TO EDIT MASTER LEVEL CHANGETITLE STYLE BACK
WHEN DESCENDING USING FD MODES… A/C at more than 200 NM from DEST A/C at less than 200 NM from DEST
DESTINATION
DESTINATION
Current CRZ FL
FCU selected FL
DESCENT Phase Activation
CRZ FL changes to the new FCU FL
CLICK TO EDIT O MFFSET ASTER TITLE STYLE PF
PM
In case of ATC request, or when adverse weather conditions are expected ahead: LATERAL REV at P POS or any WPT.……..……...PRESS OFFSET PAGE …………………………………..…SELECT OFFSET PAGE ………………..……………………….…FILL
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When cleared to resume own navigation: CANCEL THE OFFSET
OFFSET function
CB
OFFSET DISTANCE
INTERCEPT ANGLE
OFFSET TRACK
TWO methods for offset cancellation according to ATC clearance.
CLR the OFFSET value.
Press the OFFSET DELETE prompt.
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CLICK TO EDIT O MFFSET ASTER TITLE STYLE OFFSET PAGE
BEWARE of entering an OFFSET when the A/C is too close to the TO WPT: FMGS may refuse to accept it:
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A320/A330
CLICK TO EDITDESCENT MASTER TITLE STYLE
DESCENT PREPARATION
DESCENT
SOP
SOP
BARO REFERENCE SOP
AT 10 000ft SOP
FLOW
T/D
Approximately 15 min
Transition level
10 000 ft
XFTDN3DESCENT01 – ISSUE 15
CLICK TO EDIT MPREPARATION ASTER TITLE STYLE DESCENT PF
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PM WEATHER AND LANDING INFORMATION….…..OBTAIN NAV CHARTS CLIPBOARD………….…………..PREPARE
NAV CHARTS CLIPBOARD………….…………..PREPARE LANDING PERFORMANCE…..….………….......CONFIRM
FMS ……………….................………..….…….….PREPARE
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LANDING PERFORMANCE ……………….............CHECK
i FMS PREPARATION .............……….…………...CHECK
LDG ELEV …………………………….…….……..….CHECK AUTO BRK…….………………….….……..………AS RQRD APPR BRIEFING…..…….…………....................PERFORM i TERR ON ND……………..…………….………..…AS RQRD
TERR ON ND …….………………………………..AS RQRD
RADAR.……………….….…...ADJUST AS APPROPRIATE
ENG ANTI ICE ……………..................................AS RQRD WING ANTI ICE …………………………..………..AS RQRD
CLICK TO EDIT MPREPARATION ASTER TITLE STYLE DESCENT LANDING PERFORMANCE
BACK
Perform an in-flight landing performance assessment if the landing conditions changed compared: With the landing computation at dispatch, or With a previous computation (e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
CLICK TO EDIT MPREPARATION ASTER TITLE STYLE DESCENT FMS PREPARATION
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs. NAV ACCURACY monitoring during descent. DES, APPR and GO AROUND pages to complete. PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency descent (wrong Cabin Pressure Control (CPC) segment computation). Check extra fuel to evaluate holding possibilities at destination. Copy active F-PLN and revise the SEC F-PLN according circumstances: alternative approach, circling, etc…
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CLICK TO EDIT MPREPARATION ASTER TITLE STYLE DESCENT APPROACH BRIEFING
OBJECTIVE: PF informs PM of intended course of actions. It should be practical, relevant and concise. The following elements have to be taken into account when performing briefing.
1. A/C STATUS, NOTAM, Weather. 2. Fuel prediction. 3. Trajectory: • Descent. • Holding (if relevant). • Approach. • Go around. Note: Management of the degraded guidance/navigation should be considered and reviewed in briefing. 4. Landing. 5. RADIO Aids.
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CLICK TO EDITDM ASTER TITLE STYLE ESCENT PF
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PM Descent Initiation: DESCENT CLEARANCE ………….……….…….....OBTAIN
ALT ON FCU…………………..….………….SET and PUSH “ THRUST IDLE, DESCENT, ALT BLUE, FL220 BLUE ” “ CHECKED ” Early descent initiation:
Late descent initiation:
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Descent monitoring: MCDU ...………………………....…..…...............F-PLN
MCDU …..…………….…………….PROG/PERF DESCENT DESCENT ..........................................MONITOR / ADJUST i
DESCENT MONITORING PROG
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OR
PERF DES
CLICK TO EDITDM ASTER TITLE STYLE ESCENT EARLY DESCENT INITIATION
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The SPD decreases toward the lower limit of managed SPD range
Predicted shallow converging path ~1 000 ft/mn.
Highest value of: Descent speed limit altitude (e.g.: 10 000 ft) or Destination altitude +5 000 ft. Predicted shallow converging path ~500 ft/mn.
IAF
CLICK TO EDITDM ASTER TITLE STYLE ESCENT LATE DESCENT INITIATION
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The SPD increases toward the upper limit of managed SPD range.
T/D
Predicted path capture assuming: Idle thrust ½ SPD Brakes
IAF
CLICK TO EDITDM ASTER TITLE STYLE ESCENT
SPEEDBRAKES
In MANAGED DESCENT (DES): Do not use the speed brakes because the A/THR may increase thrust to remain on the computed profile
Use a SELECTED DESCENT (OPEN DES) with speed brakes extended if you intend to increase your rate of descent.
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CLICK TO EDITDM ASTER TITLE STYLE ESCENT
DESCENT MONITORING
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On ND:
Predicted interception of descent path
In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation, taking into account the deceleration down to Vapp.
CBLICK TO EDIT MASTER TITLE L STYLE ARO R EFERENCE – TRANSITION EVEL PF
BACK
PM
When approaching transition level and when cleared for an altitude:
“ SET QNH 1011 ” BARO REF ...…...……...……..SET QNH / CROSSCHECK
BARO REF ...…...……...……..SET QNH / CROSSCHECK “ QNH 1011 CROSS-CHECKED ” “ PASSING ____ ft NOW ”
“CHECKED” ECAM STATUS…………….….……….…….....…….CHECK
For approaches using FINAL APP guidance: The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
CLICK TO EDIT MASTER AT 10 000 FT TITLE STYLE PF
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PM Passing 10 000 ft:
1. LAND LIGHTS ……………………..……………..…....ON 2. SEAT BELTS…...........................…….........................ON 1. EFIS CSTR pb……….……...………............................ON
3. EFIS CSTR pb………………..…………………..…......ON
2. LS pb………..……………………..……….....….AS RQRD
4. LS pb ……………………..…...………….……...AS RQRD
• For RNAV(GNSS) approach:
5. RADIO NAV…........................SELECTED / IDENTIFIED • For A320:
3. GPS PRIMARY…...……………………..……….…CHECK
6. ENG MODE SEL...………….…..…………...AS RQRD • For A330:
• For others approaches:
6. ENG START SEL...……….…..……………...AS RQRD
3. NAV ACCURACY.……………………..……….…CHECK i
“ APPROACH C/L ” APPROACH
C/L…………………………....…COMPLETE
APPROACH
C/L…………………………………COMPLETE “ APPROACH C/L COMPLETE ”
CLICK TO EDIT MASTER AT 10 000 FT TITLE STYLE
NAV ACCURACY…CHECK When GPS PRIMARY available: No NAV ACCURACY check is required.
BACK PROG
When GPS PRIMARY is lost on both sides: (RNAV (GNSS) APCH not allowed in that case). Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm with raw data comparison. If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on the MCDU’s scratchpad and on the ND) estimate the position error.
CLICK TO EDIT MASTER TITLE STYLE DESCENT DESCENT 10 000ft FLOW PATTERN
PF
LAND LIGHTS
1
2
3
1 LS
WHEN GPS PRIMARY LOST: NAV ACCY
PM
SEAT BELTS
EFIS
EFIS
4
2
3
5
6
BACK
LS
RADIO NAV
(A320) ENG MODE SEL (A330) ENG START SEL
A320/A330
CLICK TO EDIT ASTER USEMOF BIRDTITLE STYLE FLIGHT PATH VECTOR PRESENTATION i
“ BIRD ON ”
XFTDN2000BIRD01 – ISSUE 15
CLICK TO FPV EDITPRESENTATION MASTER TITLE STYLE
PITCH
FPA
HDG
VERTICAL FUNCTIONS
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LATERAL FUNCTIONS
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TRK
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CLICK TOFPV EDITPRESENTATION MASTER TITLE STYLE VERTICAL FUNCTIONS
PITCH: +6¨
FPA: 0¨
Top of descent PITCH: +3¨
FPA: -3¨ The Bird is designed to facilitate the approach with a -3° FPA. When established on a -3° descent path, the top of the Bird symbol touches the horizon line.
BACK
CLICK TO FPV EDITPRESENTATION MASTER TITLE STYLE LATERAL FUNCTIONS
Current HDG = 325¨ Current TRK = 325¨
Current HDG = 325¨ Current TRK = 330°
WIND
Turn left for correction.
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Current HDG = 320¨ Current TRK = 325¨
WIND
A320/A330
CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI FUNCTION Main principle of the ground speed minimum function.
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Tower Wind: 330¨ / 20 kt CURRENT HEADWIND: 20 KT
HEADWIND INCREASES TO: 50 KT
HEADWIND DECREASES TO: 25 KT
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1 330/20 kt
2
330/50 kt
3
330/25 kt
XFTDN40GSMINI01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI FUNCTION MAIN PRINCIPLE OF THE GROUND SPEED MINIMUM FUNCTION
BACK
GS mini concept has been defined to prevent the A/C energy from dropping below a minimum level during final approach. It is not displayed to the flight crew.
IAS TARGET = Max [ VAPP, Gs mini + actual effective wind ] E.g. Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt VAPP = 133 + 7 = 140 kt Gs mini = VAPP – Tower head wind component Gs mini = 140 – 20 = 120 kt
CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI FUNCTION CURRENT HEADWIND 20 KT
1
NEXT
IAS Target = Gs mini (120) + 20 = 140 kt 330/20 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
Current GS = GS mini
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CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI FUNCTION HEADWIND INCREASES TO 50 KT
PREV
NEXT
1 330/20 kt
2
IAS Target = Gs mini (120) + 50 = 170 kt
330/50 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target increases
Speed target unchanged
SPEED trend is going up
SPEED trend is going up
THR increases. Energy is kept
THR reduces to IDLE in order to match the target speed
Current GS = GS mini
GS does not change.
Current GS < GS mini
GS decreases.
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CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI FUNCTION HEADWIND DECREASES TO 25 KT
PREV
IAS Target = Gs mini (120) + 25 = 145 kt
1 330/20 kt
2
330/50 kt
3
330/25 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target decreases
SPEED trend is going down
THR slightly decreases
Current GS = GS mini
A/C ENERGY REMAINS HIGH
Speed target unchanged
SPEED trend is going down
THR is initially low and increases slowly.
Current GS < GS mini
A/C ENERGY IS LOW
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A320/A330
CLICK TO EDIT ASTER TITLE STYLE ILS M RAW DATA ILS without AP and FD:
Fly an ILS Raw Data
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G/S Interception
LOC Interception
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XFTDN20ILSRAW01 – ISSUE 15
CLICK TO MILS ASTER TO EDIT FLY AN RAWTITLE DATA STYLE
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LATERAL RWY track Select RWY Track on AFS CP. When on the LOC, fly the Bird on the blue line.
VERTICAL How to correct LOC deviation
i When on the glideslope, fly the Bird on the ILS FPA.
(e.g. -3°)
How to correct G/S deviation
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Intercepting the LOC course Depending on the angle of interception, you may start the interception as soon as the LOC is active.
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Intercepting the LOC course
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Reaching Final Descent Point
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Reaching Final Descent Point
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When ½ dot below the G/S, initiate the interception of the G/S by smoothly flying the Bird down to the glide path angle :
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Reaching Final Descent Point
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Reaching Final Descent Point
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Reaching Final Descent Point
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Reaching Final Descent Point
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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LOC deviation
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Check unwanted residual bank angle
Close to the ground avoid too large lateral corrections
CLICK TO EDIT ASTER TITLE STYLE GLIDEMDEVIATION In case of GLIDE deviation:
Apply the appropriate correction to the flight path angle:
Monitor GLIDE deviation:
When back on the GLIDE:
Resume the Bird on the appropriate path (e.g. -3°):
Close to the ground avoid too large pitch down corrections.
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CLIDE LICKSTO EDIT MASTER TITLE G LOPE INTERCEPTION FROMSTYLE ABOVE CLEARED to intercept LOC
CLEARED for ILS ARM APPR
Monitor G/S Interception
SOP
SOP
ARM LOC
3 2 1
When G/S* engages: Set go-around altitude.
Early stabilized approach: L/G Down Flaps FULL VAPP.
A320/A330
1000 ft AAL A/C stabilized
XFTDN3GSABOVE01 – ISSUE 15
CLICK C TO EDIT MILS ASTER TITLE STYLE LEAR FOR APPROACH Arm APPR.
Set FCU Altitude Above Aircraft altitude
G/S MODE ARMING When V/S mode is active, ensure that G/S mode is armed.
Otherwise, if you keep going with the V/S mode only, nothing will stop the descent.
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Select V/S mode -1500 ft/min (-2000 ft/min max).
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CLIDE LICKSTO EDIT MASTER TITLE G LOPE I NTERCEPTION F ROMSTYLE ABOVE SETTING FCU ALTITUDE If the FCU altitude is below A/C altitude,
arming APPR then selecting V/S mode can lead to ALT* engagement.
Set an FCU altitude above the A/C altitude to be sure V/S mode remains active.
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CLICKMTO EDITG/S MASTER TITLE STYLE ONITOR INTERCEPTION
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Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL stabilized.
CLICK TO EDIT MASTER TITLE STYLE i 2D APPROACH INTERMEDIATE APPROACH Aircraft configuration management SOP FINAL APPROACH
INITIAL APP INTERMEDIATE APPROACH
SOP
SOP
SOP
-
-S
° FLAPS 1
-F FLAPS 2
VAPP L/G Down
FLAPS 3
Flaps Full
or
Fly an early stabilized approach. IAF
A320/A330
IF
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MDA/H
FDP
MAP
XFTDN12DAPPRO01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE 2D APPROACH SUMMARY TABLE
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LOC
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XTR on ND
CLICK TO EDIT MASTER TITLE STYLE 2D APPROACH LATERAL GUIDANCE NOT AVAILABLE
APPROACH NOT STORED IN DATABASE
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APPROACH STORED IN DATABASE
DIFFERS FROM CHARTED APPROACH
NAV ACCURACY DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL PF
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PM i
F-PLN SEQUENCING ...........................................ADJUST
Approx. 15 nm from touchdown: APPROACH PHASE...........................................CHECK/ACTIVATE
MANAGED SPEED…………………………………..CHECK FLIGHT PATH……………………………………...MONITOR SPEED BRAKES…………………………………..AS RQRD RADAR……………....….…....ADJUST AS APPROPRIATE
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i NAV ACCURACY…………………………….........MONITOR
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL F-PLN SEQUENCING
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Why sequencing the F-PLN? After going around, if the F-PLN is sequenced, NAV mode is available.
C
FDP
FDP
C
If the F-PLN is NOT sequenced: no NAV mode. B A
In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on the upper right side of the ND.
In TRK or HDG modes, sequencing is not automatic, in consequence you may have to sequence manually the F-PLN. Clear manually all the remaining lines of the F-PLN of the MCDU or, Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point. Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull HDG/TRK knob again).
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
In managed modes (NAV, LOC, LOC*) the APPR phase activates automatically when overflying the magenta DECEL point. In selected modes (TRK, HDG) the DECEL point is inoperative (white). APPR phase is to be activated manually from the MCDU.
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL SPEED MANAGED
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In managed speed, deceleration stops at the following speeds depending on the configuration. CONF
SPEED Green Dot S speed F speed F speed VAPP
When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL NAV ACCURACY… MONITOR NAV ACCURACY must be monitored regularly during the approach. PROG
The required navigation accuracy has to be appropriate to the phase of flight.
