Airbus PDP 3 [PDF]
Tutorials (UPRT included) Flow Patterns Cockpit Panels October 2022 Reasons for Change October 2022 • Introduction of
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Tutorials (UPRT included) Flow Patterns Cockpit Panels October 2022
Reasons for Change October 2022 • Introduction of new UPRT tutorials. • The following tutorials are updated in order to be aligned with the enhanced SOPs: ○ Visual Circuit ○ ECAM Management, and ○ Engine Failure after V1. • The tutorial “Cockpit Preparation” is updated with correction of an erroneous flow pattern. • The tutorial “Before Pushback/Start - Engine Start - After Start” is updated with correction of a link between two slides. • The tutorial “Taxi - Before Takeoff” is updated with removal of an erroneous procedure line. • The tutorial “Climb” is updated with new FMA indications. • The tutorial “Descent” is updated with correction of an erroneous tasksharing in the “Descent 10 000 ft AAL” flow pattern. • The LVO tutorial is updated with addition of missing information. • The tutorial “Emergency Evacuation” is updated with an improvement in the readability. • The tutorial “Unreliable Airspeed Situation” is updated with addition of the associated callout. Note: Above mentioned updates are related to TSARs 13-12884, 13-13596, 13-13702, 13-14075, 13-14077, 13-14078, 13-14088, 13-14117 and 13-14118.
A320/A330
CLICK TOUEDIT MTASTER TITLE STYLE SE OF UTORIALS 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 – OCT 2018
A320/A330
CLICK TOUEDIT MTASTER TITLE STYLE SE OF UTORIALS 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 – OCT 2018
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
IRST FFS FFIRST FFS
EXIT
A320 A320/A330
FFS SAFETY EQUIPMENT i
FFS COCKPIT FACILITY i
XFTDO1FRSTFFS01 – OCT 2018
IRST E FFS FFS SFAFETY QUIPMENT
Emergency Stop
Fire extinguishers
Escape ropes
Torch
BACK
FFS FFS F CIRST OCKPIT 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
FFS FFS F CIRST OCKPIT FACILITY SEAT ADJUSTMENTS
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
FFS FFS F CIRST OCKPIT FACILITY PEDAL ADJUSTMENTS
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
FFS FFS F CIRST OCKPIT FACILITY ARMREST ADJUSTMENTS
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.
EXIT
CLICK TO EDIT MASTER TITLE GOLDEN RULES
GOLDEN RULE #1
STYLE
Fly, Navigate, Communicate In that order, with the appropriate tasksharing.
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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 – OCT 2018
CLICK MASTER TITLE STYLE #1 TO FLY,EDIT NAVIGATE , COMMUNICATE
BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use appropriate tasksharing 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 UTO SE THE APPROPRIATE LEVEL OF CLICK EDIT MASTER TITLE STYLE AUTOMATION AT ALL TIMES
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 M ASTER UNDERSTAND THE FMATITLE AT ALL STYLE TIMES
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 TTO AKE ACTIONS IF THINGS DO NOT CLICK 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 TO FEDIT TITLE STYLE LOWMPASTER ATTERNS Cockpit Preparation – Overhead Panel
FLOW
Descent 10 000 FT AAL
FLOW
Cockpit Preparation – Center Instrument Panel
FLOW
After Landing
FLOW
Cockpit Preparation – Pedestal
FLOW
Parking
FLOW
Cockpit Preparation – Final Cockpit Prep.
FLOW
Departure Briefing
FLOW
Emergency Descent
FLOW
At Pushback/Start Clearance
FLOW
Rejected Takeoff
FLOW
After Start
FLOW
Taxi
FLOW
Line-up
FLOW
Acceleration
FLOW
Climb 10 000 FT AAL
FLOW
Descent – FMS Preparation
FLOW
Arrival Briefing
FLOW
REV14
EFTDB0FLOWPAT01 – A320 – OCT 2022
Cockpit Preparation – Overhead Panel STYLE CLICKPTO EDIT MASTER TITLE COCKPIT REPARATION – OVERHEAD PANEL 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 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
* SIGNS …..... ON/AUTO * EMER EXIT LT … ARM
If secured stop or flight crew change: Perform all actions Otherwise (transit stop) perform only actions marked by * in QRH
Cockpit Center Instrument Panel CLICK TO Preparation EDIT M ASTER TITLE STYLEPPREV COCKPIT PREPARATION – –C ENTER INSTRUMENT ANELNEXT
PF
*ISIS..……CHECK
1
3 2
*A/SKID & NW STRG sw........ON *CLOCK..……CHECK/SET
BACK
Preparation – Pedestal CLICK TOCockpit EDIT MASTER STYLE PREV COCKPIT PREPARATION –TITLE PEDESTAL
NEXT
BACK
PF 2
SWITCHING PANEL... NORM
3
1
ACP.........CHECK ON/SET
* ATC................ STBY *THRUST levers...IDLE
*ENG MASTER levers....OFF *ENG MODE selector....NORM
COCKPIT DOOR sw......NORM
* PARK BRK handle......AS RQRD
* ACCU/BRAKE PRESS.....CHECK On Center Instrument Panel
GRAVITY GEAR EXTN .........CHECK STOWED
Cockpit Final Cockpit Preparation CLICK TOPreparation EDIT –M–FASTER TITLE STYLE COCKPIT PREPARATION INAL COCKPIT PREPARATION PREV NEXT
FINAL COCKPIT PREPARATION
When both pilots are seated:
PF
PM
CM1
2
1
PF
PF
1
1
GLARESHIELD
2
LATERAL CONSOLES INTRUMENT PANELS
CM2
2
BACK
Structure of M theASTER Departure Briefing CTRUCTURE LICK TO EDIT TITLE STYLE PREV S OF THE DEPARTURE BRIEFING
PF
PM Set Distraction Free Environment • • • • •
• • • • • •
PLAN T/O RWY (Intersection) SID Designator First cleared ALT MSA/MORA for climb trajectory Extra-fuel & -time
PLAN Hotspots of planned taxi route Stop-margin for RTO EOSID Return/Diversion Considerations Special Operation Non-standard operation Identified THREATS Identified THREATS MITIGATIONS MISCELLANEOUS
NEXT
BACK
At Pushback/Start Clearance CLICK EDIT M TITLE STYLE PREV AT PTO USHBACK /SASTER TART CLEARANCE
PF
NEXT
BACK
PM BEACON sw
1
WINDOWS
2
2
DOORS/SLIDES
THRUST LEVERS
3
3 DOORS/SLIDES
4
1
5 PARK BRK handle
ATC
WINDOWS
After Start CLICK TO EDIT M ASTER AFTER START TITLE STYLE PREV
PF
NEXT
PM ANTI-ICE
2
3
APU BLEED
4
5
APU MASTER SW
STATUS
4
5
PITCH TRIM
ENG MODE Sel
1
1
3
FLAPS
GND SPOILERS
2
RUDDER TRIM
BACK
CLICK TO EDIT MTTaxi ASTER TITLE STYLE PREV AXI
NEXT
PM
7
T.O MEMO
T.O CONFIG
RADAR/PWS
AUTO BRK MAX pb-sw
6
4
ENG MODE sel
1
2 3
ATC CODE/MODE
BACK
Line-up CLICK TO EDIT LM ASTER INE -UP TITLE STYLE PREV
PF
NEXT
PM
PACK 1 and 2
4 EXTERIOR LIGHTS
3
TAKEOFF RUNWAY
1
TAKEOFF RUNWAY
2 APPROACH PATH
3
2
APPROACH PATH
CABIN CREW
5 1
TCAS mode selector
BACK
Acceleration CLICK TO EDIT MASTER TITLE STYLE PREV ACCELERATION
NEXT
PM EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
BACK
Climb 000 FTFT AALAAL CLICK TOCLIMB EDIT M10ASTER TITLE STYLE PREV 10 000
PF
NEXT
PM L & R LAND sel
3
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
4
NAVAIDS
5
SEC F-PLN OPT / MAX ALT
BACK
Descent – FMS Preparation CLICK TO EDIT M ASTER TITLE STYLE PREV 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…
NEXT
BACK
the Arrival Briefing CSLICK TOStructure EDIT M ASTER TITLE STYLE PREV TRUCTURE OF of THE ARRIVAL BRIEFING
PF
PM Set Distraction Free Environment PLAN
• MORA/MOCA/MSA for planned trajectory • STAR • Type of APP • MINIMUM • G/A TRAJECTORY • Extra-fuel & -time
• • • • • • • • •
PLAN Guidance for APP Landing FLAP setting Stop-margin Use of Reverse Use of Autobrake Planned RWY Exit Hotspots for taxi-in Special operation Non-standard operation
Identified THREATS Identified THREATS MITIGATIONS MISCELLANEOUS
NEXT
BACK
Descent 10 000 FT AAL CLICK TO EDIT M ASTER DESCENT 10 000 FTTITLE AAL STYLE PREV
PF
NEXT
PM L & R LAND sel
1
2
EFIS
EFIS LS
WHEN GPS PRIMARY LOST: NAV ACCY
SEAT BELTS
3
1
2
3
5
6
4
LS
RADIO NAV
ENG MODE sel
BACK
After Landing CLICK TO EDIT MASTER AFTER LANDINGTITLE STYLE PREV
PF
NEXT
PM ANTI-ICE EXTERIOR LIGHTS
RADAR PREDICTIVE WINDSHEAR
7
6
APU
2
1 2
1
GROUND SPOILERS
3 ENG MODE selL
5 4
TCAS / ATC
FLAPS
BACK
Parking CLICK TO EDITPM ASTER TITLE STYLE PREV ARKING
3
PF ANTI-ICE EXTERIOR LIGHTS
4
1
2
FUEL PUMPS
APU BLEED pb-sw
6
5 SLIDES
ALL ENG MASTER LEVERS
3
PARK BRAKE handle
2
SEAT BELTS sw
1
ACCU PRESS
NEXT
PM
BACK
Emergency Descent CLICK TOEMERGENCY EDIT MASTER TITLE STYLE PREV DESCENT
PF
1
1
NEXT
PM
BACK
Rejected Takeoff CLICK TO REDIT MASTER TITLE STYLE PREV EJECTED TAKEOFF
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 »
3
3
WHEN AIRCRAFT STOPPED « AIRBUS____, STOPPING »
4 WHEN AIRCRAFT IS STOPPED: REVERSERS STOWED PARKING BRAKE ON
EMERGENCY EVACUATION PROC: LOCATE
2
EXIT
A320/A330
CLICK TO
IFRMCASTER HARTSTITLE STYLE EDIT 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 – JUL 2020
MAIN MENU
CLICK TOGENERAL EDIT MIASTER TITLE NFORMATION
General Information
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Radar Minimum Altitude
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STYLE
BACK
MAIN MENU
CLICK TOGENERAL EDIT MIASTER TITLE NFORMATION
STYLE
ATIS Frequency
Other General Information
BACK
MAIN MENU
CLICK TO EDIT ASTER TITLE STYLE RADAR MM INIMUM ALTITUDE Header
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Altitude Chart
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BACK
MAIN MENU
CLICK TO EDIT ASTER TITLE STYLE RADAR MM INIMUM ALTITUDE
SHOW INFORMATION
BACK
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CLICK TO EDIT ASTER TITLE STYLE RADAR MM INIMUM ALTITUDE
MAIN MENU
Airport Elevation
BACK
Transition Altitude
Chart Title
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MASTER TITLE ALTITUDE CHART
STYLE
SHOW INFORMATION
BACK
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MAIN MENU
CLICK TO EDIT MASTER TITLE ALTITUDE CHART
STYLE
BACK
Minimum Altitude on the Red Area
Highest Terrain on the Chart
Minimum Altitude on the Orange Area
HIDE INFORMATION
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MAIN MENU
CLICK TO EDIT MIASTER TITLE ARRIVALS NFORMATION
STYLE
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 ARRIVALS NFORMATION
MAIN MENU
STYLE
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 DEPARTURE INFORMATION
STYLE
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
i
i
BACK
CLICK TORNAV EDIT STAR MASTER TITLE CHARTS
MAIN MENU
STYLE
BACK
Header RNAV STAR Information
i
RNAV STAR Chart
i
MAIN MENU
CHARTS CLICK TORNAV EDIT STAR MASTER TITLE RNAV STAR INFORMATION
Arrival
Runway Concerned
Additional Information
STYLE
BACK
MAIN MENU
CHARTS CLICK TORNAV EDIT STAR MASTER TITLE RNAV STAR CHART
STYLE
BACK
ESISI Arrival
i
NETRO Holding
i
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
MAIN MENU
STYLE
BACK
RNAV STAR CHART – NETRO HOLDING
Holding
HIDE INFORMATION
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CHARTS CLICK TORNAV EDIT STAR MASTER TITLE
MAIN MENU
RNAV STAR CHART
STYLE
BACK
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 TO EDIT MSTAR ASTER TITLE STYLE STANDARD CHARTS
MAIN MENU
BACK
Header
STAR Information
i
STAR Chart
i
MSA
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MAIN MENU
STANDARD CHARTS CLICK TO EDIT MSTAR ASTER TITLE STYLE STAR INFORMATION Arrival
Runway Concerned Additional Information
Reference
BACK
MAIN MENU
STANDARD CHARTS CLICK TO EDIT MSTAR ASTER TITLE STYLE
BACK
MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft. With 2500 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.