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CLICK TO EDIT MASTER TITLE STYLE INTERMEDIATE APPROACH PF
When cleared for approach:
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LATERAL GUIDANCE MODE.…….SET FOR APPROACH For approaches using LOC mode: LOC pb-sw……………………………………………..PRESS BIRD..……………………………………………………......ON “ TRACK, LOC BLUE ” “ CHECKED ” For approaches using TRACK mode: BIRD..……………………………………………………......ON “ TRACK ” LATERAL path (manually)……………..……..INTERCEPT
For approaches using NAV mode: NAV MODE ……………………CHECK ARMED/ENGAGED BIRD..……………………………………………………......ON
1 nm before Final Descent Point: FPA FOR FINAL APPROACH……………………PRESET
“ CHECKED ”
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CLICK TO EDIT MASTER TITLE STYLE INTERMEDIATE APPROACH FLY AN EARLY STABILIZED APPROACH In order to be stabilized at the final descent point (FDP) at VAPP and in landing configuration: On the F-PLN page, enter VAPP as a speed constraint at the FDP.
This will displace the
upwards.
VAPP
“FLAPS 1"
“FLAPS 2” “GEAR DOWN" “FLAPS 3"
“FLAPS FULL“ Preset FPA
Pull FPA
FDP
F-PLN A page
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INTERMEDIATE APPROACH – 1/2 CLICK TO EDIT MASTER TITLE STYLE PF
AIRCRAFT CONFIGURATION FOR APPROACH At green dot:
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PM
“ FLAPS 1 ” “ SPEED CHECKED ” FLAPS 1………………………..…………………......SELECT “ FLAPS 1 ” DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
Below VFE next “ FLAPS 2 ” “ SPEED CHECKED ” FLAPS 2………………………..…………………......SELECT “ FLAPS 2 ” DECEL TOWARDS F SPEED………………..……..CHECK When FLAPS 2 “ GEAR DOWN ” L/G lever…….....…..........………….………..….……..DOWN “ GEAR DOWN ” AUTO BRAKE………..........……………………....CONFIRM GROUND SPOILERS……..…..........…...….…...……...ARM NOSE sw …………………..........…….………………....TAXI RWY TURN OFF sw ……………………………………… ON
INTERMEDIATE APPROACH – 2/2 CLICK TO EDIT MASTER TITLE STYLE PF
AIRCRAFT CONFIGURATION FOR APPROACH When L/G down and below VFE next:
“FLAPS 3”
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“ SPEED CHECKED ” FLAPS 3………………………..…………………......SELECT “ FLAPS 3 ” ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
Below VFE next: “ FLAPS FULL ” “SPEED CHECKED” FLAPS FULL…………………..…………………......SELECT DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL”
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE PF
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PM
0.3 nm before the FDP:
FPA………………………………………………………...PULL “ FPA MINUS 3.1° ” “ CHECKED ” At the FDP: “PASSING FINAL DESCENT POINT,____ FT”
“CHECKED” GO AROUND ALT.…........…………..………..…….…..…SET “GO AROUND ALTITUDE____ FT SET” POSITION/FLT PATH………………..…MONITOR/ADJUST
“CHECKED”
i FLT PARAMETERS……………………….…….....MONITOR
A/THR ....….….……....……CHECK SPEED MODE or OFF WING A.ICE (if not required).....……...……….…….....OFF SLIDING TABLE………………………………………..STOW
SLIDING TABLE………...……..………………............STOW LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
CABIN CREW………...……………………….………ADVISE “LANDING C/L COMPLETE”
If not Stabilized at:
1 000 ft in IMC conditions:
GO AROUND
500 ft in VMC conditions:
GO AROUND
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CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE POSITION / FLIGHT PATH.….MONITOR / ADJUST
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Check that the aircraft is actually on the final course and on the intended flight path: VOR 33R
Lateral raw data: VOR: ½ dot (2.5 deg) NDB: 5 deg
Bird below the horizon:
Crosschecks altitudes versus distances as published on the charts.
Consistent V/S:
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “LOC”
“SPEED” Speed Target - 5kt
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1/2 dot
Speed Target +10 kt
“COURSE”
VOR 33R
VOR: 1/2 dot (2.5 deg)
“BANK” 7¨
NDB: 5 deg
“___ FT HIGH or LOW”
At altitude check points
“PITCH”
+10¨
+10¨
-2.5¨
0¨
A320
A330
“SINK RATE”
-1000 ft/min A320 -1200 ft/min A330
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 2/2 STYLE PF
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PM At MINIMUM +100 ft:
“HUNDRED ABOVE” MONITOR,OR ANNOUNCE ….....”ONE HUNDRED ABOVE”
“ CHECKED ”
At MINIMUM:
“MINIMUM” MONITOR OR ANNOUNCE….………………..… “MINIMUM”
If visual references are not sufficient: “ GO AROUND – FLAPS ” If visual references are sufficient: “ CONTINUE ” AP………………………….……………..…………………OFF “ SET FDs OFF ”
“ SET RUNWAY TRACK ______ ”
i FDs……………………...……………………………….....OFF
RUNWAY TRACK………………………...…. CHECK / SET
When the aircraft reaches the minimum height for use of AP, set the AP to OFF, as it may not disconnect until landing and AUTOLAND is not provided on NPA approach
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 2/2 STYLE AP……………….OFF AP…OFF FDs …OFF BIRD …ON CHECK / SET RUNWAY TRACK
“AP OFF” “FDs OFF” “BIRD ON” “SET RUNWAY TRACK____”
At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG pulses on FMA to remind the flight crew that automatic landing is not available.
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CLICK TO EDIT MASTER TITLE STYLE i 3D APPROACH INTERMEDIATE / FINAL APPROACH Aircraft configuration management SOP
INITIAL APPROACH SOP
INTERMEDIATE APPROACH
SOP -ILS-
FINAL APPROACH
SOP -FINAL APP-
SOP -ILS-
SOP -FINAL APP-
A320: 2 000 ft AGL minimum A330/340: 2 500ft AGL minimum -FL100(For ILS APPR only)
A320/A330
-
°
Flaps1
-S
Flaps2
or
3 nm mini
L/G Down Flaps3 Flaps Full LDG Checklist VAPP
(MDA)DA/H
IAF
IF
FDP
XFTDN13DAPPRO01 – ISSUE 15
CLICK TO EDIT MASTER 3DSUMMARY APPROACH TABLE TITLE STYLE Charts Approach Type
FMS database Approach type
Deviation
Arming
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FMA
Single diamond
ILS
ILSxx
GS | LOC
Vertical:
RNAV (GNSS)
LNAV/ VNAV
VOR
RNAV (GNSS)
VORxx
Lateral:
FINAL APP NDB
NDBxx
RNAV (RNP AR)
RNAV (RNP AR)
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL PF
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PM i
F-PLN SEQUENCING ...........................................ADJUST POSITION ......................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through the capture area
Approx. 15 nm from touchdown: APPROACH PHASE...........................................ACTIVATE
MANAGED SPEED…………………………………..CHECK FLIGHT PATH……………………………………...MONITOR SPEED BRAKES…………………………………..AS RQRD RADAR……………....….…....ADJUST AS APPROPRIATE
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NAV ACCURACY…………………………….........MONITOR
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL F-PLN SEQUENCING
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Why sequencing the F-PLN? After going around, if the F-PLN is sequenced, NAV mode is available.
C
FDP
FDP
C
If the F-PLN is NOT sequenced: no NAV mode. B A
In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on the upper right side of the ND.
In TRK or HDG modes, sequencing is not automatic, in consequence you may have to sequence manually the F-PLN. Clear manually all the remaining lines of the F-PLN of the MCDU or, Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point. Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull HDG/TRK knob again).
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
In managed modes (NAV, LOC, LOC*) the APPR phase activates
automatically when overflying the magenta DECEL point. In selected modes (TRK, HDG) the DECEL point is inoperative (white). APPR phase is to be activated manually from the MCDU.
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL BACK
SPEED MANAGED
In managed speed, deceleration stops at the following speeds depending on the configuration. CONF
SPEED Green Dot S speed F speed F speed VAPP
When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL NAV ACCURACY… MONITOR NAV ACCURACY must be monitored regularly during the approach. PROG
The required navigation accuracy has to be appropriate to the phase of flight.
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL FLIGHT PATH … MONITOR Use VDEV information on the PFD and PROG page
PROG
In HDG/TRK mode, use also the energy circle on ND representing the required distance to land
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NTERMEDIATE FINAL APPROACH – 1/2 CILICK TO EDIT/ M ASTER TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
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PM
At green dot: “ FLAPS 1 ” “ SPEED CHECKED ” FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ” DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
A320: At 2 000 ft AGL at the latest: A330/A340: At 2 500 ft AGL at the latest: “ FLAPS 2 ” “ SPEED CHECKED ” FLAPS 2………………………..…………………......SELECT “ FLAPS 2 ” DECEL TOWARDS F SPEED………………..……..CHECK “ GEAR DOWN ” L/G lever…….....…..........………….………..….……..DOWN “ GEAR DOWN ” AUTO BRAKE………..........……………………....CONFIRM GROUND SPOILERS……..…..........…...….…...……...ARM NOSE sw …………………..........…….………………....TAXI RWY TURN OFF sw ……………………………………… ON
NTERMEDIATE FINAL APPROACH – 2/2 CILICK TO EDIT/ M ASTER TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH When L/G down:
“FLAPS 3”
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PM
“ SPEED CHECKED ” FLAPS 3………………………..…………………......SELECT “ FLAPS 3 ” ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY “ FLAPS FULL ” “SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL” A/THR ....….….……....……CHECK SPEED MODE or OFF WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………………………………………..STOW
SLIDING TABLE………...……..………………............STOW LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
CABIN REPORT……..………..…………….…..….RECEIVE CABIN CREW………...……………………….………ADVISE LANDING C/L……...………………………….…COMPLETE
“LANDING C/L”
“LANDING C/L COMPLETE”
At 1 000 ft RA: “ CHECKED ”
“ONE THOUSAND ”
Monitor or Announce
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE -ILS APPROACH-
PF
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PM
When cleared for approach, on the intercept trajectory for the final approach course and LOC deviation available: APPR p/b on FCU….............…….....……….........…PRESS SECOND AP......………..…...………………..…......ENGAGE “ GLIDE SLOPE BLUE, LOC BLUE, CAT 3 DUAL, AP 1+2 ” “ CHECKED ” LOC and G/S CAPTURE.....……..........………....MONITOR
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“ LOC STAR ”
“ CHECKED ”
“ LOC ” “ CHECKED ” “ GLIDE SLOPE STAR ” “ CHECKED ”
When G/S* appears FMA: GO AROUND ALT ........…………...……………..………SET “ GO AROUND ALTITUDE ___FT SET ” PF or PM on PF request, depending on situation.
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE -ILS APPROACH-
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LOC and G/S CAPTURE
Should an unwanted LOC and/or G/S be intercepted, the aircraft will follow an erroneous trajectory. Crosschecking with raw data allows to prevent it.
FINALMAPPROACH CLICK TO EDIT ASTER TITLE STYLE -ILS APPROACH-
PF
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PM
At the final descent point: “ GLIDE SLOPE ” “ CHECKED ” “PASSING (fix name), ____ft” FLT PARAMETERS…………………….…….……MONITOR At 350ft RA:
“ LAND ” “ CHECKED ”
At MINIMUM +100 ft:
“HUNDRED ABOVE”
Monitor or Announce
“ CHECKED ”
At MINIMUM:
“MINIMUM”
Monitor or Announce
Depending on visual references: “ GO AROUND – FLAPS ” or “ CONTINUE ”
At 100 ft RA:
At 50 ft RA:
“ONE HUNDRED”
“FIFTY”
Monitor or Announce
Monitor or Announce
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FINALMAPPROACH CLICK TO EDIT ASTER TITLE STYLE -ILS APPROACH-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “SPEED”
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“LOC”
Speed Target - 5kt
Speed Target +10 kt
“BANK”
1/2 dot
“GLIDE” 7°
1/2 dot
“PITCH”
+10° 0° (A330) -2.5° (A320)
“SINK RATE” - 1 200 ft/min (A330) - 1 000 ft/min (A320)
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE PF
-FINAL APP-
PM
When cleared for approach: APPR p/b on FCU….............…….....………...…….PRESS APP NAV………………...….CHECK ARMED or ENGAGED FINAL……………………………………..……CHECK ARMED “ FINAL BLUE, APP NAV ” “ CHECKED ”
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1/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE PF
-FINAL APP-
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PM
FINAL APP.............…….....…..…………….CHECK ENGAGED At the Final Descent Point: “ FINAL APP ”
“ CHECKED ” “PASSING (fix name), ___ft”
GO AROUND ALT ........…………...……………..………SET “ GO AROUND ALTITUDE ___FT SET ” PF or PM on PF request, depending on situation.
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FLT PARAMETERS………………………..……….……MONITOR
1/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE -FINAL APP-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “SPEED”
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“CROSS TRACK”
Speed Target - 5kt
Speed Target +10 kt
XTK > 0.1 nm
“COURSE”
“V DEV”
“BANK”
V/DEV > 1/2 dot (50ft)
VOR: 1/2 dot (2.5 deg)
NDB: 5 deg
V / DEV
7°
“___ FT HIGH or LOW”
“PITCH”
“SINK RATE”
+10°
0° (A330) -2.5° (A320)
1 200 ft/min (A330) 1 000 ft/min (A320)
At altitude check points
2/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE -FINAL APP-
PF
“MINIMUM”
At MINIMUM:
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PM
“HUNDRED ABOVE”
At MINIMUM +100 ft:
PREV
Monitor or Announce
Monitor or Announce
If visual references are not sufficient: “ GO AROUND – FLAPS ”
If visual references are sufficient: “ CONTINUE ” For landing: AP………………………….……………..…………………OFF
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“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ”
RUNWAY TRACK………………………...……………… SET
2/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE -FINAL APP-
AP……………….OFF AP…OFF FDs …OFF
BIRD …ON CHECK / SET RUNWAY TRACK
“AP OFF” “FDs OFF” “BIRD ON” “SET RUNWAY TRACK____”
At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG pulses on FMA to remind the flight crew that automatic landing is not available.
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A320/A330
CLICK TO V EDIT MASTER TITLE STYLE ISUAL PATTERN
VISUAL CIRCUIT
LONG FINAL APPROACH
DOWNWIND LEG
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Remember: In visual pattern, look outside.
XFTDN1VISUPAT01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE VISUAL CIRCUIT VISUAL P ATTERN “ AP OFF ” “ FD OFF ”
DOWNWIND LEG
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“ BIRD ON ” “ Set downwind track ” “ Check speed managed ” “ After Takeoff / Climb Checklist ”
“ Approach checklist ” 1500 ft/AAL
ABEAM THRESHOLD
“ Set downwind heading ”
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“ Flaps 1 ” “ Activate approach phase ” “ Thrust Climb ” “ Autothrust ”
“ FLAPS 2 ” “ Set runway track ”
“ Pull HDG”
“ Gear down ”
Initiate a shallow descent
ALT* LVR CLB
Before line up for takeoff: • Set ROSE NAV 10 nm, • Set circuit ALT on AFS CP.
“ FLAPS 3 ”
i “ FLAPS FULL ” “ Landing checklist ”
500 ft/AAL Stabilized with FLAPS FULL AT VAPP
When lined up: • Set RWY TRK
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CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN DOWNWIND LEG
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Entering downwind leg: • Check RWY positioning (2.5 nm) with ND settings: ROSE NAV mode and range 10 Nm.
Use the dotted arcs of the ND range to monitor the runway position versus the aircraft track.
CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN BACK
ABEAM THRESHOLD Extend the downwind leg by 3 sec per 100 ft above airfield level (e.g.: 45 sec for 1500 ft). Wind correction: +/- 1 sec per 1 kt of headwind / downwind component.
Example:
Compare TAS and GS: –
= – 9 kt (tailwind)
Wind Correction = – 9 s 36 s In this example, the downwind leg extension will be: 45 s – 9 s = 36 s
CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN INITIATE A SHALLOW DESCENT Initiate a shallow descent while turning to reach the profile.
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CLICK TO EDIT MASTER TITLE STYLE VISUAL LONG PATTERN FINAL ENERGY CIRCLE
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“ Activate APPR PHASE ”
'‘ FLAPS 1 ”
“ FLAPS 2 ” “ Set runway track ” “ Gear down ” “ FLAPS 3 ” “ FLAPS FULL ”
1500 ft/AAL
“ Landing checklist ”
500 ft/AAL Stabilized with FLAPS FULL AT VAPP
Around 5 NM
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CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN
ENERGY CIRCLE
In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation, taking into account the deceleration down to VAPP.
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CLICK TO EDIT M ASTER TITLE STYLE VISUAL PATTERN DOWNWIND LEG “ AP OFF ” “ FD OFF ” “ BIRD ON ” “ Set downwind track ” “ Activate approach phase ”
“ FLAPS 1 ”
“ Set managed speed ” “ Approach checklist ” 1500 ft/AAL
“ FLAPS 2 ” “ Set runway track ”
“ Gear down ”
Initiate a shallow descent
“ FLAPS 3 ”
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“ FLAPS FULL ” “ Landing checklist ”
500 ft/AAL Stabilized with FLAPS FULL AT VAPP
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CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN INITIATE A SHALLOW DESCENT Initiate a shallow descent while turning to reach the profile.
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CLICK TO EDITCM ASTER TITLE STYLE IRCLING Approach Preparation: Primary F-PLN: Insert instrument approach, APPR PERF Page: insert MDA for circling, SEC F-PLN: Copy active F-PLN and revise landing runway.
A320/A330
Before FAF: Flaps 3, L/G down, F Speed.
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Downwind: Set downwind track, Maintain visual (lateral distance, TRK), Activate SEC F-PLN, Disconnect AP and remove FD.
At MDA: Maintain altitude, If visual references for circling • Turn 45°, • Fly for 30 sec from wings level. If visual references are not sufficient: GO AROUND initiate.
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Abeam: Start chronometer, 3 sec/100 ft.
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Base turn: Set runway track, Initial bank 25°, Maintain altitude.
Circling MDA 30 s
45 º
500 ft AGL stabilized
Threshold identified: Set landing CONF (FULL FLAPS, VAPP), Landing C/L.
XFTDN1CIRCLNG01 – ISSUE 15
CLICK TO EDITCM ASTER TITLE STYLE IRCLING BACK
APPROACH SPEED: F SPEED When landing FLAPS 3 is expected and inserted in the APPR PERF page (flight crew decision, failure with specific FLAPS setting, one engine out for A330),
F speed must be selected for approach. Speed will be managed again in final for landing to recover Vapp
APPROACH CONFIGURATION WITH ONE ENG INOP REFER TO QRH PROC:
CLICK TO EDITCM ASTER TITLE STYLE IRCLING
LEVEL OFF AND FLY AT LEAST MDA With some anticipation: (altitude of anticipation is 10% of V/S in ft/min; e.g.: V/S: - 1000 ft/min > Anticipation: 100 ft).
A320: Push the V/S / FPA knob to level off. A330: Press the ALT pushbutton.
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CLICK TO EDITCM ASTER TITLE STYLE IRCLING
DOWNWIND LEG
• .During circling, remember that the missed approach procedure is the one from the instrument approach. • When the secondary F-PLN is activated, the valid missed approach procedure is no longer available • In the case of a GO AROUND, fly the missed approach in SELECTED modes using the initial instrument approach chart (unless otherwise specified).
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CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE
GO-AROUND DECISION
GO-AROUND INITIATION
THRUST REDUCTION
ACCELERATION
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SOP
SOP
SOP
2nd APPROACH
SOP
DIVERSION
SOP
CALLOUTS Discontinued approach
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Rejected landing
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-S
Spatial disorientation
A320/A330
-F
°
Green dot
Flaps 0
Flaps 1
i THR levers CLB
GA ACCELERATION ALTITUDE
L/G UP FLAPS TOGA Rotation
GA THRUST REDUCTION ALTITUDE
XFTDN4GOAROUN01 – ISSUE 15
CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE
Requirements for GO AROUND decision A go‐around must be considered if: The approach is unstable in speed, altitude, or flight path in such a way that stability is not obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing Any GPWS, Windshear or ROW (if ROPS is installed) alert occurs Adequate visual cues are not obtained reaching the minima or lost below minima …
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CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE REJECTED LANDING
If the PF initiates a go-around, the flight crew must complete the go-around maneuver. Do not initiate a go-around after the selection of the thrust reversers. If you perform a go-around near the ground, you should take into account the following: • avoid excessive rotation rate, in order to prevent a tailstrike, • a temporary landing gear contact with the runway is acceptable, • in the case of bounce, consider delaying flap retraction, • order landing gear retraction when the aircraft reaches and maintains positive climb with no possibility of subsequent touchdown.
If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard this alert.
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CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE SPATIAL DISORIENTATION
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If the aircraft is light, a high acceleration is expected when performing a go-around. Pilot illusion
This can lead to spatial disorientation.
Actual Possible pilot reaction based on illusion
When LVR CLB is flashing, set all thrust levers to the CL detent with no delay:
When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
CLICK TO MASTER TITLE STYLE GOEDIT AROUND INITIATION PF
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PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #4
Take actions if things do not go as expected.
Simultaneously: THRUST LEVERS……………..…………....TOGA
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ROTATION ………………………..……PERFORM
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“ GO AROUND, FLAPS ”
FLAPS………………………….….……..RETRACT ONE STEP “FLAPS xx” FLIGHT PARAMETERS…………….….….………MONITOR
“ MAN TOGA, SRS, NAV, AUTO THRUST BLUE ” “ CHECKED ” When positive climb: “ POSITIVE CLIMB ” “ GEAR UP ”
L/G………………………………………………….…..........UP “ GEAR UP ”
NAV or HDG mode…………….….…………………….AS RQRD AP………………………….………………………………AS RQRD
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CLICK TOGOEDIT MASTER TITLE STYLE AROUND INITIATION THRUST LEVERS………………….TOGA
If TOGA thrust is not required, set the thrust levers to the TOGA detent, to remove approach modes, to engage the Go-Around phase with associated AP/FD modes, then retard all thrust levers to the CL detent as required. When the flaps lever is at least in position 1, and when setting TOGA thrust: • GO AROUND phase is activated. • Landing/approach modes are removed, and go around modes are engaged. • The missed approach becomes the ACTIVE F-PLN and the previously flown approach is strung back into the F-PLN.
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CLICK TOGOEDIT MASTER TITLE STYLE AROUND INITIATION ROTATION …………………. PERFORM
Initiate rotation towards 15° of pitch with all engines operative (12.5° if one engine out) to get a positive rate of climb then follow SRS pitch command bar.
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CLICK TOGOEDIT MASTER TITLE STYLE AROUND INITIATION FLIGHT PARAMETERS CALLOUTS
BACK
7° +20° maxi
No climb rate
+10° mini
“BANK” “PITCH”
“SINK RATE”
CLICK TOTEDIT MREDUCTION ASTER TITLE STYLE HRUST PF
PM
At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA: THRUST LEVERS………………………………………..…CL “ THRUST CLIMB, AUTO THRUST ” “ CHECKED ”
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CLICK TO EDIT MASTER TITLE STYLE ACCELERATION PF
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PM At Go Around acceleration altitude:
ANNOUNCE: “OPEN CLIMB, ALT BLUE, 4000 FT BLUE” ANNOUNCE…..………….……..“CHECKED” TARGET SPEED (GDOT) ………………….……….. MONITOR At F speed with positive speed trend: “ FLAPS 1 ” “ SPEED CHECKED ” FLAPS 1……………………………....………………SELECT “ FLAPS 1 ” At S speed with positive speed trend: “ FLAPS 0 ” “ SPEED CHECKED ” FLAPS 0……………………….............…………….SELECT “ FLAPS 0 ” GROUND SPOILERS ..…………………….…........DISARM NOSE sw………………………………………………...…OFF RWY TURN OFF sw………………………………………OFF OTHER EXTERIOR LIGHTS………………..…….AS RQRD “ AFTER TAKEOFF/CLIMB C/L ” AFTER TO / CLB C/L down to the line ……...COMPLETE ”DOWN TO THE LINE”
CLICK TO SEDIT MASTER TITLE STYLE ECOND APPROACH PF
PM If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
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CLICK TO EDITDIVERSION MASTER TITLE STYLE PF
PM Three possibilities:
The ALTN airport has been prepared Lat Rev at TO WPT……..……….ENABLE ALTN DIR TO………………..PERFORM AS CLEARED
The SEC F-PLN has been prepared to a diversion airfield SEC F-PLN………………..…………...ACTIVATE
Nothing has been prepared MCDU F-PLN page: NEW DEST….……INSERT MCDU PROG page: CRZ FL…..........….INSERT MCDU: F-PLN………….………………..FINALIZE
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CLICK TO EDIT MASTER TITLE STYLE DISCONTINUED APPROACH PF
PM
At or above FCU altitude, apply the discontinued approach technique described here below, or the go around procedure. Altitude set on FCU Below the FCU altitude, apply the go around procedure. Note: FMAs displayed here below are based on an ILS approach
“ CANCEL APPROACH ” Disarm any AP/FD approach mode (LOC, GS or FINAL APP): APPR (or LOC) p/b on FCU………….………..........PRESS
“ VERTICAL SPEED MINUS 800, HEADING, AP1, ALT BLUE ” “ CHECKED ” LAT. MODE (NAV or HDG)…….……………..…...AS RQRD VERT. MODE (LEVEL OFF or ADJUST V/S)…..AS RQRD SPEED………….....…………….PULL AND SET AS RQRD Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
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CLICK TO MASTER TITLE STYLE GOEDIT AROUND - CALLOUTS PF “Go AroundFlaps"
FMA Changes
FMA Changes
“Gear UP"
FMA Changes
“AFTER T/O CLIMB C/L" "Flaps 0"
"Flaps 1"
“Flaps xx"
“Checked”
"Positive climb"
“Gear UP"
“Checked”
“Checked” “Speed checked” “Flaps 1"
“DOWN TO THE LINE"
“Speed checked” “Flaps 0"
PM -S
-F THR levers CLB L/G UP
FLAPS Retract 1 step THR levers TOGA
THRUST REDUCTION ALTITUDE
Flaps 0
Flaps 1
THRUST ACCELERATION ALTITUDE
°
Green dot
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A320
CLICK TO EDITLANDING MASTER TITLE STYLE APPROACH MUST BE STABILIZED: From 1000 ft in IMC
From 500 ft in VMC
FLARE
ROLLOUT
MANUAL
SOP
SOP
AUTOLAND
SOP
SOP
Flare Retard
1000 ft
REV MAX
REV IDLE
THR IDLE
500 ft
EFTDN1LANDING01 – STD 1.9 – ISSUE 15
CLICK TO EDIT M ASTER TITLE STYLE FLARE PF
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PM
In stabilized approach conditions, the flare height is approximately 30 ft RA: FLARE………………………………………………PERFORM
ATTITUDE………………………………………….MONITOR
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THRUST LEVERS………..…………………..…….........IDLE
At around 20ft RA, The automatic callout “RETARD” triggers. It is a reminder for the PF to retard thrust levers to IDLE.
CLICK TO EDITRM ASTER TITLE STYLE OLLOUT PF
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PM At touchdown:
DEROTATION……………………………………..…INITIATE BOTH THRUST LEVERS…………REV MAX or REV IDLE “ SPOILERS ”
“ REVERSE GREEN ” DIRECTIONAL CONTROL…….....................MONITOR
DIRECTIONAL CONTROL………………….……..ENSURE BRAKES………………………………….………...AS RQRD
“ DECEL ”
At 70 kt: “ SEVENTY KNOTS ” BOTH THRUST LEVERS……………….………..REV IDLE At taxi speed: BOTH THRUST LEVERS……………….……….FWD IDLE Before 20 kt: AUTOBRK…………...……………….…………DISENGAGE
CLICK TO AEDIT MASTER TITLE STYLE UTOLAND - FLARE PF
At any time, if AUTOLAND light comes on, take over.
PM
At 350ft RA: “LAND”
LAND
“ CHECKED” ILS COURSE.……………………….…………...……CHECK At 40ft RA: “ FLARE ”
If FLARE not displayed on FMA, PF takes over. FLARE ............................................................. MONITOR At 30ft RA: “ THRUST IDLE ”
At 10ft RA:
BOTH THRUST LEVERS……………………………….IDLE LATERAL GUIDANCE……………………………MONITOR
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CLICK TOAUTOLAND EDIT MASTER TITLE STYLE - ROLLOUT PF
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PM At touchdown: “ ROLLOUT ”
BOTH THRUST LEVERS…………REV MAX or REV IDLE
DIRECTIONAL CONTROL……………MONITOR/ENSURE
“ SPOILERS ” “ REVERSE GREEN ” DIRECTIONAL CONTROL…………….…...MONITOR
BRAKES………………………………….………....AS RQRD “ DECEL ” At 70 kt: “ SEVENTY KNOTS ” BOTH THRUST LEVERS……………………….REV IDLE Before 20 kt: AUTO BRK……………………………………..DISENGAGE
End of rollout BOTH THRUST LEVERS……………………….FWD IDLE AP………………………………………………………….OFF
CLICK TO EDIT M ASTER TITLE STYLE FLARE
PM FLIGHT PARAMETERS CALLOUTS
7¨ maxi
“BANK, BANK”
10¨ maxi When the pitch attitude approaches the tail strike pitch limit indicator or reaches 10 º, the PM announces:
“PITCH, PITCH”
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A320/A330
CLICK TO EDIT MASTER TITLE STYLE AFTER LANDING – PARKING – SECURING THE A/C AFTER LANDING SOP
FLOW
PARKING
SECURING THE AIRCRAFT (*)
SOP
SOP
“ SECURING THE A/C C/L ”
“ PARKING C/L ”
“ AFTER LANDING C/L ”
(*) Note: This procedure can be performed using the QRH.
XFTDB1AFTLDGD01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE AFTER LANDING – PARKING – SECURING THE A/C AFTER LANDING FLOW PATTERN
PF PF
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PM PM ANTI-ICE
RADAR PREDICTIVE WINDSHEAR
7
6
APU
GROUND SPOILERS
2 1 3
5 4
TCAS / ATC
FLAPS
(A320) ENG MODE SEL (A330) ENG START SEL
CLICK TO EDIT MASTER AFTER LANDINGTITLE STYLE PF
Signal for PM actions
BACK
PM
GROUND SPOILERS……………..……...........……DISARM
EXTERIOR LIGHTS……..……...………………………...SET RADAR……….……………………………..…….……..…OFF PREDICTIVE WINDSHEAR………..…………....………OFF ENG MODE/START SEL…..………..….………….….NORM FLAPS………………….……….……....……….….RETRACT TCAS……………….…………….…..….………….…….STBY ATC......................AS RQRD BY AIRPORT OPERATIONS APU……….……….………………….....…….…….….START ANTI ICE……………………...…....…..…….…….AS RQRD BRAKE TEMP………………….………..………...….CHECK
“ AFTER LANDING C/L ”
AFTER LANDING C/L………..……..………….…COMPLETE “ AFTER LANDING C/L COMPLETE ”
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CLICK TO EDIT MASTER AFTER LANDINGTITLE STYLE BRAKE TEMPERATURE
To avoid brake oxidation
Select brake fans: • just before reaching the gate (short taxi) or • 5 min after landing (long taxi)
Short turnaround time Or Brake temperature likely exceeding 500°C
Use of brake fans without oxidation consideration
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Note: After landing, the BRAKES HOT ECAM caution is inhibited. By the way, when brake temperature is above 300°C, the HOT amber light on the LDG panel will come on. Depending on the rate of temperature increase, you may delay the use of brake fans in accordance with the above considerations.
Observe the ECAM memo if the brake fans are selected.