MAIN MENU
STANDARD CHARTS CLICK TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART
AFRIC 6L Arrival
i
ADIMO Holding
i
SHOW INFORMATION
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MAIN MENU
STANDARD CHARTS CLICK 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
STANDARD CHARTS CLICK TO EDIT MSTAR ASTER TITLE STYLE
BACK
STAR CHART – HOLDING
Holding
HIDE INFORMATION
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MAIN MENU
STANDARD CHARTS CLICK 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
i
i
BACK
MAIN MENU
CLICK TO RNAV EDIT M ASTER TITLE SID CHARTS
STYLE
BACK
Header
RNAV SID
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MAIN MENU
CLICK TO RNAV EDIT M ASTER TITLE SID CHARTS
STYLE
Altitude/Speed Constraints
Departure Trajectory
Climb gradient Constraints
Initial Level Clearance
BACK
MAIN MENU
CLICK TO EDIT MASTER TITLE STANDARD SID CHARTS
STYLE
BACK
Header
Standard SID Charts
i
SID Procedure Description
MAIN MENU
CLICK TO EDIT MASTER TITLE STANDARD SID CHARTS
STYLE
MEN 5H Departure
BACK
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MAIN MENU
Follow heading 323° until TOU VOR
CLICK TO EDIT MASTER TITLE STANDARD SID CHARTS
STYLE
BACK
At BISBI WPT, turn left heading 043°
Turn right heading 065° Minimum Performances required for these Departures
HIDE INFORMATION
i
MAIN MENU
CLICK TO EDIT MASTER TITLE AIRPORT CHARTS
STYLE
Airport Charts
Gates Coordinates
Airport Chart
i
i
BACK
MAIN MENU
CLICK TOGEDIT ASTER TITLE ATES M COORDINATES
STYLE
Gates Coordinates
BACK
MAIN MENU
CLICK TO EDIT MASTER TITLE AIRPORT CHARTS
STYLE
BACK
Header Communication Frequencies
Airport Plan
i
Additional Runway Information
i
MAIN MENU
CLICK TO EDIT MASTER TITLEPLAN STYLE AIRPORT CHARTS - AIRPORT
SHOW INFORMATION
BACK
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CLICK TO EDIT MASTER TITLEPLAN STYLE AIRPORT CHARTS - AIRPORT
MAIN MENU
BACK
Runway Elevation
Runway Length
Taxiway Name
Runway QFU
HIDE INFORMATION
i
MAIN MENU
CLICK TO EDIT MASTERRUNWAY TITLE STYLE AIRPORT CHARTS - ADDITIONAL INFORMATION
SHOW INFORMATION
BACK
i
MAIN MENU
CLICK TO EDIT MASTERRUNWAY TITLE STYLE AIRPORT CHARTS - ADDITIONAL INFORMATION PAPI Information
BACK
Runway Length/Width
Low Visibility Procedure Information.
Runway Visual Range (RVR) HIRL: High Intensity Runway Light CL: Center Light Distances between two lights: HIRL: 60m; CL: 15m HIDE INFORMATION
i
CLICK TO EDIT MASTER TITLE APPROACH PROCEDURE
MAIN MENU
STYLE
BACK
ILS or LOC
RNAV (GNSS)
VOR
VPT
Initial Approach
Initial Approach
Initial Approach
Approach
i
i
i
i
Final Approach
Final Approach
Final Approach
i
i
i
CLICK STYLE ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH
MAIN MENU
BACK
Header Approach Information
i
Chart
i
Final Approach
i
MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
i
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
i
MAIN MENU
ILSTO OR EDIT LOC M – IASTER NITIAL ATITLE PPROACH CLICK STYLE
BACK
APPROACH INFORMATION
SHOW INFORMATION
i
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
i
Chart
i
i
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
i
HIDE INFORMATION
i
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE
MAIN MENU
BACK
CHART
Lateral Profile
i
Vertical Profile
i
MAIN MENU
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE LATERAL PROFILE
BACK BACK TO APPR INFO
Final Approach
i
Missed Approach Procedure
i
MAIN MENU
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE LATERAL PROFILE – FINAL APPROACH
BACK BACK TO APPR INFO
Vertical Profile
i
Click to play the animation
HIDE INFORMATION
i
MAIN MENU
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE LATERAL PROFILE – FINAL APPROACH
BACK BACK TO APPR INFO
Vertical Profile
i
HIDE INFORMATION
i
MAIN MENU
ILSTO OREDIT LOCM – ASTER FINAL APPROACH CLICK TITLE STYLE LATERAL PROFILE – MISSED APPROACH
BACK BACK TO APPR INFO
Holding after the Missed Approach Procedure
Click to play the animation
HIDE INFORMATION
i
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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)
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Platform Altitude
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Platform Altitude
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Required Instrument for this Approach
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XFSNN1E00CPLN01 – OCT 2018
CLICK TO EDIT MASTERDATA TITLE OPERATIONAL
Aircraft Type
Call Sign
Mach Number
STYLE
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Route
Average wind component and temperature for route
CLICK TOFUEL EDIT TIME MASTER TITLE & DATA
Calculations to destination
TF = Trip Fuel
Time to destination
Nautical Miles & Nautical Air Miles to Destination
STYLE
Cruise FL to destination
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EDIT M ASTER TITLE STYLE FUEL
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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 PLANNING
STYLE
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 PLANNING
STYLE
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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 PLANNING
STYLE
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
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CLICKA/C TOESTIMATED EDIT MASTER TITLE STYLE WEIGHTS
Calculate Weights i
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
BACK
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
BACK
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
BACK
CLICK COMPARE TO EDIT MASTER TITLE STYLE WITH MCDU
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FLIGHT PLAN ROUTE CLICK TO EDIT MASTER TITLE
TIME & FUEL RECORDS
DEP airport
Route
SID
STYLE
BACK
DEST airport STAR
Flight Plan Route
Time & Fuel Records
Vertical Profile
Records
CLICK TO NAVIGATION EDIT MASTER TITLE LOG WIND Outside Air Temp / Shear
STYLE
Ground / Air Distance from previous waypoint Remaining Ground / Air Distance to destination
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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 TO NAVIGATION EDIT MASTER TITLE LOG
STYLE
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.
BACK
CLICK TO NAVIGATION EDIT MASTER TITLE LOG
STYLE
BACK
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
13:00 13:11 13:12 0.4 4.1 13:16 13:17 13:34 13:39 14:00
CLICK TO EDIT MASTER TITLE ALTERNATE AIRPORT
STYLE
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.
BACK
50VU
HIGH VOLTAGE INSIDE
OXYGEN
CREW OXY SPLY
3
3
COM
3
5
ON
5
G
ON ARMED
CHAIN
TOP
CKPT DOOR CONT
7
3
1/ 2
115VAC
3
3
3
3
2
MID
ND CAPT SPLY SWTG
BOT
54VU READING LT
3
5
PITOT 1
3
3
3
3
3
AOA 1
AVNCS VENT CTL
7/
3
1
2
RMP 1
ATC 1
MMR 1
VOR 1
DME 1
3
5
3
3
3
STBY INST
VOR/ DME RMI
3
3
3
3
3
DMC3 STBY SPLY
DMC1 SPLY
ECAM CTL PNL
CTL
3
3
3
5
3
3
RAM AIR INLET
1
10
3
3
2
3
AIRBLEED ENG 1 MONO CTL
3
A U T O
HYD
LEAK MEASUREMENT VALVES G B Y
OFF
OFF
APU
OFF
ENG
1 FADEC GND PWR
AUTO EXTING TEST RESET
2
OK ON
ON
F
ON
COM
DMC1 SWTG
TEMP TEMP CTL CAB CTL SYS1 CHAN B PRESS IND CTLT 28 VDC
ON
ON
G
NAV
CLOCK NORM SPKR
ON
BLUE PUMP OVRD
VHF 1
CAPT LOUD SPKR
AVIONICS COMPT LT
H
10 ADIRU 3 SW1G SPLY
SVCE INT OVRD
FAULT
3
DMC3 SWTG
7/
TMR RESET
ON
3
AIR COND
PROBES PHC 1
OXYGEN
ADF 1
INT 1+2
EIS
3
5
HA
NAV
NAV
3
ANTI ICE
RAIN RPLNT CAPT
D OFF
3
5
E
5
1/ 2
3
ADIRU 1 &AOAT 28VAC
ECAM DU UPPER SPLY SWTG
PFD CAPT SPLY SWTG
HF1
7
1/ 2
LT CTL
NAV & PROBES
1& 2 28VDC ESS BUS
R AFT
7
1/ 2
CKPT DOME
3
1 SPLY
7
AC BUS 8XP MONG
3
1/ 2
7
ELEC
ACP CAPT ACP F/O SELCAL BITE INT1 AUDIO INT2 AUDIO AVNCS 3&5 OCCPNT
7
3
3
EMER LT
7
1/ 2
SDAC
3
F
1
3
CABIN
3
1 2 26VAC SYNC AC ESS BUS
FWC1 SPLY
STRIKE
LIGHTING
DEU B ESS
5
FWS
TEST/RESET
3
1/ 2
CVR HEAD SET
COM
CIDS DEU A ESS R FWD L AFT
L FWD
ACTUATION
3
COM
CIDS DIR ESS 1 2
ELT
3
XFMR ICE IND 115V . 5V & STBY ESS BUS COMP LT
CIDS FWDATTND PNL ESS
H
PASSENGER
CTL & WARN
3
HA
COM
CVR
3
E
HYD
XFEED VALVE BAT
3
SPLY
RAT CTL
3
5
D
BRT
ANTI ICE
AIR COND
CIDS AFT CARGO SDF VENT & HTG DIR1 ESS DIR2 ESS CTL & MONG
WING MONG CTL
53VU
5
3
3
C
5
MCDU 1
FMGC 1
3
7/
3
2 SOV
1&2 IGN SYS A
3
3
1
2
B
7/ 1
1 HP FUEL
A
3
2
HYD PWR B WARN & CTL
3
FIRE VALVE G Y ENG1 ENG2
3
3
3
FLIGHT CONTROLS SLT FLP CTL & MONG SYS1
FAC 1 26VAC 28VDC
2
HYD
ABCU & HYD LGCIU Y BRK PRESS SYS1 PRESS IND XMTR
3
AUTO FLT
1
L/G
SEC1 NORM SPLY
THS ACTR MOT2
FCDC1 SPLY
ELAC1 NORM SPLY
7/
5
3
7/
SLT FLP 1 POS IND
FUEL BLOW OFF PUMP
3
3
7/
1
2
1
5
15
15
3
3
3
3
3
3
3
3
3
3
4
5
6
7
8
9
10
11
12
13
14
10 ENGINE
1
7/
C
APU
1
2
1
2
2 FIRE DET LOOP A LOOP B
FADEC A & EIU1 & EIU2
2
1
3
2
FUEL
LP VALVE MOT1 ENG1 ENG2
XFR VALVE1 WING L R
X FEED VALVE MOT1
FQI CHAN 1
B
54VU
SMOKE CONFIG PUMP CTL
READING LT
A
DATA LOADING SELECTOR
NEXT
TOILET
AUDIO SWITCHING
OCCPD
F/O 3
ON
S Y S
PREV
NORM CAPT 3
BRT
OFF
OFF SEL CTL
56VU
GND HF DATALINK
OVRD
COCKPIT DOOR VIDEO
PA IN USE
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
ON VOICE
RESET
MKR
LS
OFF INT
RAD VOR1 VOR2
26VU
ADIRS ON BAT
AGENT 1
IR1
IR3
IR2
FAULT
FAULT
FAULT
OFF
OFF
OFF
NAV
NAV
NAV
ATT OFF
F I R E
ATT
SQUIB DISCH
FIRE
TEST