CLICK TO EDITPM ASTER TITLE STYLE ARKING PF
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PM
ACCU PRESS……………….……...…...............……CHECK
ANTI – ICE………………….…………...…....…..……….OFF
PARK BRAKE……………….…..………...............……….ON
APU BLEED………………….………...…....………….….ON
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ENG MASTER 1, 2 …………….…..…................…….OFF SLIDES…..……………..............……....CHECK DISARMED SEAT BELTS………..…...…..…................…..…..….…..OFF
FUEL PUMPS…………………………...............….…….OFF
EXTERIOR LIGHTS…………………...…...............……..SET
ATC……………………………………….….......…….…STBY
GROUND CONTACT…….…..…...............…….ESTABLISH
IRS PERFORMANCE………………................……..CHECK FUEL QUANTITY……………...…..................…..….CHECK
MECH
STATUS PAGE……….…………………………….….CHECK
PARKING BRAKE…………………………..………AS RQRD
BRAKE FAN……...…………..................………………..OFF
DUs……………………………………………….…….……DIM
DUs……………………………….....……….……………..DIM
ALL EFB transmitting mode…..…..…………….AS RQRD
ALL EFB transmitting mode…..…..…………….AS RQRD
“ PARKING C/L ” PARKING C/L…....…......................…..…….…COMPLETE “ PARKING C/L COMPLETE ” When PARKING BRAKE is ON: • PARK BRK MEMO is displayed • Check the brake pressure
• The ACCU PRESS must be in the green band.
Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
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CLICK TO EDITPM ASTER TITLE STYLE ARKING
APU BLEED…………ON Select APU Bleed ON just before engine shutdown, to avoid ingestion of exhaust gases from the engines.
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CLICK TO EDITPM ASTER TITLE STYLE ARKING IRS PERFORMANCE
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The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete). On the MCDU: DATA / POSITION MONITOR page, read the deviation of each IRS position from the FMGC position and check that the value does not exceed the following (FCOM PRO-NOR-SOP-PARKING).
CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT PF
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PM This procedure can be performed using the QRH.
PARK BRAKE………................…….….….……CHECK ON ALL IR MODE SELECTORS…..............……………….OFF
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OXY CREW SUPPLY………...................…………...…..OFF EXTERIOR LIGHTS………….....................…....……….OFF APU BLEED……………………….....……...........………OFF APU MASTER SW……………..…….....................…….OFF EMER EXIT LIGHT…………….................…...…………OFF SIGNS……….………....………...........….............………OFF EXT PWR……………...….….....................………AS RQRD ALL BAT ………………....………….…..…….............…OFF
“ SECURING THE AIRCRAFT C/L ”
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SECURING THE AIRCRAFT C/L….....…..……COMPLETE “ SECURING THE AIRCRAFT C/L COMPLETE ”
EFB APPLICATIONS………………………………….CLOSE
EFB APPLICATIONS………………………………….CLOSE
ALL EFB……………………...…………………SWITCH OFF
ALL EFB……………………...…………………SWITCH OFF
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CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT
EFB APPLICATIONS…CLOSE:
ALL EFB…SWITCH OFF:
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CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT
BACK
To ensure the ADIRS memorize the last data: at least 10 sec
t ADIRS OFF
Electrical supply OFF
CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT
BACK
To prevent smoke entering the cabin during next start, wait until APU flap is fully closed: Approx 2 min
t APU AVAIL light goes out
When APU flap fully closed, set batteries OFF
A320/A330
AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD ENGAGEMENT and DISENGAGEMENT
A/THR i
ENGAGEMENT and DISENGAGEMENT
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XFTDN1000AUTO01 - ISSUE 15
AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE AP/FD – 1/2
ENGAGEMENT/DISENGAGEMENT
NEXT
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Engagement
AP OFF / FD OFF Manual flight without FD.
1
Set FD ON
2
Use AFS CP to adjust FMA for the intended flight path.
AP OFF / FD ON Manual flight with FD.
3
Set AP ON i EXPECTED FMA AP ON / FD ON
Autoflight with AP/FD.
Never engage AP without expected FMA.
AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
BEFORE SETTING AP ON If large orders are required to achieve the intended flight path, center the FD bars before setting AP ON.
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AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE AP/FD – 2/2
ENGAGEMENT/DISENGAGEMENT
PREV
Disengagement
AP ON / FD ON Autoflight with AP/FD.
CAVALERY CHARGE
1
Press the AP INSTINCTIVE DISC pb to disconnect AP.
Press a second time on the AP INSTINCTIVE DISC pb to cancel the aural and visual indications.
AP OFF / FD ON Manual flight with FD.
2
Set FD OFF
AP OFF / FD OFF Manual flight without FD.
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AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT A/THR – 1/2 Engagement
A/THR OFF Flight with manual thrust.
1
Press the A/THR pb. LVR CLB is flashing.
2
Move the THR levers to the CL detent.
A/THR ON Flight with A/THR.
NEXT
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AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT AP/FD – 2/2 Disengagement
PREV
A/THR ON
Flight with A/THR.
1
Move thrust levers to current thrust.
2
Press A/THR INSTINCTIVE DISC pb to disconnect the A/THR.
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A/THR OFF
Flight with manual thrust.
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AP/FD AND A/THR CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
Move thrust lever to current thrust
If the flight crew presses the instinctive disconnect pb on the thrust levers before they move the thrust levers to the current thrust setting, there is a risk of undue thrust increase.
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A320/A330
HEAD-UP DISPLAY (HUD)
HUD REMINDER
TAXI
TAKEOFF
APPROACH
ROLL OUT
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EFTDO_HUD_01 – ISSUE 15
TAXI TYPICAL DISPLAY
NEXT
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TAXI DECLUTTER DISPLAY
PREV
BACK
TAKEOFF
BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION: The yaw bar is displayed to show you any derivation from the runway centerline. The tail strike symbol. The offset pitch symbol is positioned 15 ° below the actual pitch attitude of the aircraft (12.5° in the case of an engine failure).
APPROACH
NEXT
TYPICAL DISPLAY
BARO 750
LS
N
BACK
APPROACH
PREV
DECLUTTER 1 MODE
BARO 750
LS
N D1
NEXT
BACK
APPROACH
PREV
DECLUTTER 2 MODE
LS
D1
NEXT
BACK
APPROACH
PREV
TYPICAL DISPLAY (IN CROSSWIND)
BARO 750
NEXT
BACK
APPROACH
PREV
X WIND DISPLAY
BARO 750
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ROLLOUT TYPICAL DISPLAY
ROLLOUT The auto break mode scale is displayed to show you the current aircraft deceleration. In this case MED braking mode is selected.
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REMINDER
NEXT
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ENERGY CHEVRONS
FPA
TOTAL FPA: AIRCRAFT ENERGY
ACCELERATION / DECELERATION
CHEVRONS ABOVE BIRD: THE AIRCRAFT ACCELERATES
CHEVRONS ALIGNED WITH BIRD: THE AIRCRAFT IS AT A CONSTANT SPEED AND THRUST
CHEVRONS BELOW BIRD: THE AIRCRAFT DECELERATES
REMINDER FLAG MESSAGES
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
WINDSHEAR
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
PULL UP
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
EXCESSIVE ATT
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
TCAS RA REVERT TO PFD
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
TCAS RA INHIBITED
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
TRK FPA DESELECTED
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
MAX BRAKING MAX REVERSE
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
RWY TOO SHORT
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
FOR GA: SET TOGA
PREV
NEXT
BACK
REMINDER FLAG MESSAGES
COMBINER UNLOCKED
PREV
BACK
A320/A330
CLICK TO EDIT MASTER TITLE STYLE NORMAL LAW PROTECTIONS
LOAD FACTOR PROTECTION
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PITCH ATTITUDE PROTECTION
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BANK ANGLE PROTECTION
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HIGH SPEED PROTECTIONS
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LOW SPEED PROTECTIONS
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XFTDN1000PROT01 – ISSUE 15
CLICK LTO EDIT MASTER TITLE STYLE OAD FACTOR PROTECTION
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MIN “G” LOAD: • Slats retracted: -1.0 g • Slats extended: 0 g
MAX “G” LOAD: • Slats retracted: +2.5 g • Slats extended: +2.0 g
Note: Amber “G LOAD” is only displayed when above 1.4 g and below 0.7 g.
CLICKPTO MASTER TITLE STYLE ITCHEDIT ATTITUDE PROTECTION PITCH UP LIMIT
Pitch is limited to 30° nose-up, progressively reduced to 25° at low speed.
PITCH DOWN LIMIT
Pitch is limited to 15° nose-down.
BACK
CLICK TO EDIT MASTER TITLE STYLE BANK ANGLE PROTECTION 0° 33°
67°
Bank angle maintained with stick neutral
Above 33°, side stick inputs are needed to maintain bank angle and altitude. If the side stick is released, the bank angle reduces automatically to 33°.
33°
Auto Pitch Trim
67°
Turn coordination is provided within the envelop. Do not use rudder in Normal Law (except for takeoff, landing and single engine operation).
BANK ANGLE LIMIT Bank angle is limited to 67°.
BACK
CLICK TOSPEED EDIT M ASTER TITLE STYLE HIGH PROTECTION (HSP) Stick full forward
BACK
XXX
Stick free
The aircraft flies back towards the envelope
VMO
XXX
VMO XXX
VMO + 4 kt MMO + 0.006
VMO
CRC
XXX
VMO + 6 kt (A320) VMO + 4kt (A330) HSP activates
XXX VMO VMO
• • • • •
A320 – High Speed Protection AP disconnects (VMO+15kt, MMO +0.04), THS limited between the setting at entry into the protection and 11° nose-up, Bank angle limited to 40°, Bank angle reduces to 0° when sidestick is released, Permanent nose-up order is applied
• • • • •
A330 – High Speed Protection AP disconnects (VMO+12kt, MMO+0.03), Pitch trim is frozen Bank angle limited to 45°, Bank angle reduces to 0° when sidestick is released, Permanent nose-up order is applied.
Pitch nose-down Authority reduced to zero
CLICK TO EDIT MASTER TITLE STYLE LOW SPEED PROTECTION Stick full back
BACK
The High Angle of Attack (AOA) protection has priority over all other protections.
Stick free
Alpha Floor
VLS The lowest speed that the A/THR maintains, if engaged.
VαPROT Alpha Prot activates.
V αPROT is maintained.
Alpha Prot activation: • AP Disconnects, • Sidestick directly commands the AOA without exceeding αMAX, • Speedbrakes, if deployed, retract automatically, • Bank limited to 45°
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VαMAX
VαMAX is maintained.
CLICK TO EDIT MASTER TITLE STYLE LOW SPEED PROTECTION ALPHA FLOOR
BACK
VαFLOOR αFLOOR automatically commands TOGA thrust.
When the aircraft leaves
αFLOOR
conditions, TOGA thrust is locked.
TOGA thrust, if maintained with an undue speed increase, may lead to overspeed. Disconnect the A/THR, and exit TOGA LK.
When applicable, re-engage the A/THR.
A320/A330
LICK TO EDIT MASTERMANAGEMENT TITLE STYLE ACBNORMAL OPERATION MEMORY ITEMS or OEB immediate actions
ECAM (SENSED PROC)
NOT SENSED PROC
DETECTION
DETECTION
PROC
PROC
OEB?
OEB?
DETECTION PROC
YES
NO
YES
ECAM ACTIONS ECAM PROCEDURE Apply OEB (Read and do QRH)
PROC SYSTEM DISPLAY
Apply OEB (Read and do QRH)
NO
Refer to QRH Abnormal procedure i
PROC STATUS PROC
ASSESS THE SITUATION PROC
XFTDN6ECAM00001 – ISSUE 15
DETECTION CLICK TO EDIT MASTER TITLE STYLE PF
MEMORY ITEMS
PM
When immediate crew reaction is necessary to avoid an imminent threat:
ANNOUNCE……………………APPROPRIATE CALLOUT e.g. ”EMERGENCY DESCENT” Refer to FCOM for the list of Memory Items and associated Callouts.
BACK
DETECTION CLICK TO EDIT MASTER TITLE STYLE PF
ECAM (SENSED PROC)
PM
First pilot who notices MASTER WARNING / MASTER CAUTION:
MASTER WARNING / MASTER CAUTION …..………… RESET TITLE OF FAILURE…………………………….…...…ANNOUNCE
or,
ADVISORY
GOLDEN RULE #1
Fly
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,Navigate, Communicate.
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CLICK TO EDITAM ASTER TITLE STYLE DVISORY PF
BACK
PM First pilot who notices an ADVISORY: “ ADVISORY ON (TITLE on SD page) SYSTEM ” SYSTEM PAGE DISPLAYED………...…..….……ANALYZE DRIFTING PARAMETER………........……………MONITOR
ECAM ADVISORY CONDITIONS ON QRH....…REQUEST ECAM Advisory conditions ………………….…....CHECK RECOMMENDED ACTIONS.……..………………….APPLY
DETECTION CLICK TO EDIT MASTER TITLE STYLE ECAM (SENSED PROC) FLY
You should stabilize the aircraft on a safe trajectory before performing any READ & DO actions. For takeoff and go-around, you should delay READ & DO actions until the aircraft reaches 400 ft AAL.
BACK
CLICK TOECAM EDIT M TITLE STYLE PASTER ROCEDURE PF
BACK
PM For each ECAM procedure: ECAM..…….....CONFIRM with SD page and OVHD panel
“ ECAM ACTIONS ”
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Apply the Tasksharing for Abnormal Operations: FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE COMMUNICATE ECAM.…………………...………………………….PERFORM
“ CLEAR (name of SYSTEM)? ” ECAM ACTIONS PERFORMED ……………...…… CHECK “ CLEAR (name of SYSTEM) ”
CLR pb……………………….…………………..……..PRESS
Actions to be confirmed by both pilots: i
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CLICK TOECAM EDIT M TITLE STYLE PASTER ROCEDURE
HOW TO STOP ECAM ACTIONS…
The PF can call out “STOP ECAM” at any time, if others specific actions must be performed. When the action is completed, the PF must call out: “CONTINUE ECAM”.
BACK
CLICK TOECAM EDIT M TITLE STYLE PASTER ROCEDURE
ECAM ACTIONS ……. PERFORM When ECAM actions request: “ X ” PROC ……..…. APPLY Stop ECAM actions. Refer to the QRH, and Perform the related procedure. Continue ECAM ACTIONS when QRH procedure is completed.
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CLICK TOECAM EDIT MPASTER TITLE STYLE ROCEDURE ACTIONS TO BE CONFIRMED BY BOTH PILOTS In flight, the PF and PM must crosscheck before any action on guarded controls, ENG MASTER sw, IR, computer reset or thrust levers. This doesn’t apply when on ground.
PM action……PF confirmation
PF action……PM confirmation
ENG MASTER sw
Any guarded controls
Thrust levers
IR mode rotary knob or IR pb sw
Computer reset
PM
PF
READ ON E/WD……..….. “ ENGINE MASTER 1 OFF ” Hand on related control: RELATED CONTROL………………….….…CHECK
REQUEST………….“ CONFIRM ENG MASTER 1 ? ”
ANSWER.…….…. “ ENG MASTER 1 CONFIRM ” ACTION……………………………………….PERFORM
BACK
CLICK TO EDIT MASTER TITLE STYLE SYSTEM DISPLAY PF
BACK
PM For each System Display (SD) page: SYSTEM DISPLAY (SD) page ………………….. ANALYZE
“ CLEAR (name of SYS)? ” “ CLEAR (name of SYS) ” CLR pb ………………………….………………..… PRESS
Repeat the same sequence for each secondary failure displayed on the ECAM SD page.
PM: “CLEAR FLIGHT CONTROL?”
PF: “CLEAR FLIGHT CONTROL”
CLICK TO EDIT SMTATUS ASTER TITLE STYLE PF
BACK
PM When the STATUS page appears: “ STATUS ”
“ STOP ECAM ” ECAM ACTIONS …………………………………….… STOP
Consider any Normal C/L, any System or Computer reset or Engine relight, as applicable. “ CONTINUE ECAM ” STATUS ………………………………………………… READ
“ REMOVE STATUS? ” “ REMOVE STATUS ”
STS pb ……………………….…….…………..…… PRESS
“ ECAM ACTIONS COMPLETE ” Apply the tasksharing for Normal Operations
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CLICK TO EDIT SMTATUS ASTER TITLE STYLE STATUS… READ
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Limitations
Deferred PROC
INOP systems
Information
When the STATUS page mentions: “X” PROC. . . . . . . . . . APPLY or INCREASED FUEL CONSUMP … continue reading all the STATUS page, and when ECAM actions are completed, refer to the QRH, and perform the related or appropriate procedure.