PUSH
DISCH
AGENT 2
ENG 2
SQUIB
SQUIB
DISCH
DISCH
FIRE
TEST
SQUIB
ATT
OFF
AGENT 1
FIRE
PUSH
F I R E
TEST
PUSH
OFF BLUE
ADR3
ADR2
FAULT
FAULT
FAULT
OFF
OFF
OFF
VHF2
VHF3
LOAD
SEL
HF2
AM
40VU
YELLOW
STBY NAV
SEC 1
FAC 1
FAULT
FAULT
FAULT
OFF
OFF
OFF
FAULT OFF
HORN SHUT OFF
ON
RAT & EMER GEN
GEN 1 LINE
SMOKE
MAN ON A U T O
FAULT
OFF
SYS
FAULT OFF
FAULT
OFF
OFF
OFF
MAN
G/S MODE
FLAP MODE
LDG FLAP 3
OFF
OFF
ON
A I R
CVR TEST
CVR ERASE A U T O
ON
CREW SUPPLY
PASSENGER A U T O
1
2
BAT 2
FAULT OFF
27.9 v
GEN 1
APU GEN FAULT
OFF
OFF
FAC 2
FAULT
FAULT
OFF
OFF
OFF
OFF
ALTN
E L E C
AC BUS 2
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
IDG 2
HOT AIR
FWD CABIN
COLD
HOT
HOT COLD
A I R
PACK 2
X BLEED
PACK 2
ENG 1 BLEED START
AUTO
RAM AIR GND HP APU BLEED
FAULT
START
ENG 2 BLEED
OPEN
SHUT
FAULT
FAULT
ON
ON
COLD
FWD
PROBE/WINDOW HEAT
WING
ENG 1
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
AFT
STROBE ON
BEACON ON
EXT LT
WING ON
OFF
BLOWER
RETRACT
OFF
HDGTRK LAT
SPD
131 VU
CSTR
WPT
VOR.D
NDB
---
ARPT
QNH
1015
ROSE NAV ARC VOR
hPa
LS
40 PLAN 10
ADF
ALT
V/S FPA
VOR
100
LIMIT
TEST
SLOW
BRT DIM
ON ARM
OFF
OFF
V/S
-----
ARPT
1000
10
PFD/ND XFR
PFD
OFF
OFF CONSOLE/FLOOR BRT
BRT
TRAFFIC SELECTOR
MAX
7000
151 148 060
6 2
010
1
ILS APP
0 TAS
GS
29
30
31
32
33
34
35
1990325º 3.6 NM 14:02
1
40 20
+
80
TOU
15
BKUP SPD/ALT
000
2
1 2 6
QNH 1015
0 31
32
33
34
3
°C
10 VOR1 TOU
10 LFBO 32L
M
M
010
10
40
000
ADF2 TN
RST
BARO
FD
500 VU
HOT
LO
MED
MAX
DECEL
DECEL
DECEL
ON
ON
ON
ON
29
OFF
ILS APP
0 TAS
GS
A/SKID & N/W STRG
AUTO BRK
30
31
32
33
34
35
1990325º 3.6 NM 14:02
0
MAN FLX +56
TN
2
MIN
UTC
17: 05 00
SET
T.O INHIBIT LDG LT
GPS INT
DATE
SET
HR/MO MIN/DY SEC/Y
ET
HR
10
RUN STP
00: 05 MIN
VOR1 TOU
M
4.6 NM ENGINE
10 LFBO 32L M
CONSOLE/FLOOR BRT
LOUD SPEAKER
BRT
OFF
10
10
OFF
TRAFFIC SELECTOR
40 20
OFF
OFF
BKUP SPD/ALT
TERR 025 013
000
2
ADF2 TN
1 2
ON
6
QNH 1015
0 31
32
33
34
3
UP
F .USED KG
207
215
OIL
14.0
QT
14.0
45
PSI
45
65
°C
65
ACCU 0 3
BRT DIM
PGE-
MSG+
PGE+
N2
BRT DIM
TAT +10 °C SAT +10 °C ISA -5 °C
FM 1
IND
RDY
ATT HDG NORM CAPT 3
DIR
PROG
PERF
INIT
DATA
RAD NAV
FUEL PRED
SEC F-PLN
ATC COMM
AIR PORT
F M
1
2
3
4
5
6
7
8
9
0
+
/-
B
C
D
E
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y
Z
/
SP
OVFY
CLR
SEL
HF1
ENG
BLEED
PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
STS
RCL
BRT
ALL
CLR
DIR
PROG
PERF
INIT
DATA
F-PLN
RAD NAV
FUEL PRED
SEC F-PLN
ATC COMM
AIR PORT
F M
4 UP CG 3 10.5 UP 17
CG 20
ADF
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF2
VHF3
HF1
HF2
INT
CAB
2 UP
CG 25
1 UP
0
MKR
LS
ADF1
CG 35
ADF2
1 DN
45
CL
4 UP
FLX MCT
3 CG UP 10.5 17 2 UP
CL
40
1
2
3
4
5
6
7
8
9
0
+
35 30
B
C
D
G
H
I
J
K
L
M
N
O
ELEVN
PATH WX
WXR/PWS OFF
OFF
2
TURB
HZD
MAP
GAIN AUTO
UP
CG 40 43
F/O DISPLAY
1
ELEVN
ALL WX
WXR
WXR
MAP
ALL WX
PATH WX
P
Q
R
S
T
V
W
X
Y
Z
/
SP
OVFY
CLR
15 10
101.750
VHF3
LOAD
464
HF1
SEL
HF2
AM
2 DN
FULL
NAV
VOR
ILS
FOB: MLS
ADF
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF2
VHF3
HF1
HF2
INT
CAB
ON VOICE
RESET
MKR
LS
CG 35
RAD VOR1 VOR2
CG 40 3 43 DN
FLOOD LT
82.6
ENG
MASTER 1
ENG 1
MODE NORM
OFF
MAIN PNL & PED
BRT
OFF
BRT
ON
OFF IGN / START
FIRE FAULT
FIRE FAULT
1
2
1
OFF
SPEED BRAKE
1/2
FULL
FULL
L 0.0
+20°
RUD TRIM NOSE L
NOSE R
0
0
1
1
2
2
3
3
FULL
RESET
FULL
COCKPIT DOOR OPEN FAULT
UNLOCK
N1 %
4
10
N2 %
82.6
89.0 F
2 T.O INHIBIT IGNITION LDG LT
F.USED KG
14.0
OIL QT
90
PSI
145
°C
145
VIB N1 N2
0.8 1.2
DFDR 112VU
PRINT
EVENT
0.8 1.2
ATC
FAIL
1
2
3
4
5
6
7
0
2606
2
ON
IDENT ALL ABV STBY TA TA/RA
CLR THRT
BLW
0 TAT +25 °C SAT +25 °C ISA +10 °C
80 14.0 90
NAC °C
400 GW
13
50000 KG
H 28
114VU 408 VU
RET
1/2
FF KG/H 3040
464
ALT RPTG
GND SPLRS ARMED RET
EGT °C
FLX
1.296
1.296
80 ADF2
BRT
STBY AUTO ON
MASTER 2
ENG 2
1
6700 KG
ENGINES
PA ADF1
AIDS
PED
OFF
ON
1.4 1.2 1.6
EPR
T O AU TO BRK SIGNS ON SPLRS ARM FLAPS T.O T.O CONFIG NORMA L
2 DN
3 DN
111VU
ON
ON
GLS
VHF1
INT 1 DN
FULL
CRANK OFF
2
CG 30
5
MAX
INTEG LT
N1 MODE
S
STBY NAV CG 20
10
4
89.0
TCAS
MAIN PNL
ON
1.296
FF KG/H 3040 N2 %
ATC
FLOOD LT
ON
1.4 1.2 1.6 1
STBY/CRS
VHF2
0
0
20
UP MIN
1
M C D U M E N U
0
CAPT DISPLAY OFF
2
E
U
/-
ON
DIM
F
VHF1
1 UP CG 25
25 0
BRT MCDU MENU
OFF
REV
PA
RESET
FLX MCT
REV
CG 30 ON VOICE
ENG MAN START
1
A
118.020
TO GA
A/THR
MLS
TO GA
A/THR
ON
GLS
FM 2
FUEL
F A I L
AM
ILS
RDY
ACTIVE
VHF1
INT
EMER CANC
CLR
OFF
RAD VOR1 VOR2
F/O 3
IND
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BRT
129.300
HF2
VOR
FM 1
ECAM / ND XFR NORM CAPT F/O
M C D U M E N U
LOAD
STBY NAV NAV
PGE+
STBY/CRS
VHF3
VHF2
PGE-
MSG+
54700 KG
DIM
F
118.100 VHF1
CAPT 3
PRINT
ACTIVE ATC : LFBO CTL
MSG-
135VU
EIS DMC NORM
T.O CONFIG
LOWER DISPLAY
BRT MCDU MENU
A
ACTIVE
F/O 3
ECAM
OFF
F A I L
17 H 05
AIR DATA NORM CAPT F/O 3 3
UPPER DISPLAY
OFF
F-PLN
GW
SWITCHING
FM 2
1234 TAKE OFF RWY 32L 1V1 45 FLP 9RETR 4567890 4 148 4567 F= 148 678678901 1VR 45 SLT 9RETR 45 TO 8SHIFT 4 151 4567 S= 191 6786 [M] [12]* 1V2 55678 CLEAN 45 FLAPS/THS 151 4567 O= 208 67867 2/UP0.0 TRANS 6ALT 01 DRT 5TO-FLX 2TO 5000 5678901234567889 F56 4 THR 4RED/ACC 23 ENG 7OUT 1ACC 12000/2000 1234567890 2000 12345 67890123456789 NEXT 4 123456 789012345678 PHASE> 123456789012345678901234
PSIX1000
1.6 0.3
VIB N1
PRINT
ACTIVE ATC : LFBO CTL
MSG-
3
1
0 BRAKES
DOWN
1.6 0.3
PRESS 4 1
VIDEO
NORM
PARKING BRK
LOCK
PULL & TURN
OFF
PARK BRK
GEAR EXTN
GEAR
GEAR
GRAVITY
PULL & TURN
A320 TAKEOFF FOR TRAINING ONLY
UJL15421-06 REF: UJL15421 OCTOBER 2019
SLEW
IAE engines FLAPS
BRT
DIM
15
1990
0'00"
RST
PFD
1
80
TOU
15
PFD/ND XFR
ND
6 2
010
5 00
ON
SEC
7000
040
CHR
CHR
00: 00
PULLUP GPWS
1FD2 A/THR
151 148
TERR ON ND RST
F
RWY NAV
SRS CLB
060
ON
4.6 NM
ATC MSG
400 VU
BRK FAN UNLK
AUTO LAND
MASTER CAUT
F/O
LS
97.3
T.O AUTO BRK MAX SIGNS ON SPLRS ARM FLAPS T.O T.O CONFIG NORMAL
1015
ATT
TERR ON ND
SIDE STICK PRIORITY
VOR
3500
6700 KG
FOB:
10
WX+T+H
56 °C
S
500
15
1990
0'00"
60
2
UNLK
MASTER WARN
hPa
ON
730
N2 % FF KG/H
3500
10
inHg
OFF
UNLK
CHRONO
PULL STD
ADF
VOR OFF
FLX 90.1 %
QNH
1015 PLAN
320
ADF
90.1
EGT
97.3
LS
6
N1 %
90.1
TN
5 00
ON
10
730
10
OFF
6
0 BUGS -TEST-
10
040
DIM OFF
1FD2 A/THR
ND
BRT
LOUD SPEAKER
RWY NAV
SRS CLB
CSTR
LDG GEAR
VLE VLO
MAN FLX +56
WPT
ROSE NAV VOR ARC 160 LS
DN APPR
VOR.D
80
20
PUSH TO LEVEL OFF
EXPED
NDB
40
UP
SPD(IAS)
280 KT / M 67 EXT 250KT RET 220KT 1 230KT VFE 1+ F 215KT 200KT 2 185KT 3 FULL 177KT
RAIN RPLNT
OFF
401 VU 301 VU
ON
WIPER
OFF
AP2
A/THR
LOC
OFF
ON
ANN LT
METRIC ALT AP1
2
EMER EXIT LT
LVL / CH
7000
V/S
1
OFF
SPD MACH
320
2 VOR
OFF
HDG
HDG TRK 160
1 ADF
LS
---
80
20
PULL STD
CAPT
OFF
OFF
SIGNS
A U T O
ON
TAXI OFF
OVRD
MAN START
FAST
NO PORTABLE SEAT BELTS ELEC DEVICE ON ON
AVAIL
T.O
CAB FANS
A U T O
FAULT
6
DOME
OFF
BRT
EXTRACT A U T O
ENG
25VU
ON
4 8
INT LT DIM
OFF
ON
NOSE
DITCHING
DISCH
2
BRT
START R
ICE IND & STBY COMPASS
FAULT
OFF
LAND ON
ON
DN OVHD INTEG LT
A U T 12 O 10
FAULT
SMOKE
VENTILATION
OVRD
LDG ELEV AUTO -2 0 14
AFT
DISCH
FAULT
MASTER SW
1 OFF
UP
APU
NAV & LOGO 2
MODE SEL
MAN V/S CTL
A U T O
ON
A U T O OFF RWY TURN OFF ON
CABIN PRESS
DISCH
TEST
SMOKE
OFF
HOT
CARGO SMOKE
DISCH
C O N D
FAULT OFF
OFF
GPWS
OFF
30VU
HOT
PACK 1
L
PULL UP
FAULT
OFF
AFT CABIN
COLD
ANTI ICE
FAST
FD
AFT ISOL VALVE
FAULT
FAULT
WIPER
inHg
22 VU
CARGO HEAT
FAULT
OFF
SLOW
MASTER CAUT
SEC 3
FAULT
HOT AIR
FAULT
ON
AUTO LAND
OFF
COCKPIT
OFF
OFF
ATC MSG
SEC 2
FAULT
BUS TIE A U T O
24 VU
FLT CTL ELAC 2
FAULT
AC ESS BUS
PACK 1
EMER
RAIN RPLNT
SIDE STICK PRIORITY
35VU
DC BUS 2 AC ESS FEED
OFF
CALL
MASTER WARN
OFF
OFF
FWD
CHRONO
OFF
OFF
FAULT
SYS ON
CALLS MECH
FAULT
OFF
R TK PUMPS 2
HI
C O N D
OXYGEN
MASK MAN ON
FAULT
FAULT
PACK FLOW NORM LO
RCDR
GND CTL
IDG 1 FAULT
1
FAULT
BAT 1
ADF
F U E L
CTR TK R XFR
27.8 v
DC BUS 1
BAT
A U T O
MLS
AFT
GPWS
OFF
MODE SEL
FAULT
GALY & CAB AC BUS 1 A FAULT U T OFF O
E L E C
CAPT
EMER ELEC PWR EMER GEN TEST
TERR
CTR TK L XFR
OFF
ON
OFF
OPEN ON
2
COMMERCIAL
FAULT
FAULT
ENG 2
FAULT
L TK PUMPS
CAPT & PURS
EVAC
FAULT
OFF
ON
GLS
H Y D
ELEC PUMP
ENG 2 PUMP
X FEED
APU
FAULT
1
OFF
ILS
VOR
OFF
A U T O
FAULT A U T O
FAULT
ENG 1
21VU
EVAC
COMMAND
ELEC PUMP
ENG 1 PUMP
F U E L
23VU
FLT CTL ELAC 1
NAV
RAT MAN ON
H Y D
STBY/CRS
118.000
HF1
PTU ADR1
ACTIVE
ACARS VHF1
AGENT
GREEN
ADF2
45VU
APU
AGENT 2
ENG 1
SQUIB DISCH
PA ADF1
MAX
CLICK C TO EDIT M TITLE STYLE OCKPIT PASTER REPARATION COCKPIT PREPARATION
CM1 CM2
A320
SAFETY EXTERIOR INSPECTION (Follow QRH)
PRELIMINARY COCKPIT PREP (Follow QRH)
PF
SOP FLOW
PM
EXTERIOR WALKAROUND
FINAL COCKPIT PREPARATION
SOP FLOW
DEPARTURE BRIEFING
SOP
Do not pressurize any hydraulic system without clearance from ground personnel.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDB1COCKPRE01 – OCT 2022
CLICK TO EDIT MPASTER TITLE STYLE COCKPIT REPARATION
BACK
COCKPIT PREPARATION
PF
OVERHEAD PANEL 1
1
SOP FLOW CENTER INSTRUMENT PANEL
2
SOP FLOW PEDESTAL
3 2
SOP FLOW
FMS PREPARATION
4 4 3
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
SOP
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
BACK
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 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
* SIGNS …..... ON/AUTO * EMER EXIT LT … ARM
If secured stop or flight crew change: Perform all actions Otherwise (transit stop) perform only actions marked by * in QRH
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
BACK
PEDESTAL
PF 2
SWITCHING PANEL... NORM
3
1
ACP.........CHECK ON/SET
* ATC................ STBY *THRUST levers...IDLE
*ENG MASTER levers....OFF *ENG MODE selector....NORM
COCKPIT DOOR sw......NORM
* PARK BRK handle......AS RQRD
* ACCU/BRAKE PRESS.....CHECK On Center Instrument Panel
GRAVITY GEAR EXTN .........CHECK STOWED
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
FMGS PREPARATION
PF
BACK
PM
*FMGS....................................................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
i
i
*FMGS PREPARATION.................CROSSCHECK EFB/MCDU GREEN DOT......................COMPARE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
FMGS 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…).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE FMGS PREPARATION
FMGS PREPARATION.......CROSSCHECK
BACK
The following items have to be carefully crosschecked by the PM before the Departure briefing: • • • •
Waypoints & constraints of the expected departure route v.s the Departure chart Waypoints of the flight plan Initial cruise altitude v.s the Computerized Flight Plan (CFP) Initial cruise altitude Total track miles
• Performance data displayed on the PM’s side with the T.O page of the FMGS ACTIVE/PERF page. (it includes RED/ACCEL/EO ACCEL settings if applicable) • Setup of the SEC F-PLN The PM: should have the same mental image of the intended departure procedure, trajectory and constraints than the PF should check with the PF if anything is not clear.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICKFINAL TO EDIT MASTER TITLE STYLE COCKPIT PREPARATION
BACK
FINAL COCKPIT PREPARATION
When both pilots are seated:
GLARESHIELD 1
CM1
1
PF
1
SOP
CM2
2
LATERAL CONSOLES INTRUMENT PANELS
SOP
2
PF
2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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
*LDG ELEV (ECAM)………………CHECK AUTO
*IRS ALIGN……………………………..……CHECK i
*ECAM STATUS……………………………CHECK *FOB………………..………………………..CHECK
i
*FOB………...………………………………..CHECK
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS OXYGEN MASK … TEST
BACK
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
turned
right
to
EMERGENCY position (permanent overpressure).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS PF PM ECP / ADIRS On the ECAM control panel:
BACK
On the MCDU:
* PRESS pb…………………..…..…………….………PRESS
* IRS ALIGN…………..……………………..…………CHECK
CAB PRESS SD page:
DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED
POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS
IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
STATUS page: INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION CLICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS *FOB...........................CHECK
The flight crew: • Check that the ECAM FOB corresponds to the F-PLN • On ECAM FUEL SD page, check that the fuel is correctly balanced • Crosscheck that the sum of the FOB recorded at the end of the last flight and the fuel uplift (if any) is consistent with the current FOB. If an abnormal difference is found, a maintenance action is due.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
PF
DEPARTURE BRIEFING
BACK
PM
DEPARTURE BRIEFING.......................PERFORM i
“ COCKPIT PREPARATION C/L ” COCKPIT PREPARATION C/L ...........COMPLETE “ COCKPIT PREPARATION COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
DEPARTURE BRIEFING
DEPARTURE BRIEFING.......................PERFORM
BACK
Structure and minimum items of the Departure Briefing
PF
PM Briefing Recommendations
Set Distraction Free Environment • • • • •
• • • • • •
PLAN T/O RWY (Intersection) SID Designator First cleared ALT MSA/MORA for climb trajectory Extra-fuel & -time
i
PLAN The PM should start to brief the main items of the PLAN. This ensures that both pilots share the same mental image of the flight trajectory. The PF briefs the hotspots of potential taxiroutes if any, and considers at least the following items:
PLAN Hotspots of planned taxi route Stop-margin for RTO EOSID Return/Diversion Considerations Special Operation Non-standard operation
• Consideration for RTO • The EOSID/Engine-out trajectory • The considerations for a return landing or diversion if so required (weather/weight). Identified THREATS
Identified THREATS MITIGATIONS MISCELLANEOUS
MISCELLANEOUS is intended to consider additional items e.g.: • Intended use of automation after takeoff • Supplementary Procedures if not yet briefed.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION CLICK TO CEDIT MASTER TITLE STYLE
DEPARTURE BRIEFING Briefing Recommendations
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard operations. It should have a threat-focused view and identify and prioritize likely threats to the intended operation. It should then detail the actions to mitigate these threats. A briefing should be conversational, interactive and use open questions that involve all flight crewmembers to share their experience and expectations. It should normally not be a repetition of the detailed setting and checking of the flight trajectory in the FMS.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
A320/A330
LICK TO /S EDIT BEFORE C PUSHBACK TARTM - ASTER ENGINE TITLE STARTSTYLE - AFTER START
PF
PM BEFORE PUSHBACK/START CLEARANCE SOP
AT PUSHBACK/START CLEARANCE “ BEFORE START C/L ”
SOP FLOW
ATC
“ BEFORE START C/L COMPLETE ”
AFTER START SOP “ AFTER START C/L ”
FLOW “ AFTER START C/L COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDB1ENGSTAR01 – OCT 2022
CBLICK TOPEDIT MASTER STYLE EFORE USHBACK /STARTTITLE CLEARANCE PF
BACK
PM
FINAL LOADSHEET…………………..……..…….CHECK ZFW / ZFWCG ..........……………….…..…..……..CHECK (A330) LOADSHEET CG and ECAM CG………..CHECK
FINAL LOADSHEET……..…..............……...…….CHECK ZFW / ZFWCG .............……..……..……….………CHECK
FUEL ON BOARD ...............................................CHECK
FUEL ON BOARD ...............................................CHECK
If takeoff conditions changed: FINAL TAKEOFF PERF DATA..…...………RECOMPUTE FMS T.O DATA……............................................. REVISE
FINAL TAKEOFF PERF DATA..…...………RECOMPUTE FMS REVISED T.O PERF DATA…......….CROSSCHECK EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST FMS PERF T.O page…………..……………....…..SELECT
SEATING POSITION…….…..……………...…..…ADJUST FMS F-PLN PAGE…………….……......……....….SELECT AIR CONDITIONING UNIT…...CHECK DISCONNECTED 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 ” © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CBLICK TOPEDIT MASTER STYLE EFORE USHBACK /STARTTITLE 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CBLICK TOPEDIT MASTER STYLE EFORE USHBACK /STARTTITLE 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK EDIT M TITLE STYLE AT PTO USHBACK /SASTER TART CLEARANCE PF
PM PUSHBACK/START CLEARANCE….…........…....OBTAIN ATC………………….…SET FOR AIRPORT OPERATIONS ATC WINDOWS and DOORS…….………..….CHECK CLOSED SLIDES …………………….............……….CHECK ARMED
BEACON sw..…...…..………………………………………ON WINDOWS and DOORS……...…….....…CHECK CLOSED SLIDES…………………………………........CHECK ARMED THR LEVERS…………………………....……………..…IDLE ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED
i
“BEFORE START C/L ”
PF
BACK
BEFORE START C/L.......................................COMPLETE “ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ”
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ” PARK BRAKE handle.……………..………………...............OFF “ BRAKES RELEASED, READY TO PUSH ” During pushback, automatic engine start sequence: A320
A330
SOP
SOP
When pushback is completed: GND MECH: “ SET BRAKES ” PARK BRAKE handle…………..……….………………...ON BRAKE PRESS indicator………………..................CHECK “ BRAKES SET ”
i
MECH
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK EDIT M TITLE STYLE AT PTO USHBACK /SASTER TART 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK EDIT M TITLE STYLE AT PTO USHBACK /SASTER TART 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE PF
PM
“ CLEAR TO START? ” GND MECH: “ CLEAR TO START ”
PF
THRUST LEVERS.…...................................................IDLE ENG MODE SEL.........………..………..…....…..IGN/START
“ STARTING ENGINE TWO ”
ENG 2 MASTER lever……………..…..…………...…….ON
i
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE ONE ” REPEAT START SEQUENCE FOR ENG 1
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MASTER ENGINE STARTTITLE STYLE PF
PM
“ CLEAR TO START? ” GND MECH: “ CLEAR TO START ”
PF
THRUST LEVERS.…...................................................IDLE ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ” i ENG 1 MASTER lever………..…..…………...………….ON ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ” REPEAT START SEQUENCE FOR ENG 2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER AFTER START TITLE STYLE PF
BACK
PM
1. ENGINE MODE selector......….…………..…….NORM
End of START sequence: Signal for PM actions.