DETECTION CLICK TO EDIT MASTER TITLE STYLE PF
NOT SENSED PROC
PM
First pilot who notices a system defect or an abnormal situation without ECAM alert (e.g.: SMOKE SMELLING, SCREEN FAILURE, …) should advise the other crew clearly.
GOLDEN RULE #1
Fly, Navigate, Communicate.
BACK
CLICK TO EDIT MASTER TITLE STYLE REFER TO QRH PF
BACK
PM
“XXX PROC” Apply the tasksharing for Abnormal Operations: FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE COMMUNICATE APPROPRIATE QRH PROC……………IDENTIFY & PERFORM
“XXX PROC Completed”
Apply the tasksharing for Normal Operations
LICK TO EDIT MASTERMANAGEMENT TITLE STYLE ACBNORMAL OPERATION SITUATION ASSESSEMENT
BACK
Taking into account:
Limitations
LAND ASAP
Weather
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Fuel Management
OPS & Commercial consideration
Landing Performances
DECISION
Notify:
ATC
CREW / PAX
OPS
...
LICK TO EDIT MASTERMANAGEMENT TITLE STYLE ACBNORMAL OPERATION
LAND ASAP
BACK
LAND ASAP: Land as soon as possible at the nearest airport at which a safe landing can be made. Note: LAND ASAP information is applicable to a time critical situation.
LAND ASAP: Consider landing at the nearest suitable airport. Note: The suitability criteria should be defined in accordance with the Operator’s policy.
CLICK A TO MASTER TITLE STYLE LLEDIT ENGINE FLAMEOUT GOLDEN RULE #1
“ ECAM ACTIONS ”
ENG ALL ENGs FLAME OUT
RAT: Automatic deployment.
Fly, Navigate, Communicate.
A320
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A330
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PROC
Alternate law: Protections lost.
A320/A330
FL 250
APU…….START
FL 200 APU BLEED…………..ON SPEED…….GREEN DOT PROC
XFTDA1ALENGFO01 – ISSUE 15
CLICK A TO MASTER TITLE STYLE LLEDIT ENGINE FLAMEOUT FLY: LOSS OF AP, ATHR Maintain the optimum relight speed as requested by ECAM, RAT is extended - EMER GEN is available, The crew can operate the aircraft with: • Flight controls: Manual flight - ALTN law until L/G down, • Instruments: PFD1 (remove FD flag, consider FPV), ND1, ECAM upper display, Standby instruments.
NAVIGATE: LAND ASAP COMMUNICATE: Use VHF1 for MAYDAY message.
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CLICK A TO MASTER TITLE STYLE LLEDIT ENGINE FLAMEOUT FLY: LOSS OF AP, ATHR Maintain the optimum relight speed as requested by ECAM, RAT is extended - EMER GEN is available, The crew can operate the aircraft with: • Flight controls: Manual flight - ALTN law until L/G down, • Instruments: PFD1 (remove FD flag, consider FPV), ECAM upper display, Standby instruments.
NAVIGATE: LAND ASAP COMMUNICATE: Use VHF1 for MAYDAY message.
BACK
CLICK TOALL EDIT MASTER TITLE STYLE ENGINE FLAMEOUT ECAM PROCEDURE
When the ECAM requests:
- ENG/FUEL PROC. . . . . . . . - ENG/FUEL PROC. . . . . . . . . APPLY APPLY If fuel remains, refer immediately to the QRH
BACK
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 1/2
BACK
QRH
PREPARES FOR RELIGHT ATTEMPT WITH WINDMILLING
ABOVE APU AIR BLEED LIMIT, RELIGHT SEQUENCE CAN BE REPEATED UNTIL SUCCESSFUL OR APU BLEED AVAILABLE
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CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 1/2 ABOVE APU AIR BLEED LIMIT
BACK
FOR ENG START No relight, ENG masters OFF, Start chronometer:
30 seconds later:
After a successful start,
use the restored engine ASAP. Check Engine parameters, if no relight: 30 seconds later:
30 seconds later: repeat process…
CLICK TO MOVE FORWARD
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 2/2
BACK
QRH
RELIGHT SEQUENCE WHEN BELOW APU AIR BLEED LIMIT
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CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 2/2 BELOW APU AIR BLEED LIMIT
BACK
FOR ENG START From ENG masters OFF, One ENG at a time:
30 seconds later:
After a successful start,
use the restored engine ASAP. Check Engine parameter, if no relight: 30 seconds later:
30 seconds later: repeat process…
CLICK TO MOVE FORWARD
A320/A330
CLICK TO Dual EDIT FMGC MASTER Failure TITLE STYLE NORMAL mode:
FMGC 1
FMGC 2
FADEC
MCDU 1
MCDU 2
THRUST LEVERS
FMGC 1 FAILURE i
DUAL FMGC FAILURE
11
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NAV B/UP PROC
EFTDA1DUALFM001 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE FMGC 1 FAILURE PF
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PM DETECTION
GOLDEN RULE #1
GOLDEN RULE #2
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Fly, Navigate, Communicate.
Use the appropriate level of automation at all times.
SINGLE mode. The system automatically selects this degraded mode when one FMGC fails:
Computer Reset
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CLICK TO EDIT MASTER TITLE STYLE FMGC 1AIRCRAFT FAILURE FLY THE Loss of AP1 and FD1 (AP, FD of the affected side).
Engage AP2.
NEXT
BACK
CLICK TO EDIT M ASTER TITLE STYLE FMGC 1 FAILURE NAVIGATE
PREV
BACK
ND1
ND1
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
Select the same range and mode on both NDs:
The MCDU of the failed side reverts to the MCDU MENU page,
MCDU MENU SELECT
< FMGC (REQ)
NAV B/UP >
for flight crew awareness. < CMS
SELECT DESIRED SYSTEM
At this stage the healthy FM is in force, you can exit MCDU MENU by selecting any MCDU page.
OPP FMGC IN PROCESS
CLICK TO EDIT MASTER TITLE STYLE FMGC 1 FAILURE SINGLE MODE
FMGC 1
BACK
FMGC 2
FADEC MCDU 1
MCDU 2
THRUST LEVERS
CLICK TODEDIT MASTER TITLE STYLE UAL FMGC FAILURE PF
PM
FMGC Auto-Reset
DETECTION GOLDEN RULE #1 GOLDEN RULE #2
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Fly, Navigate, Communicate.
Use the appropriate level of automation at all times. When the ECAM is confirmed: When the ECAM is confirmed:
ECAM / OEB ACTIONS Apply the Tasksharing for Abnormal Operations
ECAM PROCEDURE SYSTEM DISPAY Computer Reset
STATUS
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BACK
CLICK TODEDIT MASTER TITLE STYLE UAL FMGC FAILURE FLY THE AIRCRAFT
Loss of AP/FD and A/THR. Remove FD flag (FDs…..OFF). Use the bird (FPV) (TRK/FPA…. SELECT).
THR LK
Single Chime (every 5 sec)
THR LK: Read N1, then move the thrust levers (
) accordingly.
NEXT
BACK
CLICK TODEDIT MASTER TITLE STYLE UAL FMGC FAILURE NAVIGATE
PREV
Tune NAVAIDs using the RMP:
Both NDs display:
MCDU MENU SELECT
NAV B/UP >
Both MCDUs revert to the MCDU MENU page: < CMS
SELECT DESIRED SYSTEM
BACK
CLICK TODEDIT MASTER TITLE STYLE UAL FMGC FAILURE
COMPUTER RESET
A recovery may result in the loss of all pilot-entered data (F-PLN, GW, CRZ FL, CI…). In that case: •
Deselect standby NAV on RMPs (but ILS and ADF must be tuned manually).
•
Select the initial database.
•
Select DIR TO and define DESTINATION.
•
Enter GW (FUEL PRED page).
•
Enter CRZ FL (PROG page).
•
Enter CI (PERF page).
•
Set Landing Elevation selector to AUTO.
BACK
CLICK TO EDIT ASTER TITLE STYLE NAV M B/UP MODE PF
PM
If the resets of both FMGCs are unsuccessful, use the back-up navigation degraded mode: NAV B/UP …………..… SELECT on both MCDU MENU pages
The MCDU continuously memorizes the active F-PLN in its internal memory. Selecting NAV B/UP enables the recovery of the Flight Plan from this memory. In this case: The pilot recovers the navigation function through the MCDU and ADIRS. F-PLN display is available on the ND. No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs. The MCDU’s NAV B/UP mode provides the following functions: • • • • •
B/UP F-PLN with auto-sequencing and limited lateral revision. B/UP F-PLN for DIR TO. B/UP PROG page. B/UP IRS (aircraft position using onside IRS or IRS 3). B/UP GPS page (option). FMGC1
MCDU 1 BACK UP NAV
FMGC2
MCDU 2 BACK UP NAV
BACK
CLICK TO EDITEGPWS MASTER TITLE STYLE MEMORY ITEM
GPWS BASIC FUNCTIONS
EGPWS ENHANCED FUNCTIONS
DURING THE FLIGHT
CAUTION ALERTS
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PROC
PROC
A320/A330
WARNING ALERTS PROC
Air Data Radio Altitude
GPWS Radio altitude alerts
GPS data Air Data Radio Altitude Baro Altitude
Terrain and Obstacle database Geometric altitude alerts
EGPWS
Aircraft Position Airport database
T E R R 0 5 5 0 1 3
A H E A D
XFTDO3_EGPWS_01 – ISSUE 15
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS
The GPWS warns the crew of a potential Controlled Flight Into Terrain (CFIT). Main functions: 1 - Excessive rate of descent.
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2 - Excessive terrain closure rate.
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3 - Altitude loss after TO or GA.
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4 - Unsafe terrain clearance.
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5 - Excessive deviation below G/S.
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BACK
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS MODE 1:
BACK
EXCESSIVE RATE OF DESCENT Warns that the A/C descent rate, with respect to altitude AGL, is excessive. Available in all flight phases.
“Sink rate, sink rate”
Then:
“Pull up”
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS MODE 2:
BACK
EXCESSIVE TERRAIN CLOSURE RATE Warns the pilot of rapidly rising terrain or obstacle with respect to the A/C speed, the configuration and the Radio Altitude rate of change.
“Terrain Terrain”
“Too low Terrain”
“Obstacle Ahead”
“Terrain Ahead”
Then, after it has been repeated twice…
“Pull up”
“Terrain Ahead”
“Obstacle Ahead”
“PULL UP”
“PULL UP”
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS
MODE 3: ALTITUDE LOSS AFTER TO OR GA
Warns the pilot of a significant altitude loss after TO or low altitude GA.
“Don’t sink, don’t sink”
BACK
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS MODE 4: UNSAFE TERRAIN CLEARANCE WHEN NOT IN LANDING CONFIGURATION Warns the pilot of insufficient terrain clearance as a function of the Radio Altitude, the Speed and the Configuration.
“Too low terrain” “Too low gear” “Too low flaps”
BACK
CLICK TO EDITBASIC MASTER TITLE STYLE GPWS FUNCTIONS MODE 5: EXCESSIVE DEVIATION BELOW G/S From 1 000 ft, a repeated aural alert warns the pilot whenever the A/C descends below the Glide Slope.
“Glide slope”
When it enters a hard warning area, the loudness increases.
“Glide slope”
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CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED
GPWS and Enhanced GPWS comparison:
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EGPWS gives additional time to react. EGPWS display:
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EGPWS contains 3 functions: •
Terrain Awareness and Display (TAD): - Caution:
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- Warning:
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• Terrain Clearance Floor (TCF).
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• Runway Field Clearance Floor (RFCF).
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BACK
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED GPWS and EGPWS comparison
BACK
Air Data Radio Altitude
GPWS Radio altitude alerts
GPS data Air Data Radio Altitude Baro Altitude
Terrain and Obstacle database Geometric altitude alerts
EGPWS
Aircraft Position Airport database
TERR AHEAD
055
013
The EGPWS integrates: • The present position (from GPS, FMS1 as backup), • The track, • The ground speed, • The geometric altitude (from pressure altitude, GPS altitude, radio altitude and terrain database), This function can protect against baro setting errors.
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED EGPWS DISPLAY
Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and: • Either TERRAIN ON ND is selected by the crew, • Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up). ND can display only one image at a time: EGPWS or WX RADAR. Source may be identified at bottom right of ND: • WX RADAR tilt angle indication:
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• TERR ON ND for EGPWS:
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BACK
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED WX RADAR TILT ANGLE INDICATION
WX RADAR tilt angle indication.
+2.5°
BACK
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED TERR ON ND FOR EGPWS
BACK
TERR 055 013
TERR in place of tilt angle.
Lowest and highest elevations of colored terrain encountered within the selected range, ahead of the aircraft: 055
013
Color display at high altitude:
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Color display at low altitude:
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CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED COLOR DISPLAY AT HIGH ALTITUDE
BACK
REFERENCE ALTITUDE
Based on the distribution of terrain elevations within ND range Solid green High density green
056 023
Low density green
Black Sea level Cyan
Unknown areas
Magenta
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED COLOR DISPLAY AT LOW ALTITUDE
BACK
High density red +2 000 ft High density yellow +1 000 ft Low density yellow
REFERENCE ALTITUDE -250 ft / -500 ft L/G DN / L/G UP
112 066
High density green - 1 000 ft Low density green - 2 000 ft Black Sea level Cyan
Unknown areas
Magenta
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED CAUTION DISPLAY
BACK
OBST AHEAD 055 013
055 013
“Terrain ahead”
Time before impact approx: 60 sec
“Obstacle ahead”
CLICK TO EDIT M ASTER TITLE STYLE EGPWS ENHANCED FUNCTIONS WARNING DISPLAY
026 014
“Terrain ahead” “PULL UP”
“Obstacle ahead”
Time before impact approx: 30 sec
‘PULL UP”
BACK
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED TERRAIN CLEARANCE FLOOR (TCF) A terrain clearance floor envelope is stored in the database for some runways. The TCF function warns of premature descent below this floor. TCF is valid for any phase of flight, in complement of basic GPWS mode 4 C.
“Too low terrain” “Too low terrain”
3° descent path
BACK
CLICK TO EDIT MASTERFUNCTIONS TITLE STYLE EGPWS ENHANCED RUNWAY FIELD CLEARANCE FLOOR ALERT (RFCF)
BACK
Complements the TCF function. For runways that are significantly higher than the surrounding terrain. In these cases, the radio altitude maybe so high that the EGPWS does not trigger TCF alerts, whereas the aircraft could be below the runway elevation. RFCF protection ensures that the aircraft remains 300 ft above the runway elevation within the last 5.5 nm, even if there are sufficient margins with the surrounding terrain.
5.5 nm 300 ft
0.5 nm “Too low terrain”
CLICK TO DEDIT MTHE ASTER TITLE STYLE URING FLIGHT TERR p/b enables to activate or deactivate the enhanced functions of the EGPWS.
In the case of LOW ACCURACY of the aircraft position, the enhanced modes (TAD and TCF) are automatically deactivated. The TERR STBY memo appears.
During descent: • TERR on ND…..OFF on PF side (priority for WX radar). • TERR on ND ….. ON on PM side.
Terrain display must not be used for navigation (only for terrain awareness).
BACK
CLICK TO EDIT MASTER TITLE STYLE CAUTION ALERTS PF
PM Terrain/obstacle related caution alerts
During Night or IMC:
“Terrain Terrain”
SIMULTANEOUSLY: “PULL UP TOGA”
“Too low Terrain” AP…………………………….………………………OFF PITCH………………….……………………....PULL UP Pull full backstick and maintain in that position THRUST LEVERS ………………………………TOGA
“Terrain Ahead”
SPEED BRAKES……………..CHECK RETRACTED BANK…………………….WINGS LEVEL or ADJUST
During daylight and VMC with terrain and obstacle clearly insight:
A320/A330
FLIGHT PATH……………………………..……. ADJUST • Adjust pitch, bank and thrust to silent the alert.
NOTE: For some airports, the operator may define a specific procedure
“Obstacle Ahead”
NEXT BACK
CLICK TO EDIT MASTER TITLE STYLE CAUTION ALERTS PF
Sink rate
PM
Above 1 000 ft AAL in IMC or above 500 ft in VMC: “Sink rate” FLIGHT PATH……….………………………………ADJUST Adjust pitch and thrust to silent the alert. Below 1 000 ft AAL in IMC or below 500 ft in VMC: GO AROUND……………………………….........CONSIDER
Don’t sink Above 1 000 ft AAL in IMC or above 500 ft in VMC: FLIGHT PATH……….………………………………ADJUST Adjust pitch and thrust to silent the alert.
“Don’t sink”
Too low FLAPS, too low GEAR GO AROUND………………………….........PERFORM “Too low Flaps”
Glide slope Above 1 000 ft AAL in IMC or above 500 ft in VMC: FLIGHT PATH……….………………………………ADJUST Adjust pitch and thrust to silent the alert. When conditions require a deliberate approach below G/S: G/S MODE……………………….………………….........OFF Below 1 000 ft AAL in IMC or below 500 ft in VMC: GO AROUND……………………………….........CONSIDER
A320/A330
“Glide Slope”
“Too low Gear”
PREV BACK
CLICK TO EDIT MASTER TITLE STYLE WARNING ALERTS CM1 PF
Pull up warning alerts
CM2 PM
“PULL UP” “Obstacle Ahead”
“Terrain Ahead”
“PULL UP”
“PULL UP”
SIMULTANEOUSLY: “PULL UP TOGA” AP…………………………………………………………OFF PITCH……………………………………………....PULL UP Pull full back stick and maintain in that position THRUST LEVERS ……………………………………TOGA SPEED BRAKES…………………..CHECK RETRACTED BANK………………………….WINGS LEVEL or ADJUST If the "TERRAIN AHEAD PULL UP" or "OBSTACLE AHEAD PULL UP" aural alert triggers, a turning maneuver can be initiated if you conclude that turning is the safest action. The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance.
A320/A330
BACK
CLICK TO EDIT MASTER TITLE STYLE EMERGENCY DESCENT MEMORY ITEM
1st STEP: MEMORY ITEMS PROTECT
DESCENT INITIATION
PROC
PROC
2st STEP: ECAM or QRH PROC
REACHING FL100 / MEA or MORA
PROC
PROC
DECOMPRESSION or PRESSURIZATION LOST
FLOW PATTERN
A320/A330
FLOW FL100 / MEA or MORA
XFTDA7EMERDES01 – ISSUE 15
CLICK TO EDITPM ASTER TITLE STYLE ROTECT PF
PM
“ EMERGENCY DESCENT ”
CREW OXY MASKS …………………..………..…….…… USE INT/RAD sw ………………………………………………….. INT INT RECEPTION knob ..….......................……… CHECK ON INT VOLUME ………………………..…………...……. ADJUST COMMUNICATION ………………….…...….….... ESTABLISH INT
BACK
CLICK TODEDIT MASTER TITLE STYLE ESCENT INITIATION PF
PM Initiate the descent without delay:
EMER DESCENT ….……………………….. INITIATE
SIGNS (ALL)…...…………...………………....….........ON
- ALT……………........……………TURN PULL i - HDG……...…..…………………..TURN PULL - SPEED...……..……………………….….PULL
“ THRUST IDLE, OPEN DESCENT, HEADING, ALT BLUE” “ CHECKED ” If A/THR is not active: THR LEVERS….…………..………………..…..……...IDLE
SPD BRK…………………..…………..……………….FULL
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CLICK TO EDIT MASTER TITLE STYLE INITIAL DESCENT
ALT KNOB SELECTOR … TURN then PULL
Action on the altitude knob-selector is TURN, then PULL. If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.
Any delayed descent leads to limited oxygen for passengers, increasing hypoxia risk.
BACK
CLICKECAM TO EDIT MASTER TITLE STYLE OR QRH PROCEDURE PF
When descent established:
BACK
PM
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Note: The following actions are not an extensive presentation of the ECAM/ QRH but just highlights on some specific steps.
SPEED ……………..………………….MAX APPROPRIATE
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ATC ……..………………....………………………..... NOTIFY Whether displayed or not on ECAM, the flight crew should announce through PA:
“EMERGENCY DESCENT”
MORA is displayed when: • CSTR selected, • ND range is 40 nm or more.
MORA 150
To save oxygen, set the oxygen diluter selector to N position.
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CLICKECAM TO EDIT MASTER TITLE STYLE OR QRH PROCEDURE BACK
The flight crew performs the Read & Do procedures (ECAM or QRH) when the aircraft is established in descent and Memory items are completed.
• If ECAM warning
• If No ECAM warning
QRH EMER DESCENT Procedure
CLICKECAM TO EDIT MASTER TITLE STYLE OR QRH PROCEDURE SPEED…………..MAX APPROPRIATE
BACK
STRUCTURAL DAMAGE ? Loud bang, high cabin V/S, airflow…
No MMO / VMO……SET
Yes, or suspected
IAS target during descent
SPD / MACH pb……PRESS
Reduce speed as appropriate. If necessary, reduce speed below VLO and extend the landing gear
CLICKECAM TO EDIT MASTER TITLE STYLE OR QRH PROCEDURE
“EMERGENCY DESCENT”
On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE may not be displayed on ECAM.
BACK
CLICK TO EDIT MASTER STYLE REACHING FL100 / MEATITLE OR MORA PF
PM When ALT* engages:
SPEED BRAKES.………………………...………...……RETRACT SPEED.………………………………....……………........MANAGE
Once oxygen masks are removed: Oxygen stowage mask compartment ……………….… CLOSE Oxygen control slide ………………………………….. RESET
Below FL 100, you should limit the rate of descent to approximately 1 000 ft/min, except during the approach phase.
BACK
CLICK TO EDIT MASTER TITLE STYLE EMERGENCY DESCENT PF
BACK
PM 1
1
CLICK TO EDIT MASTER TITLE STYLE EMERGENCY EVACUATION CAPT
F/O When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ” PA
“ EMERGENCY EVACUATION PROCEDURE ”
EMER EVAC PROC...........................................PERFORM
The Captain is building his decision. If evacuation is not required: “CABIN CREW and PASSAGERS REMAIN SEATED” PA
If evacuation is required, evacuation initiate “EVACUATE, EVACUATE” PA
EMER EVAC COMMAND …..………………………...… ON
A320/A330
ATC …..………………………...… ADVISE If evacuation subsequent to rejected takeoff, F/O advises ATC
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
XFTDA1EMREVAC01 – ISSUE 15
CLICK TO EDIT MASTER TITLEV1 STYLE ENGINE FAILURE AFTER
DETECTION
ECAM ACTIONS
ACCELERATION
CONTINUE ECAM
APPROACH PREPARATION
PROC
PROC
PROC
PROC
PROC
APPROACH BRIEFING FMS PREP MCT
At Green Dot
-S -F
Beta target
Flaps 0
-
°
OP CLB
Flaps 1
EO ACCELERATION ALTITUDE
L/G up PITCH: 12,5°
A320
V1
A320/A330
ENG 1 FAIL
400 ft mini A330
XFTDA10ENGFTO01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE DETECTION PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate. ENG 1 FAIL
The first pilot who detects: “ ENGINE FAILURE ” FLY: Gear Up, Consider TOGA,
No ECAM action until the aircraft is
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established on a safe flight path, and Pitch adjust 12.5º, then follow FD bars, Beta target,
not before at least 400 ft AGL.
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Consider AP. NAVIGATE:
LAND ASAP When applicable, consider EO SID for TAKEOFF RWY. COMMUNICATE: “ PAN PAN ” or “ MAYDAY ” message. ATC
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CLICK TO EDIT MASTER TITLE STYLE DETECTION BACK
In such situation, stabilizing the flight path is number one priority. Performing the ECAM actions before the aircraft is stabilized on the flight path, reduces flight crew efficiency due to the PF’s high workload, and may lead to a trajectory error.
NO ACTIONS BEFORE 400 ft AGL EXCEPT GEAR UP .
CLICK TO EDIT MASTER TITLE STYLE DETECTION
CONSIDER TOGA When T/O with FLEX thrust, you may consider setting TOGA T/O thrust (FLEX or TOGA) must be kept until GREEN DOT speed is reached, limited to 10 min, TOGA thrust requires more rudder input, Setting TOGA when out of SRS mode with slats extended, triggers GO AROUND mode.
BACK
CLICK TO EDIT MASTER TITLE STYLE DETECTION BETA TARGET AND RUDDER TRIM
Center the Beta target.
Beta target
Once centered: Appropriate sideslip for optimum
Then, trim. Moves at 1 deg/s.
aircraft performance.
Note: • The rudder trim rotary switch and the RESET pushbutton are not active when the autopilot is engaged. • Beta target conditions: refer to FCOM DSC-31-40 Indications on PFD / Attitude Data.
BACK
CLICK TO EDIT MASTER ECAM ACTIONSTITLE STYLE PF
BACK
PM
“ ECAM ACTIONS ”
ECAM ACTIONS.…………….…………………....PERFORM
ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...
DAMAGE OR NO DAMAGE? DAMAGE
NO DAMAGE
• High vibration prior to flame out. • Loud noise, explosion. • Repeated and uncontrollable engine stalls. • Abnormal engine indications on ECAM (such as N1 or N1 ~ 0). • Damage visually detected by the crew.
The crew may decide to attempt an engine relight in flight at this step, but it is recommended to: • Perform all ECAM actions and • Consider engine relight when reaching the
No Attempt to Relight
STATUS page.
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION PF
PM Before EO ACC ALT:
“ STOP ECAM ”
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ECAM ACTIONS ………………….………………….....STOP
At EO ACC ALT A330
A320
BACK
A330
V/S knob (or ALT pb A330) ………PUSH TO LEVEL OFF “ ALT (or V/S 0) ”
“ CHECKED ” Clean up the A/C.
When the speed trend arrow reaches GREEN DOT: ALT knob-selector ……………….……………....……PULL
THR LEVER ..……..………....………..…...……………..MCT
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CLICK TO EDIT MASTER TITLE STYLE ACCELERATION
Before EO ACC ALT You should delay the acceleration for SECURING the engine. An engine is considered SECURED when: •
ENG MASTER…OFF for an engine failure without damage,
•
AGENT 1…DISCH for an engine failure with damage,
•
Fire extinguished or AGENT 2…DISCH for an engine fire.
CAUTION: DO NOT EXCEED THE MAXIMUM EO ACC ALT.
BACK
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION BEFORE EO ACC ALT
BACK
Set MCT during a FLEX TAKE OFF:
FLX
CL
MCT
CLICK TO EDIT MASTER TITLE STYLE CONTINUE ECAM PF
PM
“ CONTINUE ECAM ” ECAM ACTIONS ……………………………….CONTINUE
Before reading STATUS page, consider: AFTER TAKEOFF/CLIMB checklist
ENG RELIGHT (IN FLIGHT)
BACK
CLICK TO EDIT MASTER TITLE STYLE APPROACH PREPARATION PF
BACK
PM
“ YOU HAVE CONTROL? ” “ I HAVE CONTROL”
FMS ……………...…………….…………………... PREPARE
FMS PREPARATION ……………...………………... CHECK
APPROACH BRIEFING ............….………….… PERFORM
ONE ENGINE OUT LANDING: To make the landing run easier, it is recommended, in the later stage of the approach, the PM resets the rudder trim to zero, upon PF‘s request.
CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE Detection and Initial Actions
STANDARD STRATEGY PROC ECAM ACTIONS
STRATEGY?
PROC
PROC
OBSTACLE STRATEGY PROC
Deceleration to green dot
THR Levers MCT
FLIGHT CONTINUATION
OBSTACLE STRATEGY
A/THR OFF
ATC
M. 78/300KT
STANDARD STRATEGY
EO MAX FL
Engine Failure below EO MAX FL
A320/A330
PROC
XFTDA1ENGFCRZ01 – ISSUE 15
CLICK TO EDIT AND MASTER STYLE DETECTION INITIALTITLE ACTIONS PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #2
Use the appropriate level of automation at all times. FLY:
ALL THRUST LEVERS ……………..……………….….MCT
Set A/THR to OFF
A/THR ………………………………………………………OFF
in order to freeze MCT.
NAVIGATE:
STRATEGY…………………………………...….DETERMINE
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STRATEGY………………………………….….DETERMINE
COMMUNICATE: “ PAN PAN ” or “ MAYDAY ” message. ATC
CLICK TO EDIT AND MASTER STYLE DETECTION INITIALTITLE ACTIONS STRATEGY … DETERMINE
REC MAX is displayed on PROG PAGE:
STANDARD STRATEGY No obstacle constraint.
OBSTACLE STRATEGY To ensure the margins over obstacles.
FIXED SPEED STRATEGY ETOPS constraint
As established before dispatch, use: M.80 / 350 KT Or M.78 / 320 KT
BACK
CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE BACK
M. 78/300KT A320 M. 82/300KT A330/340
THR Levers MCT
A/THR OFF
SET & PULL M.78 (.82)/300kt
SET & PULL LRC CEILING
On the PROG page, the REC MAX gives the EO LRC Ceiling:
EO
When V/S becomes less than -500ft/min: SET & PULL V/S -500 ft/min
A/THR ON
EO MAX FL
CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE OBSTACLE STRATEGY
BACK
SET & PULL CEILING
When clear of obstacle apply standard strategy: Deceleration to green dot
SET & PULL M.78/300kt
SET & PULL LRC CEILING
DRIFT DOWN FL
On the PERF page, the DRIFT DOWN Ceiling is displayed as:
EO MAX FL
CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE FLIGHT CONTINUATION
BACK
At LRC ceiling... EO LRC SPEED
When V/S < 500 ft/min: V/S – 500 FT/MIN .…………………..….…. SET AND PULL A/THR …………………..……….………..………..………..ON
When reaching EO LRC ceiling: SPEED ….…………………………………...……....MANAGE
T/D
CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE
ENGINE FAILURE BELOW EO MAX FL
If the engine failure occurs below EO MAX FL, keep A/THR ON.
BACK
CLICK F TO EDITCONTROL MASTER TITLE LIGHT LAWS STYLE NORMAL LAW
ALTERNATE LAW
DIRECT LAW
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Some failures, or combination of failures impacting flight controls, could lead to a downgraded flight control law refer to as Alternate Law or Direct Law.
HIGH AOA PROTECTION
VLS
V STALL WARNING
VLS
VαPROT VαMAX
VαSW
EFTDN1RCFGLAW01 – ISSUE 15
CLICK TO EDIT MASTER NORMAL LAW TITLE STYLE HIGH SPEED PROTECTION
BACK
BANK ANGLE PROTECTION
OVERSPEED WARNING
VLS VαPROT αFLOOR VαMAX
PITCH ATTITUDE PROTECTION
CLICK TO EDIT MASTER TITLE STYLE ALTERNATE LAW FAILURES
FAILURES
NORMAL LAW
FAILURES
ALTERNATE LAW WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS: PITCH CONTROL: • Alternate law with reduced protection. • Alternate law (no protection). ROLL CONTROL: Direct law. YAW CONTROL: Alternate law (only damping function available). REDUCED PROTECTIONS: Load factor protection, Low speed stability and High speed stability are available, Overspeed and stall warnings are still available, Bank angle protection is lost, Pitch attitude protection is lost, Low energy aural alert is lost.
ALTERNATE LAW (NO PROTECTION)
BACK
CLICK TO EDIT MASTER DIRECT LAW TITLE STYLE
BACK
FAILURES
FAILURES
FAILURES
NORMAL LAW
CREW ACTIONS
FAILURES
ALTERNATE LAW WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS:
PITCH CONTROL: Direct law (no automatic trim available). ROLL CONTROL: Direct law. YAW CONTROL: Turn coordination reduced
No protection but overspeed and stall warnings are available.
ALTERNATE LAW (NO PROTECTION)
DIRECT LAW
A320/A330
CLICK TO EDIT MASTER TITLE STYLE FLIGHT CREW INCAPACITATION
DEFINITION
DETECTION
REACTION
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PROC
XFTDA1INCAPAC01 – ISSUE 15
CLICK TO EDITDEFINITION MASTER TITLE STYLE “Any condition which affects the health of a crew member during the performance of duties which renders him incapable of performing the assigned duties.”