2. APU BLEED pb-sw…………….……….……….….OFF
1. GND SPOILERS .….……….....…………..….……ARM
3. ANTI ICE………………….……………...........AS RQRD
2. RUDDER TRIM…………..…………CHECK NEUTRAL
• If the APU is not required:
3. FLAPS…………………………............................…SET
4. APU MASTER SW pb-sw…………….…..….....….OFF
4. PITCH TRIM…………………………..……….……..SET
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF 5. ECAM STATUS……………………….…CROSSCHECK
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……..…………………………COMPLETE “ AFTER START C/L COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
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. © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BEFORE C PUSHBACK TARTM - ASTER ENGINE TITLE STARTSTYLE - AFTER START LICK TO /S EDIT BEFORE START FLOW PATTERN
BACK
PM PM
PF PF BEACON sw
1
WINDOWS
2
2
DOORS/SLIDES
THRUST LEVERS
3
3 DOORS/SLIDES
4
1
ATC
5 PARK BRK handle © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
WINDOWS
BEFORE C PUSHBACK TARTM - ASTER ENGINE TITLE STARTSTYLE - AFTER START LICK TO /S EDIT AFTER START FLOW PATTERN
BACK
PM PM
PF PF ANTI-ICE
2
3
APU BLEED
4
5
APU MASTER SW
STATUS
4 (A320) ENG MODE SEL (A330) ENG START SEL
1
1
5
PITCH TRIM
3
FLAPS
GND SPOILERS
2
RUDDER TRIM
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320
CLICKTTO MASTER TITLE STYLE AXIEDIT - BEFORE TAKEOFF TAXI INITIATION
SOP
Taxi Speed
180¨ turn on RWY
TAXI
SOP
FLOW
DEPARTURE CHANGE
SOP
i
BEFORE TAKEOFF
SOP
FLOW
When LINE-UP clearance obtained:
i
“ TAXI C/L ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“ LINE-UP C/L ”
EFTDB1TAXI00001 – OCT 2022
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 During taxi, the PF may request the PM to set the exterior lights PARK BRK handle.......................................................OFF
“ CLEAR RIGHT (LEFT) SIDE ”
BRAKE PRESSURE...............................CHECK AT ZERO BRAKE FAN pb.........................................................AS RQRD
“ BRAKE CHECK ” Press gently the brake pedals to ensure that the aircraft slows down BRAKES..................................................................CHECK
“ FLIGHT CONTROL CHECK ” FLIGHT CONTROLS.....................................................CHECK
FLIGHT CONTROLS...............................................CHECK
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ATC
CLICK TO EDIT MTASTER TITLE STYLE AXI PF
BACK
PM
When ATC clearance obtained:
ATC CLEARANCE..………….……….….....…..….CONFIRM FMS F-PLAN/SPD……………………….………..……CHECK FCU ALT/HDG………………………………….……..…….SET BOTH FD………………………………………...…CHECK ON
PFD/ND…………………………………………………CHECK
PFD/ND…………………………………………………CHECK
DEPARTUE BRIEFING……………………………CONFIRM 1. AUTO BRK MAX pb-sw............................................ON Report only changes that have occurred since gate T.O briefing 2. ATC CODE/MODE.......CONFIRM/SET FOR TAKEOFF 3. ENG MODE selector......................................AS RQRD 4. RADAR/PWS..................................................ON/AUTO TERR ON ND…………………..…………………...AS RQRD 5. TERR ON ND..................................................AS RQRD 6. T.O CONFIG pb.....................................................TEST 7. T.O MEMO.........................................CHECK NO BLUE CABIN REPORT……………………….………….…RECEIVE
“ TAXI C/L ”
CABIN REPORT…………………………….….…..RECEIVE
TAXI C/L……………...........................................COMPLETE “ TAXI C/L COMPLETE ” © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ATC
CLICK TO EDIT MTASTER TITLE STYLE AXI TAXI flow pattern
BACK
PM
7
T.O MEMO
T.O CONFIG
RADAR/PWS
AUTO BRK MAX pb-sw
6
4
ENG MODE selector
1
2
ATC CODE/MODE
3
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TODEDIT MASTER TITLE STYLE EPARTURE CHANGE PF
BACK
PM
If the takeoff conditions change during the taxi phase, and if the previous performance computation is no longer appropriate:
FINAL T.O PERF DATA.................................RECOMPUTE
FINAL T.O PERF DATA.................................RECOMPUTE FINAL T.O DATA.....................................................REVISE
FMS REVISED T.O PERF DATA ................CROSSCHECK EFB/MCDU GREEN DOT...................................COMPARE FLAP LEVER........................................AS APPROPRIATE FMS F-PLN/SPD.....................................................CHECK RE-BRIEFING...........................................................COMPLETE
“ DEPARTURE CHANGE C/L " DEPARTURE CHANGE C/L.............................COMPLETE “ DEPARTURE CHANGE C/L COMPLETE "
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT M ASTER –TITLE BEFORE TAKEOFF 1/2 STYLE PF
BACK
PM
If the brake fans are set to ON: BRAKE TEMP............................................................CHECK • If the temperature of one brake is at more than 150¨ C TAKEOFF....................................................................DELAY •
If the temperature of one brake is below 150¨ C
BRAKE FANS pb............................................................OFF
2/2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT M ASTER –TITLE BEFORE TAKEOFF 2/2 STYLE PF
BACK
PM
1/2
LINE-UP CLEARANCE.........................................OBTAIN
ATC
1. TCAS mode selector.........................TA only or TA/RA 1. TAKEOFF RUNWAY.......................................CONFIRM
2. TAKEOFF RUNWAY.......................................CONFIRM
2. APPROACH PATH.......................CLEAR OF TRAFFIC
3. APPROACH PATH.......................CLEAR OF TRAFFIC
3. EXTERIOR LIGHTS.................................................SET
i
4. PACK 1 and 2.................................................AS RQRD
SLIDING TABLE..................................................STOW
SLIDING TABLE..................................................STOW
ALL EFB TRANSMITTING MODE.................AS RQRD
ALL EFB TRANSMITTING MODE.................AS RQRD 5. CABIN CREW....................................................ADVISE
“ LINE-UP C/L ”
LINE-UP C/L...........................................................COMPLETE “ LINE-UP C/L COMPLETE ”
*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT M ASTER –TITLE BEFORE TAKEOFF 2/2 STYLE EXTERIOR LIGHTS
When line-up clearance is obtained: STROBE sw ………………ON When takeoff clearance is obtained: NOSE sw …………………T.O RWY TURN OFF sw …….ON LAND LIGHTS sw ………ON
Note: The PF may ask the PM to set the exterior lights.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICKTTO MASTER TITLE STYLE AXIEDIT - BEFORE TAKEOFF Line-Up flow pattern PF
BACK PM
PACK 1 and 2
4 EXTERIOR LIGHTS
3
TAKEOFF RUNWAY
1
TAKEOFF RUNWAY
2 APPROACH PATH
3
2
APPROACH PATH
CABIN CREW
5 1
TCAS mode selector
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
2
Turn left, maintaining 25° divergence from the runway axis.
Taxi on the right hand side of the 1 runway.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITTAKEOFF MASTER TITLE STYLE THRUST SETTING
T.O ROLL
LIFT OFF
THRUST REDUCTION
SOP
SOP
SOP
SOP
CALLOUTS CROSSWIND/ TAILWIND
ACCELERATION AFTER T.O SOP SOP FLOW
TRANSITION SOP
i SOP
CLIMB Speed FLAPS 1
L/G UP Thrust setting
A320
V1
VR
FLAPS 0
TRANSITION ALTITUDE
THR levers CLB ACCELERATION ALTITUDE
Pitch THRUST REDUCTION ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDB2TAKEOFF01 – MAR 2022
CLICK TO EDIT MASTER TITLE STYLE THRUST SETTING PF
BACK
PM
If the crosswind is at or below 20 kt and there is no tailwind: “ TAKEOFF ” THURST...............……………….........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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TAKEOFF ROLLTITLE STYLE PF
PM
Before reaching 80kt: LIMIT LIMIT
BACK
TAKEOFF N1 or EPR.…………………CHECK
LIMIT
“ THRUST SET ” At 80kts release gradually the sidestick to reach neutral at 100kts.
Scan the airspeed, thrust and EGT throughout the takeoff roll. PFD and ENG indications…………………..……MONITOR
At 100kt:
SAME SPEED INDICATION
“ ONE HUNDRED KNOTS ” 100 kt……........………………...……….....…….……CHECK “ CHECKED ” At V1:
“ V1 ”
At VR:
“ ROTATE ”
i ROTATION…………………….....……….………..PERFORM © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TAKEOFF ROLLTITLE 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITLM IFTASTER OFF TITLE STYLE PF
BACK
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 ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITLM IFTASTER 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 “
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TOTEDIT MR ASTER TITLE STYLE HRUST EDUCTION PF
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION PF
BACK
PM
Acceleration Flow Pattern i 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 L/G.....................................................................CHECK UP EXTERIOR LIGHTS…………………….…….….……….SET © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION ACCELERATION FLOW PATTERN
BACK
PM EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER AFTER TAKEOFFTITLE STYLE PF
BACK
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE TRANSITION ALT PF
BACK
PM At transition altitude:
“ SET STANDARD ” BARO REF………...…………......…….....SET STANDARD
BARO REF………...…………......…….....SET STANDARD “ STANDARD CROSSCHECKED ” “ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK “ CHECKED ”
RADAR…………..….…..…....ADJUST AS APPROPRIATE
ENG ANTI ICE………........……………..….………AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT M TITLE TAKEOFF – ASTER CALLOUT 1/2 STYLE PF
“ MAN TOGA (or MAN FLX XX), SRS, RWY, A/THR blue ”
NEXT
BACK
“ 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
Pitch THRUST REDUCTION ALTITUDE
Thrust setting
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ACCELERATION ALTITUDE
CLICK TO EDIT M TITLE TAKEOFF – ASTER CALLOUT 2/2 STYLE PF FMA Changes announce
“ Checked "
“ Flaps 1 "
“ Flaps 0 "
“ Speed checked” “Flaps 1 "
“ Set STD "
“ Speed checked” “Flaps 0 "
“ Checked "
“ STD cross-checked “ “ Passing FL__ NOW "
PM
CLIMB Speed
FLAPS 0
TRANSITION ALTITUDE
FLAPS 1
ACCELERATION ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
PREV
BACK
CLICK TO EDIT MASTER TITLE STYLE CROSSWIND / TAILWIND PF
BACK
PM If the crosswind is greater than 20 kt or in case of tailwind:
ANNOUNCE………………..………….…….…...“TAKEOFF” THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply full forward sidestick until the airspeed reaches 80 kts. Gradually release the sidestick to reach neutral at 100 kt.
BRAKES……………………..…..………………….RELEASE
CHRONO……………......…..….……….....................START
THRUST LEVERS……………………..…..…. FLX or TOGA
The Captain keeps or places his hand on the thrust levers until V1. DIRECTIONAL CONTROL……...………......USE RUDDER
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITTAKEOFF MASTER TITLE STYLE ACCELERATION FLOW PATTERN
BACK
PM EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
CLICK TO EDITC MLIMB ASTER TITLE STYLE CRUISE CAPTURE
CLIMB / 10 000 FT AAL SOP
FLOW
A320
A330
SOP
SOP
Transition to CRZ Phase
i
Soft ALT & A/THR Modes
i
ALT CRZ
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN2CLIMB0001 – OCT 2022
CLICK TO EDIT/ 10 MASTER CLIMB 000 FT TITLE AAL STYLE PF
BACK
PM Passing 10 000 ft AAL: 1. L & R LAND selector (A320) LAND sw (A330) .....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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT/ 10 MASTER CLIMB 000 FT TITLE AAL STYLE CLIMB 10 000 FT AAL - FLOW PATTERN
PF
(A320) L & R LAND selector (A330) LAND sw
3
PM
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
BACK
4
NAVAIDS
5
SEC F-PLN OPT / MAX ALT
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
C LICK EDIT ASTER TITLE -STYLE END OFTO CLIMB - CM RUISE CAPTURE A320 PF
PM
THR CLB
CLB
NAV
AP1 1FD2 A/THR
NAV
AP1 1FD2 A/THR
“ CHECKED ”
AP1 1FD2 A/THR
“ CHECKED ”
ALT
“ ALT STAR ”
“ ALT CRUISE ”
MACH
MACH
ALT*
ALT CRZ
NAV
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
C LICK EDIT ASTER TITLE -STYLE END OFTO CLIMB - CM RUISE CAPTURE A330 PF
PM
THR CLB
CLB
NAV
AP1 1FD2 A/THR
NAV
AP1 1FD2 A/THR
“ CHECKED ”
AP1 1FD2 A/THR
“ CHECKED ”
ALT CRZ
“ ALT CRUISE STAR ”
“ ALT CRUISE ”
MACH
MACH
ALT CRZ*
ALT CRZ
NAV
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITC MLIMB ASTER TITLE STYLE Transition to CRZ Phase Final ATC clearance at or above intended CRZ FL: Final ATC clearance
Automatically updated. No action required.
BACK
PROG CRZ FL
Intended FL
Final ATC clearance below intended CRZ FL:
A320/A330
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
CLICK TO EDITC MLIMB ASTER TITLE STYLE 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
+/- 3 kt
CLICK TO EDITCMRUISE ASTER TITLE STYLE PF
PM
Periodically: ECAM MEMO / SD PAGES……………………....REVIEW FLIGHT PROGRESS……..…………………......…CHECK FUEL………………………………………….…..MONITOR NAV ACCURACY......................…………..…...MONITOR
i
RADAR ....………...………..ADJUST AS APPROPRIATE
A320/A330
LEVEL CHANGE
i
OFFSET
i
XFTDN2CRUISE001 – OCT 2018
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
BACK
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
BACK
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
i
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
i
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.
BACK
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:
BACK
A320/A330
CLICK TO EDITDESCENT MASTER TITLE STYLE DESCENT PREPARATION
DESCENT
SOP
SOP
BARO REFERENCE SOP
AT 10 000 ft AAL SOP
FLOW
T/D
Approximately 15 min
Transition level
10 000 ft AAL
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN3DESCENT01 – OCT 2022
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION PF
BACK
PM WEATHER AND LANDING INFORMATION...........OBTAIN
NAV CHARTS CLIPBOARD........................................PREPARE STATUS page..........................................................CHECK LANDING CONDITIONS.....................................CONFIRM
i
LANDING CONDITIONS.....................................CONFIRM
If landing conditions has changed: LANDING PERF DATA.......................................COMPUTE
LANDING PERF DATA.......................................COMPUTE
LANDING PERF DATA........................................CROSSCHECK FMS.....................................................................PREPARE
i
FMS PREPARATION..................................CROSSCHECK i
(A320 only) GPWS LDG FLAP 3.........................AS RQRD LDG ELEV...............................................................CHECK AUTO BRK..........................................................AS RQRD ARRIVAL BRIEFING..................................................PERFORM
i
RADAR..................................ADJUST AS APPROPRIATE ANTI ICE pb-sw...................................................AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION LANDING CONDITIONS............................CONFIRM
BACK
Check if the landing conditions changed compared with the landing distance computed at dispatch, or with a previous computation. (e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION FMS.................PREPARE
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…
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION FMS PREPARATION..................................CROSSCHECK
After the PF prepares the FMS, the PM crosschecks all the data entered in the FMS. The PM should have the same mental picture of the intended arrival and approach procedure, trajectory, and constraints than the PF. The PM should check with the PF if anything is not clear.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION ARRIVAL BRIEFING
BACK
Structure and minimum items of the Arrival Briefing
PF
PM Briefing Recommendations
Set Distraction Free Environment PLAN
• MORA/MOCA/MSA for planned trajectory • STAR • Type of APP • MINIMUM • G/A TRAJECTORY • Extra-fuel & -time
• • • • • • • • •
i
PLAN The PM should start to brief the main items of the PLAN. This ensures that both pilots share the same mental image of the flight trajectory. The PF briefs what she/he considers for landing.
PLAN
Guidance for APP Landing FLAP setting Stop-margin Use of Reverse Use of Autobrake Planned RWY Exit Hotspots for taxi-in Special operation Non-standard operation
Identified THREATS Identified THREATS MITIGATIONS MISCELLANEOUS
MISCELLANEOUS is intended consider additional items e.g.:
to
• Special Operations • Supplementary Procedures if not yet briefed.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MPASTER TITLE STYLE DESCENT REPARATION Briefing Recommendations
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard operations. It should have a threat-focused view and identify and prioritize likely threats to the intended operation. It should then detail the actions to mitigate these threats. A briefing should be conversational, interactive and use open questions that involve all flight crewmembers to share their experience and expectations. It should normally not be a repetition of the detailed setting and checking of the flight trajectory in the FMS.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITDM ASTER TITLE STYLE ESCENT PF
BACK
PM Descent Initiation: DESCENT CLEARANCE................................................OBTAIN
CLEARED ALTITUDE ON FCU....................................SET “THRUST IDLE, DESCENT, ALT BLUE, FL220 BLUE” “CHECKED” Early descent initiation:
Late descent initiation:
i
i
Descent monitoring: MCDU..................................................................F-PLN
MCDU............................................PROG/PERF DESCENT DESCENT.......................................MONITOR / ADJUST
i TERR ON ND...................................................AS RQR
TERR ON ND.......................................................AS RQRD
DESCENT MONITORING PROG
i
OR
PERF DES
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITDM ASTER TITLE STYLE ESCENT EARLY DESCENT INITIATION
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
IAF
CLICK TO EDITDM ASTER TITLE STYLE ESCENT LATE DESCENT INITIATION
BACK
The SPD increases toward the upper limit of managed SPD range.
T/D
Predicted path capture assuming: Idle thrust ½ SPD Brakes
IAF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDITDM ASTER TITLE STYLE ESCENT
DESCENT MONITORING
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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” BAROMETRIC REFERENCE.............SET/CROSSCHECK
BAROMETRIC REFERENCE.............SET/CROSSCHECK “QNH CROSS-CHECKED” “PASSING ____ ft NOW”
“CHECKED”
For approaches using FINAL APP guidance: The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT ASTER TITLE STYLE AT 10M 000 FT AAL PF
BACK
PM Passing 10 000 ft AAL: 1. L & R LAND (A320) selector LAND sw (A330) .......ON 2. SEAT BELTS sw.......................................................ON
1. EFIS OPTION pb..................................................CSTR
3. EFIS OPTION pb..................................................CSTR
2. LS pb..............................................................AS RQRD
4. LS pb..............................................................AS RQRD
3. NAVAIDS...........................................AS RQRD/CHECK • For A320: 5. ENG MODE selector.................................AS RQRD • For A330: 5. ENG START selector................................AS RQRD • If GPS PRIMARY LOST: NAVIGATION ACCURACY..............................MONITOR
i
“APPROACH C/L” APPROACH C/L…………………………………PERFORM “APPROACH C/L COMPLETE”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT ASTER TITLE STYLE AT 10M 000 FT AAL
NAV ACCURACY…MONITOR 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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE DESCENT DESCENT 10 000 ft AAL FLOW PATTERN
PF
(A320) L & R LAND selector (A330) LAND sw
1
2
EFIS option pb LS pb
2
NAVAIDS
IF GPS PRIMARY LOST: NAVIVATION ACCURACY
SEAT BELTS sw
3
1
EFIS option pb
4
LS pb
3 4
5
(A320) ENG MODE selector (A330) ENG START selector
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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PM
CLICK TO EDIT ASTER TITLE STYLE i 2D AMPPROACH INTERMEDIATE APPROACH Aircraft configuration management SOP INITIAL APP
FINAL APPROACH
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
i
MDA/H
FDP © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
MAP
XFTDN12DAPPRO01 – MAR 2022
CLICK TO EDIT MASTER TITLE STYLE 2D APPROACH SUMMARY TABLE
BACK
LOC
i
XTR on ND © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE 2D APPROACH LATERAL GUIDANCE NOT AVAILABLE
APPROACH NOT STORED IN DATABASE
BACK
APPROACH STORED IN DATABASE
DIFFERS FROM CHARTED APPROACH
NAV ACCURACY DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL PF
BACK
PM i
F-PLN SEQUENCING ...........................................ADJUST
Approx. 15 nm from touchdown: APPROACH PHASE...........................................CHECK/ACTIVATE
MANAGED SPEED…………………………………..CHECK FLIGHT PATH……………………………………...MONITOR
i
i NAV ACCURACY…………………………….........MONITOR
SPEED BRAKES…………………………………..AS RQRD RADAR……………....….…....ADJUST AS APPROPRIATE
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i
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL F-PLN SEQUENCING
BACK
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). © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL SPEED MANAGED
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MASTER TITLE STYLE INTERMEDIATE APPROACH PF
PM
When cleared for approach:
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
“ CHECKED ”
For approaches using NAV mode: NAV MODE ……………………CHECK ARMED/ENGAGED BIRD..……………………………………………………......ON 1 nm before Final Descent Point: FPA FOR FINAL APPROACH……………………PRESET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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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
F-PLN A page
upwards.
VAPP
“FLAPS 1"
“FLAPS 2” “GEAR DOWN" “FLAPS 3"
“FLAPS FULL“ Preset FPA
Pull FPA
FDP
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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INTERMEDIATE APPROACH – 1/2 CLICK TO EDIT MASTER TITLE STYLE PF
AIRCRAFT CONFIGURATION FOR APPROACH At green dot:
NEXT
BACK
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 …………………..........…….……………….......T.0 RWY TURN OFF sw ……………………………………….ON
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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”
PREV
BACK
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
Below VFE next: “ FLAPS FULL ” “SPEED CHECKED” FLAPS FULL…………………..…………………......SELECT DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE PF
NEXT
BACK
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
SLIDING TABLE………………………………………..STOW CABIN REPORT……..………..…………….…..….RECEIVE
“CHECKED”
i
FLT PARAMETERS……………………….…….....MONITOR
A/THR ....….….……....……CHECK SPEED MODE or OFF WING A.ICE (if not required).....……...……….…….....OFF SLIDING TABLE………...……..………………............STOW LDG MEMO ……..…...……………..........CHECK NO BLUE CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L” LANDING C/L.....................................................PERFORM “LANDING C/L COMPLETE” CABIN CREW………...……………………….………ADVISE If not Stabilized at:
1 000 ft in IMC conditions:
GO AROUND
500 ft in VMC conditions: © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
GO AROUND
i
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE POSITION / FLIGHT PATH.….MONITOR / ADJUST
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
Consistent V/S:
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 1/2 STYLE PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “LOC”
“SPEED” Speed Target - 5kt
BACK
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”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
-1000 ft/min A320 -1200 ft/min A330
CLICK TOFINAL EDITAPPROACH MASTER -TITLE 2/2 STYLE PF
PREV
BACK
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 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDIT ASTER TITLE STYLE i 3D AMPPROACH INTERMEDIATE / FINAL APPROACH Aircraft configuration management SOP
INITIAL APPROACH SOP
INTERMEDIATE APPROACH SOP -ILS-
-FL100(For ILS APPR only)
A320/A330
SOP -FINAL APP-
-
°
or
FINAL APPROACH
Flaps1
SOP -ILS-
-S
SOP -FINAL APP-
A320: 2 000 ft AGL minimum A330/340: 2 500ft AGL minimum
Flaps2 3 nm mini
L/G Down Flaps3 Flaps Full LDG Checklist VAPP
(MDA)DA/H
IAF
IF
FDP © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN13DAPPRO01 – MAR 2022
CLICK TO EDIT MASTER 3DSUMMARY APPROACH TABLE TITLE STYLE Charts Approach Type
FMS database Approach type
Deviation
Arming
BACK
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) © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL PF
BACK
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
i
FLIGHT PATH……………………………………...MONITOR
i
i
NAV ACCURACY…………………………….........MONITOR
SPEED BRAKES…………………………………..AS RQRD RADAR……………....….…....ADJUST AS APPROPRIATE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
CLICK TO EDIT MAPPROACH ASTER TITLE STYLE INITIAL F-PLN SEQUENCING
BACK
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). © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
NTERMEDIATE FINAL APPROACH – 1/2 CILICK TO EDIT/ M ASTER TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
NEXT
BACK
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 …………………..........…….……………….......T.O RWY TURN OFF sw ……………………………………… ON
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
NTERMEDIATE FINAL APPROACH – 2/2 CILICK TO EDIT/ M ASTER TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH When L/G down:
“FLAPS 3”
PREV
BACK
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 SLIDING TABLE………………………………………..STOW CABIN REPORT……..………..…………….…..….RECEIVE
“FLAPS FULL” A/THR ....….….……....……CHECK SPEED MODE or OFF WING A.ICE pb-sw (if not required)....……….…….....OFF SLIDING TABLE………...……..………………............STOW LDG MEMO ……..…...……………..........CHECK NO BLUE CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L” LANDING C/L……...…………………………...…PERFORM “LANDING C/L COMPLETE” CABIN CREW………...……………………….………ADVISE
“ CHECKED ”
At 1 000 ft RA:
“ONE THOUSAND ”
Monitor or Announce
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE -ILS APPROACH-
PF
BACK
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
i
“ 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. © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE -ILS APPROACH-
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
FINALMAPPROACH CLICK TO EDIT ASTER TITLE STYLE -ILS APPROACH-
PF “ GLIDE SLOPE ”
BACK
PM
At the final descent point:
“ 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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
FINALMAPPROACH CLICK TO EDIT ASTER TITLE STYLE -ILS APPROACH-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “SPEED”
BACK
“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)
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE APPROACH CLICK TO EDIT MASTER TITLE STYLE -FINAL APP-
PF
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-
NEXT
BACK
PM
FINAL APP.............…….....…..…………….CHECK ENGAGED “ FINAL APP ”
At the Final Descent Point: “ CHECKED ” “PASSING (fix name), ___ft”
GO AROUND ALT ........…………...……………..………SET “ GO AROUND ALTITUDE ___FT SET ” PF or PM on PF request, depending on situation.