It occurs more frequently than many of the other emergencies, which are the subject of routine training.
It occurs in all age groups and during all phases of flight.
BACK
CLICK TO EDIT MASTER TITLE STYLE DETECTION
Incapacitation can occur in many form, that range from sudden death to partial loss of function.
Main symptoms: • No standard callouts, particularly during critical flight phases, • High number of clues of “subtle incapacitation” (e.g. no appropriate response to a verbal communication), • Incoherent speech, • Strange behavior, • Irregular breathing, • Pale fixed facial expression, • Jerky motions either delayed or too rapid.
BACK
CLICK TO EDIT MASTER REACTION - 1/2TITLE STYLE
NEXT
The fit pilot must:
Take over and ensure a safe flight path: •
Announce “I HAVE CONTROL”,
•
If the incapacitated flight crewmember interferes with aircraft handling, press and keep pressed the sidestick pushbutton for at least 40 seconds, i
•
Keep or engage AP as required,
•
Perform callout and checklist aloud,
Declare an Emergency to ATC:
ATC
“ MAYDAY, MAYDAY, MAYDAY ”
Take any steps possible to contain the incapacitated flight crewmember. These steps may involve cabin crew. “ATTENTION, PURSER TO COCKPIT PLEASE” PA
BACK
CLICK TO EDIT MASTER REACTION - 1/2TITLE STYLE
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
BACK
CLICK TO EDIT MASTER REACTION - 2/2TITLE STYLE
PREV
BACK
Consider: • Early approach preparation and checklist reading, • Automatic landing, • Use of radar vectoring and long approach. Land At the Nearest Suitable Airport. Arrange medical assistance onboard and after landing (e.g.: request assistance from any medically qualified passenger).
CLICK TO ENERGY EDIT MASTER STYLE LOW AURALTITLE ALERT PF
PM “ SPEED SPEED SPEED ” (NO ECAM MESSAGE)
THRUST……………………………........INCREASE PITCH ATTITUDE....................ADJUST, AS RQRD ALERT AVAILABILITY The low energy aural alert is available: o Only in normal law, o In CONF 2, 3 and FULL, o 100 ft < RA < 2 000 ft The low energy aural alert is inhibited: o TOGA selected or, Alpha Floor or, GPWS alert is triggered or, o Both RA have been lose.
A320/A330
ALERT TRIGGERING CONDITIONS The low energy aural alert is triggered: VLS
• Between VLS and VaPROT.
VαPROT VαMAX
XFTDN1LOWENER01 – ISSUE 15
A320/A330
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF CAPTAIN DECISION
“STOP”
RTO < 72 kt
Reject takeoff
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V1
Continue takeoff
REJECTED TAKEOFF PROC FLOW
XFTDA6REJECTO01 – ISSUE 15
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF DECISION MANAGEMENT
Many ECAM alerts are inhibited during takeoff phase, to enable the flight crew to focus on their primary tasks.
Therefore, any ECAM Warning or Caution triggered below V1 must be considered as significant. Takeoff should be rejected. Note: any non-ECAM event (Tire burst, bird hazard, …): • Below 100 kt: reject the takeoff, • Above 100 kt: consider continue takeoff (GO-MINDED).
BACK
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF RTO BELOW 72 kt
In the case of a RTO below 72 kt: No ground spoilers deployment, No autobrake activation, Use manual braking, Use nosewheel steering and differential braking if needed.
BACK
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF CAPT
BACK
F/O CAPTAIN DECISION “ STOP! ” The CAPT is now PF
Simultaneously: ALL THRUST LEVERS.……........................................IDLE REVERSE THRUST.…...………....…...…..…….MAX AVAIL
REVERSERS/DECELERATION ……………..….… CHECK “ REVERSE GREEN ” “ DECEL ” ANY AUDIO….……..…….……..………..………….CANCEL
When the aircraft stopped:
REVERSERS ............................................... STOWED PARKING BRAKE …………………………………….ON “ ATTENTION! CREW AT STATIONS ”
NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ” EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
PA
If required ECAM ACTIONS EVACUATION PROCEDURE
ATC
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CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF
EMER EVAC PROC
BACK
The EMER EVAC procedure is located in the inside back cover of the QRH.
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF REJECTED TAKEOFF flow pattern
CAPT CAPT
BACK
F/O F/O
“STOP !”
« REVERSE GREEN »
1 « ECAM ACTIONS »
2
4
« DECEL »
3 ALL THRUST LEVERS IDLE REVERSERS MAX AVAIL
1 PA: « ATTENTION! CREW AT STATION »
WHEN AIRCRAFT STOPPED « AIRBUS____, STOPPING »
3
3
4 EMERGENCY EVACUATION PROC: LOCATE WHEN AIRCRAFT IS STOPPED: REVERSERS STOWED PARKING BRAKE ON
2
A320
CLICK TO EDIT M ASTER TITLE STYLE ROPS RUNWAY OVERRUN WARNING (ROW)
RUNWAY OVERRUN PROTECTION (ROP)
IF WET : RWY TOO SHORT
RWY TOO SHORT
PROC
PROC
PROC
GO-AROUND MINDED
STOP MINDED
ROW/ROP Transition point (Start of braking)
EFTDO_ROWROP_01 – STD 1.9 – ISSUE 15
UNWAY OVERRUN ARNINGSTYLE CLICKRTO EDIT MASTERWTITLE
PF
-IF WET: RWY TOO SHORT GO-AROUND MINDED
PM
GO-AROUND MINDED
400 ft
If the runway is wet or contaminated: GO AROUND .………………………….............. PERFORM If the runway is dry: APPROACH .…………………....……..……….. CONTINUE
The flight crew must always follow the ROW alerts.
BACK
UNWAY OVERRUN ARNINGSTYLE CLICKRTO EDIT MASTERWTITLE -RWY TOO SHORT-
PF
GO-AROUND MINDED
PM
GO-AROUND
“RUNWAY TOO SHORT” 400 ft
200 ft
When “RWY TOO SHORT” message(s) trigger(s) GO AROUND .……………………………........... PERFORM
The flight crew must always follow the ROW alerts. Below 200 ft AGL, in addition to the message displayed on PFD the aural alert “RUNWAY TOO SHORT” triggers.
BACK
CLICK TO EDIT MASTER TITLE STYLE RUNWAY OVERRUN PROTECTION PF
STOP MINDED
PM
MAXIMUM MANUAL BRAKING............ APPLY and KEEP MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN MAXIMUM REVERSE THRUST…………….…. MAINTAIN
The flight crew must always follow the ROP alerts.
BACK
A320/A330
CLICK TO EDITSMMOKE ASTER TITLE STYLE ECAM warning Smoke sensed Procedure
Smoke perception without ECAM warning
“ ECAM actions ”
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(A320 Only)
Immediate actions
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QRH SMOKE / FUMES / AVNCS SMOKE procedure
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If smoke persists Or In case of doubt about the smoke source, apply: QRH SMOKE / FUMES / AVNCS SMOKE procedure
XFTDA1SMOKE0001 – ISSUE 15
CLICK TO EDITSMMOKE ASTER TITLE STYLE
WITHOUT ECAM WARNING
QRH Note: This QRH procedure covers many cases of smoke sources (even all steps of the AVIONICS SMOKE ECAM procedure).
BACK
CLICK TO EDITSMMOKE ASTER TITLE STYLE
WITH ECAM WARNING
•
BACK
On A320 only, the AVIONICS SMOKE ECAM procedure should be applied only when the smoke is confirmed visually or by smell. In that case, apply first the ECAM actions, before entering the QRH SMOKE/FUMES/AVNCS SMOKE procedure, or refer directly to the QRH. If not, consider a spurious alert.
•
If any doubt exists about the smoke origin, refer to the QRH SMOKE/FUMES/AVNCS SMOKE procedure.
CLICK TO EDITSMMOKE ASTER TITLE STYLE IMMEDIATE ACTIONS
Be prepared to immediately perform a diversion. With or without ECAM activations, these immediate actions correspond to the most common steps to be taken in smoke cases.
Protect the crew, Avoid any further contamination, Establish communication with cabin crew.
QRH
ECAM warning SMOKE
BACK
CLICK TO EDITSMMOKE ASTER TITLE STYLE SMOKE/FUMES QRH PROCEDURE
BACK
LAND ASAP.
Protect Crew, Avoid cockpit and cabin contamination, Establish communication with cabin crew.
Short term decisions.
If SMOKE/FUMES becomes the GREATEST THREAT, If situation becomes UNMANAGEABLE. At any time of the procedure: Removal of SMOKE/FUMES,
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ELEC EMER CONFIG.
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Investigate the source of smoke.
CLICK TO EDITOF MASTER STYLE REMOVAL SMOKETITLE /FUMES PF
PM
Smoke is dense, and becomes the greatest threat:
ORDER: “ REMOVAL OF SMOKE / FUMES PROCEDURE ”
SMOKE/FUMES/AVNCS SMOKE.………....APPLY
Procedure Layout
Smoke Removal above FL100 or MEAMORA. Descente initiated. At this stage, during descent, you can come back to the SMOKE/FUMES/AVNCS SMOKE procedure.
Smoke Removal without window opening.
Resume Smoke Removal at or below FL100 or MEA. If cockpit window opening required…
BACK
CLICK EDIT MASTER STYLE TOTO SET ELEC EMER TITLE CONFIG PF
PM
Dense smoke still continues, being the greatest threat, or When all the specific actions have been unsuccessful:
Refer to the end of the SMOKE/FUMES/AVNCS SMOKE procedure to set ELEC EMER CONFIG
Apply:
Purpose: To shed as much electrical equipment as possible and thus try to isolate smoke source(s).
Objective: Remain in ELEC EMER CONFIG to fly and restore normal electrical generation before landing to ensure normal landing.
Note: On A330 only, when necessary, the REMOVAL of SMOKE/FUMES procedure must be applied before the electrical emergency configuration is set, since manual control of cabin pressure cannot be selected in electrical emergency configuration.
BACK
A320/A330
CLICK TOSEDIT ASTER TITLE STYLE TALLM RECOVERY MEMORY ITEM
DETECTION
RECOVERY
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PROC
1 Reduce AOA
2
Increase Energy
XFTDA4STALLRC01 – ISSUE 15
CLICK TOSEDIT ASTER TITLE STYLE TALLM DETECTION
DETECTION OF BUFFET
“ STALL, STALL ” + CRICKET
REQUIRE A STANDARD CALLOUT AND AN IMMEDIATE ACTION
BACK
CLICK TOSEDIT ASTER TITLE STYLE TALLM RECOVERY PF
BACK
PM
“ STALL, I HAVE CONTROL ” Reduction of AOA
NOSE DOWN PITCH CONTROL………....………....APPLY Note : In the case of lack of pitch down authority, due to under wing mounted engines, reducing thrust may be necessary BANK.……………………….…………………WINGS LEVEL When STALL indications have stopped Increase energy
THRUST……...........INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES...……….………......CHECK RETRACTED
FLIGHT PATH……...………..….….RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft: “ FLAPS 1 ” FLAPS 1 ……………………………....……........... SELECT
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CLICK TOSEDIT ASTER TITLE STYLE TALLM RECOVERY FLAPS 1
BACK
Select FLAPS 1 in order to increase the margin to the AOAstall.
CLEAN CONF
FLAPS 1
FLAPS 1
VSW, CLEAN
VSW, FLAPS_1
CLICK TO EDIT TCAS MASTER TITLE STYLE MEMORY ITEM Intruders classification
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TCAS panel
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Traffic Advisory (TA)
Resolution Advisory (RA)
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A320/A330
“ TRAFFIC
“ DESCEND
TRAFFIC ”
DESCEND ”
Clear of conflict i
“ CLEAR OF CONFLICT ”
XFTDO2_TCAS__01 – ISSUE 15
CLICK TO EDIT TCAS MASTER TITLE STYLE INTRUDER CLASSIFICATION
BACK
The intruders are classified in four levels and displayed accordingly on ND: Surrounding traffic
TCAS only
Other intruders
Proximate intruders
Traffic Advisory (TA)
Resolution Advisory (RA)
- 15
- 10
- 09
- 05
- 15
- 10
- 09
- 05
TCAS + ADS-B - 05
PROVIDES INFORMATION ABOUT THE TWO MOST DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
CLICK TO EDIT TCAS MASTER TITLE STYLE TCAS PANEL
The flight crew should select: ABV in climb, ALL in cruise, BLW in descent or if the cruise altitude ≥ FL390, THRT in heavy traffic terminal area, TA in case of: •
Engine failure,
•
Flight with L/G down,
•
Operation at specific airport.
BACK
CLICK TO EDIT M ASTER TITLE TRAFFIC ADVISORY (TA) STYLE PF
PM “ TRAFFIC, TRAFFIC ”
TCAS mode……….….CHECK ARMED “ TCAS BLUE ” “ CHECKED ” If A/THR available: AUTOTHRUST……..………...….ON
If AP/FD TCAS not avail:
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Do not maneuver based on a TA alone.
BACK
CLICK TO EDIT M ASTER TITLE TRAFFIC ADVISORY (TA) STYLE
AF/FD TCAS NOT AVAIL If the AP/FD TCAS mode does not immediately arm, the AP/FD TCAS mode is failed. In that case, the PF announces: “TCAS, I HAVE CONTROL” and the flight crew must be prepared to manually follow the RA orders, in the case of a subsequent RA. Refer to "TCAS Procedure without AP/FD TCAS“
BACK
CLICKRTO EDIT MASTER TITLE ESOLUTION ADVISORY (RA)STYLE PF
BACK
PM “ CLIMB, CLIMB ”
“ TCAS” “ CHECKED ” If AP is OFF: FD orders...................FOLLOW AP can be engaged.
ATC
V/S.............................MONITOR i Fly the green area
“ AIRBUS xxx TCAS RA”
V/S.............................MONITOR
If any ”CLIMB” aural alert sounds during final approach TCAS MODE ORDERs ....... MONITOR/FOLLOW GO AROUND …………………………. CONSIDER If AP/FD TCAS not avail:
ATC
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Respect STALL, GPWS or WINDSHEAR WARNINGS
“ AIRBUS xxx TCAS RA”
CLICKRTO EDIT MASTER TITLE ESOLUTION ADVISORY (RA)STYLE
Monitor V/S
BACK
ESOLUTION ADVISORY (RA)STYLE CLICKRTO EDIT MASTER TITLE AP/FD TCAS NOT AVAILABLE
PF
BACK
PM
“ CLIMB, CLIMB ”
AP......................................OFF “ SET FDs OFF”
FDs......................................OFF i
Promptly and smoothly V/S........ ADJUST or MAINTAIN Fly the green area.
“ AIRBUS xxx TCAS RA” ATC
V/S............................MONITOR
If any ”CLIMB” aural alert sounds during final approach GO AROUND …………………………. PERFORM
“ AIRBUS xxx GOING AROUND DUE TO TCAS RA” ATC
Respect STALL, GPWS or WINDSHEAR WARNINGS
WHY « FDs.…OFF »?
TCAS RA: “DESCENT! DESCENT!”
THR CLB | OP CLB
NEXT
WHY « FDs.…OFF »?
NEXT
The flight crew forgets to switch off both FDs…
THR CLB | OP CLB
WHY « FDs.…OFF »?
BACK
When the speed reaches speed limit, the HIGH SPEED PROTECTION activates…
THR SPEED CLB |
CLICK TOCEDIT ASTER TITLE STYLE LEARM OF CONFLICT PF
BACK
PM
“ CLEAR OF CONFLICT ” ATC
“ AIRBUS xxx CLEAR OF CONFLICT, RETURNING TO … ”
TCAS RA performed using AP/FD TCAS AP/FD………..………………... MONITOR/FOLLOW LAT & VERT GUIDANCE ………………... ADJUST SPEED ………………………………..……. ADJUST
TCAS RA performed manually FD ……………………………..….……. REENGAGE LAT & VERT GUIDANCE ………………... ADJUST AP………….……..………………............. AS RQRD
Aeroplane Upset Prevention and Recovery Training: Extreme Attitude Training
Extreme Attitude Training Aim: • To reinforce 3D mental picture in order to recognize and confirm developed upset situations.
Extreme Attitude Training Objectives: • To observe PFD’s displayed during 2 seconds (Altitude between FL100 and FL180) • To recognize stall conditions, if any • To assess the aeroplane energy state and energy rate of change • To confirm the aeroplane attitude: Pitch and bank angles • To verbalize the situation • To determine actions to be performed for an effective recovery.
Extreme Attitude Training
Click when ready...
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions -
Adjust the thrust and the drag, if necessary
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose High Actions -
Apply nose down pitch order
-
Adjust the thrust
-
If all normal pitch control techniques are unsuccessful, adjust the roll not to exceed 60º
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions (V/S is negative) -
Adjust the roll to the right to wings level
-
Adjust the thrust, if necessary
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions -
Roll to the left to wings level
-
Adjust the thrust and/or the drag, if necessary
-
Recover the level flight avoiding excessive g-loading
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose High Actions -
Apply nose down pitch order
-
Adjust the thrust
-
Reduce the roll not to exceed 60º
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions -
Roll to the right to wings level
-
Adjust the thrust and the drag
-
Recover the level flight avoiding excessive g-loading
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Stall recovery -
Apply nose down pitch order (reduce the AOA and unload)
In the case of lack of pitch down authority, reducing thrust may be necessary -
Simultaneously, bank to left to wings level
When out of stall: Apply the appropriate upset recovery technique
Click for next…
Extreme Attitude
Extreme Attitude
Any stall? Energy state and rate of change? Aeroplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Stall recovery -
Apply nose down pitch order (reduce the AOA)
-
Simultaneously, bank to the right to wings level
When out of stall: -
Increase the thrust smoothly as needed
-
Check speed brakes retracted
-
Recover smoothly the level flight avoiding a stall due to premature recovery at low speed
-
Select FLAPS 1, if speed is still lower than VFE Next
Aeroplane Upset Prevention and Recovery Training: Upset Recovery Techniques
Upset Recovery Techniques - Reminder
Upset Recovery Techniques - Reminder An aeroplane upset is an undesired aeroplane state characterized by unintentional divergences from parameters normally experienced during operations. An upset condition exists any time an aeroplane is diverging from what the pilots are intending it to do.
Upset Recovery Techniques - Reminder An aeroplane upset is an undesired aeroplane state characterized by unintentional divergences from parameters normally experienced during operations. An upset condition exists any time an aeroplane is diverging from what the pilots are intending it to do.
The first upset recovery actions must be effective and timely. Only engaged - and therefore situationally aware – pilot can effectively and timely recover from an upset.
Upset Recovery Techniques - Reminder An aeroplane upset is an undesired aeroplane state characterized by unintentional divergences from parameters normally experienced during operations. An upset condition exists any time an aeroplane is diverging from what the pilots are intending it to do.
The first upset recovery actions must be effective and timely. Only engaged - and therefore situationally aware – pilot can effectively and timely recover from an upset.
Actions to recover from an upset encompass the following basic activities: 1. Become situationally aware and analyze the situation (Recognition) 2. Arrest the flight path divergence and recover to a stabilized flight path (Recovery). These activities must be part of every upset recovery.
Upset Recovery Techniques - Reminder All upset recovery techniques assume the aeroplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST.
Upset Recovery Techniques - Reminder All upset recovery techniques assume the aeroplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST. The techniques represent a logical progression for recovering the aeroplane. They are not necessarily procedural. The sequence of actions is for guidance only and represents a series of options for the pilot to consider and to use depending on the situation. Not all actions may, or should, be necessary once recovery is underway.
Upset Recovery Techniques - Reminder All upset recovery techniques assume the aeroplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST. The techniques represent a logical progression for recovering the aeroplane. They are not necessarily procedural. The sequence of actions is for guidance only and represents a series of options for the pilot to consider and to use depending on the situation. Not all actions may, or should, be necessary once recovery is underway. The Primary Flight Display (PFD) is the primary reference for recovery.
Upset Recovery Techniques - Reminder All upset recovery techniques assume the aeroplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST. The techniques represent a logical progression for recovering the aeroplane. They are not necessarily procedural. The sequence of actions is for guidance only and represents a series of options for the pilot to consider and to use depending on the situation. Not all actions may, or should, be necessary once recovery is underway. The Primary Flight Display (PFD) is the primary reference for recovery. Exaggerated control inputs through reflex responses must be avoided. Control inputs to counter a developing upset must be smooth, positive, and proportional to the amount and rate of pitch, roll, or yaw experienced.
Upset Recovery Techniques - Reminder All upset recovery techniques assume the aeroplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST. The techniques represent a logical progression for recovering the aeroplane. They are not necessarily procedural. The sequence of actions is for guidance only and represents a series of options for the pilot to consider and to use depending on the situation. Not all actions may, or should, be necessary once recovery is underway. The Primary Flight Display (PFD) is the primary reference for recovery. Exaggerated control inputs through reflex responses must be avoided. Control inputs to counter a developing upset must be smooth, positive, and proportional to the amount and rate of pitch, roll, or yaw experienced. For more, refer to the FCTM (Procedures / Abnormal and Emergency Procedures / Miscellaneous / Upset Prevention and Recovery)
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Troubleshooting the cause of the upset is secondary to initiating the recovery. However, the pilot still must recognize and confirm the situation before a recovery can be initiated. This means:
• Assess the energy: Energy state and energy rate of change CM1 • Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
CM2
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may result in high structural loads.
?
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may result in high structural loads.
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may result in high structural loads.
CG
Pitch up moment of underwing mounted engines
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
60 degrees maximum
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Troubleshooting the cause of the upset is secondary to initiating the recovery. However, the pilot still must recognize and confirm the situation before a recovery can be initiated. This means:
• Assess the energy: Energy state and energy rate of change CM1 • Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
CM2
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Note: Excessive use of pitch trim may make the upset situation worse or may result in high structural loads.
?
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
This counter-intuitive action is just a reminder as you must always recover from stall first.
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
R or L? The bank angle indicator will show you the shortest direction to wings level. Here to the RHS.
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
and/or
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
CULICK TO EDITAIR MASTER STYLE NRELIABLE SPEEDTITLE SITUATION MEMORY ITEM
At any time, if the flight crew detects unreliable air data indication:
If safe conduct of the flight is impacted: The crew must apply the memory items. AP……………………………………..…………………………………OFF A/THR……………………………………………..…………………….OFF FD……………………………………….............................................OFF PITCH/THRUST: Below THRUST RED ALT……………………………......15°/TOGA i Above THRUST RED ALT and below FL100……………10°/CLB Above THRUST RED ALT and above FL100……………..5°/CLB FLAPS: if CONF 0(1)(2)(3)………………....…MAINTAIN CURRENT CONF if CONF FULL……………….....SELECT CONF 3 AND MAINTAIN SPEEDBRAKES………………………………….CHECK RETRACTED L/G………………………………………………………………………..UP When at or above MSA or Circuit Altitude : Level Off for troubleshooting
If safe conduct of the flight is not impacted or after Memory Items:
A320/A330
UNRELIABLE SPEED PROC
TO LEVEL OFF
FLIGHT PATH STABILIZED
i
i
AFFECTED ADR IDENTIFICATION PROC
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
XFTDA6UNRASPD01 – ISSUE 15
PITCH/THRUST
BACK
Apply the QRH procedure without delay because flying with the memory pitch/thrust values for an extended period of time can lead to exceed the aircraft speed limits. 5° / CLB
Adjust PITCH and THRUST while climbing FL100
10° / CLB
THRUST RED ALT
15° / TOGA
Adjust PITCH and THRUST while climbing
CLICK TO EDIT ASTER TO M LEVEL OFFTITLE STYLE PF
BACK
PM
AP …..…………………………………………………….. OFF “SET FDs OFF”
FDs ………………………………………………...…….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED PITCH/THRUST ………. DETERMINE FROM QRH TABLE PITCH/THRUST ………...……………………………..APPLY LEVEL OFF ………………………………………. PERFORM
i
If needed and reliable (BIRD is reliable if barometric altitude is reliable): “ BIRD ON ” TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
LEVEL OFF ….. PERFORM
BACK
If the altitude indication is unreliable, refer to the GPS altitude
CLICK TO EDITPATH MASTER TITLE STYLE FLIGHT STABILIZED PF
BACK
PM
AP …..…………………………………………………….. OFF “SET FDs OFF”
FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED
If needed and reliable (BIRD is reliable if barometric altitude is reliable): “ BIRD ON ” TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
CLICK TO EDITADR MASTER TITLE STYLE AFFECTED IDENTIFICATION
In order to identify and isolate the faulty ADR(s), the flight crew must crosscheck speed and altitude indications on CAPT PFD, F/O PFD and STBY instruments. To help the identification of the affected ADR(s), the flight crew can use the Pitch and Thrust tables of the QRH procedure.
If affected ADR(s) cannot be identified or all ADRs are affected: •
WHEN ABOVE FL250: Most of the time, temporary phenomenon. Continue flying pitch and thrust targets with the CLIMB, CRUISE, and DESCENT tables until the phenomenon disappear, or until below FL250.
•
WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications will be replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale.
i
BACK
CLICK TO EDITADR MASTER TITLE STYLE AFFECTED IDENTIFICATION BUSS DISPLAY
Before extending the slats/flaps, reduce speed to the bottom part of the green area. When slats/flaps are extended, the BUSS display changes. APPR Speed…..….Fly the fixed green target.
If the BUSS does not react to longitudinal stick inputs when flying the green area of the speed scale, disregard the BUSS and use pitch / thrust tables.
BACK
A320/A330
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 1/3STYLE NEXT
Purpose of summary To be used in the event of severe and complex failures (DUAL HYD or EMER ELEC CONFIG), Helps the flight crew to perform actions in a phase related chronological order, Highlights the main system defects, limitations and flight capability of the aircraft.
XFTDN1USESUMM01 – ISSUE 15
A320/A330
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 2/3STYLE PREV
NEXT
EMER ELEC CONFIG
DUAL HYD FAILURE
ECAM ACTIONS
QRH SUMMARY i
XFTDN1USESUMM01 – ISSUE 14
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 2/3STYLE SUMMARY
CRUISE
BACK
i
APPROACH
LANDING
GO-AROUND
i
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 2/3STYLE
CRUISE SECTION
BACK
When “ECAM ACTIONS COMPLETED” refer to summary cruise section.
Cruise section contains: • Main limitations, • Flight capability of the aircraft, • Highlights of the remaining systems (for ELEC EMER CONFIG only). It is designed for situation assesment to ease decision making.
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 2/3STYLE
APPROACH / LANDING / GO-AROUND SECTIONS
BACK
To be used to: • Support approach preparation, • Support approach briefing, • Perform the approach.
Contains paper procedures, that the flight crew must apply during the corresponding phases (e.g. LANDING WITH SLATS or FLAPS JAMMED procedure).
A320/A330
CLICKUTO MASTER TITLE SEEDIT OF SUMMARY – 3/3STYLE PREV
How to use the SUMMARY? SITUATION ASSESSMENT WHEN ECAM ACTIONS COMPLETED
CRUISE SECTION.
2
APPROACH PREPARATION AND BRIEFING
REVIEW OF STATUS + APPR / LDG / GA SECTIONS + FMGS
3
PREFORMING APPROACH
APPLY APPROACH SECTION (READ AND DO).
1
4
ONCE AIRCRAFT IN LANDING CONFIGURATION.
REVIEW LDG AND GA SECTIONS + Check on ECAM STATUS that all APPR PROC actions are completed.
XFTDN1USESUMM01 – ISSUE 15
A320/A330
CLICK TO EDIT MASTER TITLE STYLE WINDSHEAR MEMORY ITEM Symptoms
TAKEOFF
i
APPROACH/ LANDING
PREDICTIVE WINDSHEAR
REACTIVE WINDSHEAR
PREDICTIVE WINDSHEAR
REACTIVE WINDSHEAR
PROC
PROC
PROC
PROC
i
i
XFTDN3WINDSHR01 – ISSUE 14
CLICK TO EDIT MASTER TITLE STYLE WINDSHEAR SYMPTOMS
PFD:
BACK ND:
• Speed Trend, unusual A/THR activity,
• Ground Speed,
• Speed margin to VLS,
• Wind Direction / Velocity.
• FPV, • V/S excursions, • Heading variations, • Pitch attitude, • Glide slope deviation.
ILS 33R
CREDICTIVE LICK TO EDIT MASTER TITLE STYLE P WINDSHEAR AT TAKEOFF PF
PM “ MONITOR RADAR DISPLAY ” or “ WINDSHEAR AHEAD, WINDSHEAR AHEAD ” Before takeoff roll:
TAKEOFF……........…………...………........…….…..DELAY MOST FAVORABLE RWY…………………..………SELECT TOGA THRUST for T.O…………………………….SELECT
During the takeoff roll: TAKEOFF……........…………...……….....…….…..REJECT
When airborne: THR LEVERS..…………...………....…….……………TOGA AP (if engaged)…………………………………….KEEP ON SRS ORDERS……………..………………………..FOLLOW
BACK
CREDICTIVE LICK TO EDIT MASTER TITLE STYLE P WINDSHEAR AT TAKEOFF
WINDSHEAR ALERT ZONES Alerts available from ground up to 1200ft:
ADVISORY ALERT AREA i
CAUTION ALERT AREA i
WARNING ALERT AREA i
BACK
CREDICTIVE LICK TO EDIT MASTER TITLE STYLE P WINDSHEAR AT TAKEOFF ADVISORY ALERTS No message on the PFD, No aural alert, Only the windhsear icon is displayed on the ND.
PWS SCAN
BACK
P WINDSHEAR AT TAKEOFF CREDICTIVE LICK TO EDIT MASTER TITLE STYLE CAUTION ALERTS
BACK
“ MONITOR RADAR DISPLAY ”
ILS 33R
PWS SCAN
CREDICTIVE LICK TO EDIT MASTER TITLE STYLE P WINDSHEAR AT TAKEOFF WARNING ALERTS
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
BACK
LICK TO EDIT MASTER IN TITLE STYLE PC REDICTIVE WINDSHEAR APPROACH For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.
WARNING ALERTS
“ GO AROUND, WINDSHEAR AHEAD ” ILS 33R
BACK
CRLICK TO EDIT MASTER AT TITLE STYLE EACTIVE WINDSHEAR TAKEOFF PF
PM
A red flag “ WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
Below V1 with significant airspeed variations:
“ STOP” TAKEOFF……........…………...……….....…….…..REJECT After V1:
“ WINDSHEAR TOGA” THR LEVERS..…………...………....…….……………TOGA REACHING VR……………………………………….ROTATE SRS ORDERS……………..………………………..FOLLOW
DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
BACK
P WINDSHEAR WHEN AIRBORNE CREDICTIVE LICK TO EDIT MASTER TITLE STYLE, PF
INITIAL CLIMB
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM AP (if engaged)…………………………………….KEEP ON SRS ORDERS……………..………….……………..FOLLOW
PM
BACK
CP LICK TO EDIT MASTERINTITLE STYLE REDICTIVE WINDSHEAR APPROACH PF
PM “MONITOR RADAR DISPLAY” or windshear suspected
APPROACH…………………………..…………….…..DELAY DIVERSION………………………………………..CONSIDER However, if the flight crew decide to perform the approach CONF 3 LDG…………...…….............................CONSIDER VAPP increase (max 15 KTS)……….......….....CONSIDER The flight crew may increase VAPP displayed on MCDU PERF page. The use of managed speed is recommended to take advantage of ground speed mini function.
“GO AROUND WINDSHEAR AHEAD”
GO AROUND…………...…….....................…….PERFORM AP (if engaged)…………………………………….KEEP ON
BACK
CLICK TO EDIT MASTERIN TITLE STYLE REACTIVE WINDSHEAR APPROACH PF
PM
A red flag “ WINDSHEAR ” is displayed on each PFD associated with an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM AP (if engaged)…………………………………….KEEP ON SRS ORDERS……………..…………….…………..FOLLOW
DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
BACK