i
FLT PARAMETERS………………………..……….……MONITOR
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
1/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE -FINAL APP-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS “SPEED”
BACK
“CROSS TRACK”
Speed Target - 5kt
Speed Target +10 kt
XTK > 0.1 nm
“COURSE” VOR: 1/2 dot (2.5 deg)
“V DEV”
“BANK”
V/DEV > 1/2 dot (50ft)
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) © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
At altitude check points
2/2 STYLE CLICK TOFINAL EDITAPPROACH MASTER–TITLE -FINAL APP-
PF
At MINIMUM +100 ft:
“MINIMUM”
BACK
PM
“HUNDRED ABOVE”
At MINIMUM:
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
i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ”
RUNWAY TRACK………………………...……………… SET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE
GO-AROUND DECISION
GO-AROUND INITIATION
THRUST REDUCTION
ACCELERATION SOP
i
SOP
SOP
FLOW
2nd APPROACH
SOP
DIVERSION
SOP
CALLOUTS Discontinued approach
i
Rejected landing
i
Spatial disorientation
i
A320/A330
-S -F
THR levers CLB
TOGA Rotation
FLAPS
L/G UP
Flaps 0
°
Green dot
Flaps 1
GA ACCELERATION ALTITUDE
GA THRUST REDUCTION ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN4GOAROUN01 – MAR 2022
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 …
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE SPATIAL DISORIENTATION
BACK
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:
A/THR
When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TOGOEDIT MASTER TITLE STYLE AROUND INITIATION PF
BACK
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 ”
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“ CHECKED ” When positive climb: “ POSITIVE CLIMB ” L/G………………………………………………....….…...............UP
“ GEAR UP ”
“ GEAR UP ” NAV or HDG mode…………….….…………………….AS RQRD
GO-AROUND ALTITUDE.................................................CHECK
AP………………………….………………………………AS RQRD © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TOGOEDIT MASTER TITLE STYLE AROUND INITIATION FLIGHT PARAMETERS CALLOUTS
BACK
7° +20° maxi
No climb rate
+10° mini
“BANK” “PITCH”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“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 ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION PF
Acceleration Flow Pattern
BACK
PM
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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 L/G.....................................................................CHECK UP NOSE sw………………………………………………...…OFF RWY TURN OFF sw………………………………………OFF OTHER EXTERIOR LIGHTS………………..…….AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE ACCELERATION ACCELERATION FLOW PATTERN
BACK
PM EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT GOM AASTER ROUNDTITLE STYLE ACCELERATION FLOW PATTERN
BACK
PM EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO SEDIT MASTER TITLE STYLE ECOND APPROACH PF
PM If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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. © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO MASTER TITLE STYLE GOEDIT AROUND - CALLOUTS PF “Go AroundFlaps"
FMA Changes
FMA Changes
“Gear UP"
FMA Changes "Flaps 0"
"Flaps 1"
“Flaps xx"
“Checked”
"Positive climb"
“Gear UP"
“Checked”
“Checked” “Speed checked” “Flaps 1"
“Speed checked” “Flaps 0"
PM -S -F THR levers CLB L/G UP
FLAPS Retract 1 step THR levers TOGA
°
Flaps 0
Flaps 1
THRUST ACCELERATION ALTITUDE
THRUST REDUCTION ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
Green dot
BACK
A320
EXIT
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDN1LANDING01 – MAR 2022
CLICK TO EDITLM ASTER- F TITLE MANUAL ANDING LARE STYLE PF
BACK
PM For manual landing:
AP..................................................................................OFF
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICKMTO EDIT MASTER TITLE STYLE ANUAL LANDING - ROLLOUT PF
BACK
PM At touchdown:
DEROTATION...................................................INITIATE BOTH THRUST LEVERS..........REV MAX or REV IDLE “ SPOILERS ”
“ REVERSE GREEN ” DIRECTIONAL CONTROL.............MONITOR/ENSURE A/BRK.............................................CHECK/ANNOUNCE
BRAKES.........................................................AS RQRD
“ DECEL ”
At 70 kt: BOTH THRUST LEVERS....................................REV IDLE At taxi speed: REVERSERS.............................................................STOW Before 20 kt: AUTO BRK.............................................................DISARM © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“ SEVENTY KNOTS ”
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
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TOAUTOLAND EDIT MASTER TITLE STYLE - ROLLOUT PF
BACK
PM At touchdown: “ ROLLOUT ”
BOTH THRUST LEVERS...............REV MAX or REV IDLE
“ SPOILERS ” “ REVERSE GREEN ”
DIRECTIONAL CONTROL..................MONITOR/ENSURE
DIRECTIONAL CONTROL..................................MONITOR
BRAKE.................................................................AS RQRD
A/BRK.............................................CHECK/ANNOUNCE “ DECEL ”
At 70 kt: “ SEVENTY KNOTS ” BOTH THRUST LEVERS....................................REV IDLE Before 20 kt: AUTO BRK............................................................DISARM End of rollout REVERSERS.............................................................STOW AP..................................................................................OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
EXIT
A320/A330
CLICK TO EDIT MASTER TITLE STYLE AFTER LANDING – PARKING – SECURING THE A/C AFTER LANDING SOP
SECURING THE AIRCRAFT (*)
PARKING
FLOW
SOP
FLOW
SOP
“ SECURING THE A/C C/L ”
“ PARKING C/L ”
“ AFTER LANDING C/L ”
(*) Note: This procedure can be performed using the QRH. © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDB1AFTLDGD01 – MAR 2022
CLICK TO EDIT MASTER TITLE STYLE AFTER LANDING – PARKING – SECURING THE A/C AFTER LANDING FLOW PATTERN PF PF
BACK
PM PM ANTI-ICE EXTERIOR LIGHTS
RADAR PREDICTIVE WINDSHEAR
7
6
APU
2
1 2
1
GROUND SPOILERS
3
5 4
TCAS / ATC
FLAPS
(A320) ENG MODE SEL (A330) ENG START SEL © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER AFTER LANDINGTITLE STYLE PF GROUND SPOILERS……………..……...........……DISARM
Signal for PM actions
BACK
PM
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 ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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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
BACK
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.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER PARKING – 1/2TITLE STYLE PF
BACK
PM
ACCU PRESS..........................................................CHECK
ANTI-ICE.......................................................................OFF
PARK BRAKE handle.....................................................ON
APU BLEED pb-sw........................................................ON
• If the APU is not available: EXT PWR pb.................................................................ON • No less than 3 min after high thrust operations: ALL ENG MASTER LEVERS........................................OFF WING sw........................................................................OFF BEACON sw..................................................................OFF OTHER EXTERIOR LIGHTS................................AS RQRD
MECH
FUEL PUMPS...............................................................OFF
SLIDES.................................................CHECK DISARMED SEAT BELTS sw............................................................OFF GROUND CONTACT.........................................ESTABLISH
FUEL QUANTITY.....................................................CHECK
PARKING BRAKE handle....................................AS RQRD
BRAKE FAN..................................................................OFF 2/2
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 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDIT MASTER PARKING – 2/2TITLE STYLE PF
PM
1/2
“ PARKING C/L ”
BACK
PARKING C/L...................................................COMPLETE “ PARKING C/L COMPLETE ”
ATC.............................................................................STBY IRS PERFORMANCE..............................................CHECK DUs.................................................................................DIM
DUs................................................................................DIM
LOGBOOK............................................COMPLETE (CM1) ALL EFB transmitting mode...............................AS RQRD
ALL EFB transmitting mode..............................AS RQRD
• If performing transit stop:
• If performing transit stop:
CLEAR/CLOSE FLIGHT...........................................APPLY
CLEAR/CLOSE FLIGHT...........................................APPLY
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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CLICK TO EDITPM ASTER TITLE STYLE ARKING
APU BLEED pb-sw…………ON Set the APU BLEED pb-sw to ON immediately before engine shutdown, to prevent engine exhaust fumes from entering the air conditioning.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITPM ASTER TITLE STYLE ARKING IRS PERFORMANCE
BACK
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).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MASTER TITLE STYLE AFTER LANDING – PARKING – SECURING THE A/C PARKING FLOW PATTERN 3
BACK
FUEL PUMPS
PF PF
PM PM ANTI-ICE EXTERIOR LIGHTS
4
1
2
APU BLEED pb-sw
6
5 SLIDES
ALL ENG MASTER LEVERS
SEAT BELTS sw
1
ACCU PRESS
3
PARK BRAKE handle
2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT CM1
This procedure can be performed using the QRH.
BACK
CM2
PARK BRAKE handle.......................................CHECK ON ALL IR MODE SELECTORS........................................OFF
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OXY CREW SUPPLY....................................................OFF EXTERIOR LIGHTS......................................................OFF APU BLEED pb-sw.......................................................OFF EXT PWR pb-sw..................................................AS RQRD APU MASTER SW pb-sw.............................................OFF EMER EXIT LT pb-sw...................................................OFF SIGNS sw......................................................................OFF A320 BAT 1 pb-sw + BAT 2 pb-sw........................................OFF i A330 BAT 1 pb-sw + BAT 2 pb-sw + APU BAT pb-sw.........OFF i
“ SECURING THE AIRCRAFT C/L ” SECURING THE AIRCRAFT C/L.....................COMPLETE “ SECURING THE AIRCRAFT C/L COMPLETE ” EFB APPLICATIONS.......................................................CLOSE ALL EFB.................................................................SWITCH OFF
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A320 only: MAINT BUS sw....................................................AS RQRD © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT
EFB APPLICATIONS…CLOSE:
ALL EFB…SWITCH OFF:
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDIT MTHE ASTER TITLE STYLE SECURING AIRCRAFT
BACK
To ensure the ADIRS memorize the last data: at least 10 sec ADIRS OFF
t Electrical supply OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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 APU AVAIL light goes out
t
When APU flap fully closed, set batteries OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
AND A/THR CLICK TO AP/FD EDIT MASTER TITLE
STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD ENGAGEMENT and DISENGAGEMENT
A/THR i
ENGAGEMENT and DISENGAGEMENT
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XFTDN1000AUTO01 – OCT 2020
AP/FD AND A/THR MASTER TITLE STYLE AP/FD – 1/2 ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
NEXT
BACK
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 MASTER TITLE STYLE ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
BEFORE SETTING AP ON If large orders are required to achieve the intended flight path, center the FD bars before setting AP ON.
BACK
AP/FD AND A/THR MASTER TITLE STYLE AP/FD – 2/2 ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
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.
BACK
AP/FD AND A/THR MASTER TITLE STYLE ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
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
BACK
AP/FD AND A/THR MASTER TITLE STYLE ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
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.
BACK
AP/FD AND A/THR MASTER TITLE STYLE ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
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.
BACK
EXIT
CLICK TO
EDIT MASTER TITLE STYLE CIRCLING
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: i 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.
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 – OCT 2018
CLICK TO
EDIT MASTER TITLE STYLE CIRCLING 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
EDIT MASTER TITLE STYLE CIRCLING
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.
BACK
CLICK TO
EDIT MASTER TITLE STYLE CIRCLING
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).
BACK
CLIDE LICKSTO EDIT MASTER TITLE G LOPE INTERCEPTION FROM STYLE ABOVE
EXIT
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 – OCT 2018
CLICK CTO 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.
i
Select V/S mode -1500 ft/min (-2000 ft/min max).
BACK
CLIDE LICKSTO EDIT MASTER TITLE G LOPE INTERCEPTION FROM STYLE 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.
BACK
CLICKMTO EDITG/S MASTER TITLE STYLE ONITOR INTERCEPTION
BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL stabilized.
A320/A330
CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI F UNCTION 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 – FEB 2019
CLICK TO EDIT MASTER TITLE STYLE GROUND SPEED MINI F UNCTION 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. Ground speed mini is available in managed speed mode only. It is active when the aircraft is in landing configuration.
IAS TARGET = Max [ VAPP, VAPP + Wind Difference ] (Current Headwind – TWR Headwind)
VAPP
+ Wind difference
IAS TARGET
Note: On A320neo aircraft, the computation of the IAS Target is modified, with only a third of the wind difference taken into account.
CLICK TO EDIT MASTER STYLE GROUND SPEED MINI FTITLE UNCTION CURRENT HEADWIND 20 KT
NEXT
Hypothesis: Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt VAPP = 133 + 7 = 140 kt Gs mini = 140 – 20 = 120 kt
1 330/20 kt
IAS Target = Gs mini (120) + 20 = 140 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
Current GS = GS mini
BACK
CLICK TO EDIT MASTER STYLE GROUND SPEED MINI FTITLE UNCTION 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.
BACK
CLICK TO EDIT MASTER STYLE GROUND SPEED MINI FTITLE UNCTION 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
BACK
A320
HEAD-UP DISPLAY (HUD)
EXIT
HUD REMINDER
TAXI
TAKEOFF
APPROACH
ROLL OUT
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EFTDO_HUD_01 – A320 – OCT 2018
TAXI TYPICAL DISPLAY
NEXT
BACK
TAXI DECLUTTER DISPLAY
PREV
BACK
TAKEOFF
BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION: The yaw bar is displayed to show you any deviation 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
BACK
ROLLOUT TYPICAL DISPLAY
ROLLOUT The auto brake mode scale is displayed to show you the current aircraft deceleration. In this case MED braking mode is selected.
BACK
REMINDER
NEXT
BACK
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 MAW ASTER TITLE STYLE ILS R 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 – OCT 2018
CLICK TO MILS ASTER TO EDIT FLY AN RAWTITLE DATA STYLE
BACK
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.
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
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BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
BACK
Reaching Final Descent Point
NEXT
BACK
Reaching Final Descent Point
PREV
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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BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
BACK
LOC deviation
NEXT
BACK
LOC deviation
NEXT
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LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
BACK
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.
BACK
Low Visibility Operations
TAXI
A320/A330/A340/A350/A380
T.O
CLIMB
CRUISE
DESCENT
APPROACH
GO-AROUND
ROLLOUT TAXI All aircraft, except BXL
BXL only
XFSNB10000LVO00 – OCT 2022
TAXI-OUT & BEFORE T/O IN LVO
TAXI : ATC clearance confirmation
TAXI INITIATION
BEFORE TAKEOFF: down to the line actions
BEFORE TAKEOFF: below the line actions
Taxi When TAKEOFF clearance obtained :
GATE Pushback
“BELOW THE LINE”
“BEFORE TAKEOFF C/L”
Taxi
PF
TAXI-OUT & BEFORE T/O IN LVO
HEAD UP AT ALL TIMES .......................................... KEEP
TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE
PM
ANF / OANS if available (A350 and 380 only)............USE
TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE
GROUND SPEED................................................MONITOR
Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and administrative work. Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to cross has been received by ATC. If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide assistance by use of ground radar or by sending a FOLLOW ME car. Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
TAKEOFF
ANF / OANS (A350 and 380 only)...........USE
Adapt taxi speed to the actual visibility Advise PF if GS exceeds 10 knots
TAKEOFF
ALTERNATE
RVR
CHECKS
CREW INCAPACITATION
ROTATION
A Low Visibility takeoff (LVTO) is a takeoff where the runway visual range is less then 400 meters.
T.O
TAKEOFF: Takeoff Alternate
The commander should not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome operating minima).
A350 ≈ 400 NM
A320 ≈ 380 NM
A330 ≈ 390 NM
A340 ≈ 860 NM
A380 ≈ 890 NM
TAKEOFF : RVR
Takeoffs with an RVR below 150m but not less than 125m require that: Low visibility procedures are in force High intensity runway centerline lights, spaced 15m or less apart, and high intensity edge lights with a spaced of 60m or less apart that are in operation. A 90m visual segment that is available from the flight crew compartment at the start of the take-off run; and The required RVR value is achieved for all of the relevant RVR reporting points;
TAKEOFF: Checks Confirm that the line up is performed on the intended runway. Useful aids are: The runway markings. The runway lights, be careful that in low visibility, edge lights could be mixed up with the center line lights. The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation should be centered after line up. The runway symbol on the ND, The Runway Awareness and Advisory System.
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Checks Confirm that the line up is performed on the intended runway. Useful aids are: The runway markings. The runway lights, be careful that in low visibility, edge lights could be mixed up with the center line lights. The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation should be centered after line up. The runway symbol on the ND, The Runway Awareness and Advisory System. Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E): • When no reported meteorological visibility or RVR is available, a personal assessment by the Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain can determine that the RVR/visibility along the takeoff runway is equal to or better than the required minimum…
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Crew Incapacitation PM: Be ready to take over
TAKEOFF: Rotation NORMAL ROTATION AS PER FCOM At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the correct pitch attitude. Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension. In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at maintaining wings level. After lift-off, follow the SRS pitch command bar.
Type
A320
A330
A340
A350
A380
Target attitude all engines
15.0° SRS
15.0° SRS
12.5° SRS
12.5° SRS
12.5° SRS
Target attitude engine out
12.5° SRS
12.5° SRS
12.5° SRS
10° SRS
10° SRS
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF” BRAKES………..…………………………..............RELEASE DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR DEVIATIONS ......................................................MONITOR
External visual references remain primary
During takeoff, in RWY mode the PFD displays a yaw bar in green below 30 ft radio altitude (if the localizer signal is available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF” BRAKES………..…………………………..............RELEASE DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
visual cues remain the primary means to track the runway centerline. the yaw bar provides an assistance in case of unexpected fog patches.
YAW BAR/ILS .....................................................MONITOR DEVIATIONS ......................................................MONITOR
External visual references remain primary
During takeoff, in RWY mode the PFD displays a yaw bar in green below 30 ft radio altitude (if the localizer signal is available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF” BRAKES………..…………………………..............RELEASE DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR DEVIATIONS ......................................................MONITOR
CM2 must call out any lateral deviation.
External visual references remain primary
During takeoff, in RWY mode the PFD displays a yaw bar in green below 30 ft radio altitude (if the localizer signal is available).
APPROACH PREPARATION
LOW VISIBILITY OPERATIONS
LVO
AIRPORT
CREW
A/C
CAPABILITY
FACILITIES
CAPABILITY
CAPABILITY
Preparation:
Verify weather conditions
Check crew qualification
Check aircraft technical status
Check airport status Evaluate downgrading options
Check diversion options
Fuel pred extra time for holding
Briefing in accordance with A/L policy:
Requirements for LVO (Aircraft, Crew, Airport)
Normal ILS Briefing
Detailed taxi-in routing and cues.
Task sharing and callouts
Go Around policy in case of failure
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft AH FLARE RETARD
FAF
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft
Abnormals during final approach:
Failure above 1000 ft AAL: 400 ft
Failure below 1000 ft AAL:
Approach may be continued if:
350 ft
Approach may be continued if:
• All ECAM actions are performed
• The pilot has the runway in sight and
• Weather permits
ft of failure does not affect the • The200 type
• Briefing and DH are updated and
landing performance. 100 ft
• Aircraft is stabilized before 1000 ft AAL. Alert Otherwise, GO-AROUND. Height Note: This does not impair the emergency authority of the commander. FAF
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
LAND MODE…………CHECK
“Callouts” 1000 ft 400 ft 350 ftmode not available Go around If LAND 200 ft • LAND mode to be checked (called out): If not available Go around. 100 ft • ILS course on PFD to be in agreement Alert with published figure. Height If not in agreement Go around. FAF
FLARE RETARD
APPROACH ILS COURSE…………CHECK INTERMEDIATE APPR
FINAL APPR
If ILS course not in agreement Go around “Callouts” 1000 ft 400 ft 350 ft 200 ft • LAND mode to be checked (called out): If not available Go around. 100 ft • ILS course on PFD to be in agreement Alert with published figure. Height If not in agreement Go around. FAF
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft
Major differences to conventional ILS approach start below 400 ft.
350 ft Importance of CM2 especially below 400 ft. He has to check:
200 ft
• The flight path and the Autoflight modes • Call deviations • Takeover in case of incapacitation of CM1. Alert Height FAF
100 ft FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft • LAND mode to be checked (called out): If not available Go around. 100 ft • ILS course on PFD to be in agreement Alert with published figure. Height If not in agreement Go around. FAF
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft 100 ft AUTOLAND warning light is active below 200 ft. FLARE • A Go Around Alert must be performed unless the visual references RETARD are sufficientHeight for a manual landing. Note: At least one AUTOLAND warning light is required for FAF
CAT 2 and CAT 3 approaches.
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft Alert Height (AH)
100 ft AH
For CAT 3 without DH approach: Alert Height • CONTINUE callout at Alert Height if no failure is FAF
detected (irrespective of visual conditions).
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
Alert Height • For CAT 3 only • Not displayed in the cockpit
“Callouts”
• Above this height, a CAT 3 autoland would be discontinued 1000 approach ft and a missed executed if an element of the CAT 3 fail operational systems fails.
400 ft • Below the alert height, with same failures, the aircraft is capable of continuing to a successful landing 350 (e.g.ftengine failure below alert height), unless autoland light comes on 200 ft
100 ft for A320 200 ft for A330/A340/A350/A380
Alert Height (AH)
AH FLARE RETARD
FAF
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft AH FLARE mode to be checked and announced by CM2. For FMA, click here… FAF
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft FLARE mode…………CHECK 200 ft 100 ft FLARE mode to be checked Alert and announced by CM2. Height For FMA, click here… FAF
FLARE RETARD
APPROACH
INTERMEDIATE APPR
FINAL APPR
“Callouts” 1000 ft 400 ft 350 ft 200 ft AH FLARE RETARD auto callout (RETARD both thrust levers to IDLE): Alert • In manual landing RETARD is a REMINDER Height FAF
• In autoland with A/THR, RETARD is an ORDER. (no retard of thrust levers before RETARD call)
RETARD
APPROACH CALLOUTS – AUTOLAND APPROACH PF PM
"LDG C/L"
“LDG C/L complete"
"LAND"
“CHECKED"
"CONTINUE" or “CHECKED" "GO AROUND FLAPS" Monitor
Monitor
“ONE HUNDRED ABOVE"
"MINIMUM"
“CHECKED"
“FLARE"
“ROLL OUT" "REVERSE GREEN" “60/70 KT" "SPOILERS"
350 ft AUTO CALLOUT "RETARD"
DH + 100 ft DH*
*In CAT III B operation, for the decision to CONTINUE or GO AROUND, the Alert Height replaces the DH.
40 ft 10 ft Touchdown
"DECEL"
GO-AROUND LOW GO-AROUND AIRCRAFT TOUCHES THE RUNWAY Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN • The G/A phase will not be disturbed even when the aircraft touches the runway • Modes stay the same, spoilers will not extend • AP remains engaged.
TOGA
Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN: • TOGA thrust applied CONFIG warning if CONF FULL • AP disengages • Retract L/G when positive rate of climb and no risk of further touch down • Climb out as for standard go-around • If reverse thrust already applied, full stop landing must be completed.
TOGA
ROLLOUT and TAXI-IN All aircraft, except BXL
Three things have to be done manually in autoland: • Retard THR LEVERS when ordered • Select REVERSERS when main wheels touch down • Disconnect APs at the end of Rollout...
Taxi
GATE
Taxi
ROLLOUT and TAXI-IN
BXL only
Three things have to be done manually in autoland: • Retard THR LEVERS when ordered • Select REVERSERS when main wheels touch down • Below 70kt, ensure directional control. Note: The AP will automatically disconnect at 70 kt ground speed.
Taxi
GATE
Taxi
EXIT
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 – OCT 2018
CLICK LTO EDIT MASTER TITLE STYLE OAD FACTOR PROTECTION
BACK
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 envelope. 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 TOSEDIT ASTER TITLE STYLE HIGH PEED M 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 k t (A320) VMO + 4k t (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 LOW SPEED PROTECTION Stick full back
STYLE
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 LOW SPEED PROTECTION ALPHA FLOOR
STYLE BACK
Vα FLOOR 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
CLICK TO EDIT ASTER USEMOF BIRDTITLE STYLE FLIGHT PATH VECTOR PRESENTATION i
“ BIRD ON ”
XFTDN2000BIRD01 – OCT 2018
CLICK TOFPV EDITPM ASTER TITLE STYLE RESENTATION
PITCH
FPA
HDG
VERTICAL FUNCTIONS
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LATERAL FUNCTIONS
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TRK
BACK
CLICK TOFPV EDITPM ASTER TITLE STYLE RESENTATION 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 TOFPV EDITPM ASTER TITLE STYLE RESENTATION LATERAL FUNCTIONS
Current HDG = 325¨ Current TRK = 325¨
Current HDG = 325¨ Current TRK = 330°
WIND
Turn left for correction.
BACK
Current HDG = 320¨ Current TRK = 325¨
WIND
A320/A330
CLICK TO V EDIT MASTER TITLE STYLE ISUAL PATTERN
VISUAL CIRCUIT
LONG FINAL APPROACH
DOWNWIND LEG
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Remember: During a visual pattern, look outside.
XFTDN1VISUPAT01 – Oct 2022
VISUAL CLICK TO EDIT MASTER TITLE STYLE VISUAL PCIRCUIT ATTERN
BACK
“Activate Approach phase” “Manage speed” “FDs OFF” “BIRD ON” “Set downwind track” when necessary “Approach checklist” DOWNWIND LEG
ABEAM THRESHOLD
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“ Set downwind heading ”
1500 ft/AAL
“ Flaps 1 ” “Pull S Speed ” “Speed, Auto thrust ”
10 s before turning final: “ FLAPS 2 ” “ Pull HDG”
3 s before turning final: “ Set runway track ”
“ Gear down ”
Initiate a shallow descent
“ FLAPS 3 ”
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When lined up: • Set circuit ALT on FCU • Preset RWY HDG on FCU
“ FLAPS FULL ” “ Landing checklist ”
500 ft/AAL Stabilized with FLAPS FULL at VAPP
CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN DOWNWIND LEG
BACK
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 s per 100 ft above airfield level (e.g.: 45 s for 1500 ft) Wind correction: +/- 1 s 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
BACK
CLICK TO EDIT MASTER TITLE STYLE VISUAL ATTERN LONGP FINAL ENERGY CIRCLE
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“ Activate Approach phase ”
'‘ FLAPS 1 ”
“ FLAPS 2 ” “ Set runway track ” “ Gear down ” “ FLAPS 3 ”
1500 ft/AAL
“ FLAPS FULL ” “ Landing checklist ”
500 ft/AAL Stabilized with FLAPS FULL at VAPP
Around 5 NM
BACK
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.
BACK
CLICK TO EDIT M ASTER TITLE STYLE VISUAL P ATTERN DOWNWIND LEG “AP OFF” “FDs OFF” “BIRD ON” “Set downwind track” when necessary “Activate Approach Phase” “Manage speed” when necessary “Approach checklist”
“ FLAPS 1 ”
1500 ft/AAL
10 s before turning final: “ 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
BACK
CLICK TO EDIT MASTER TITLE STYLE VISUAL PATTERN INITIATE A SHALLOW DESCENT Initiate a shallow descent while turning to reach the profile
BACK
A320/A330
LICK TO EDIT MASTERMTITLE STYLE ACBNORMAL OPERATION ANAGEMENT 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 PROC
Apply OEB (Read and do QRH)
NO
Refer to QRH Abnormal procedure i
STATUS PROC
ASSESS THE SITUATION PROC
XFTDN6ECAM00001 – OCT 2022
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.
BACK
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 ANSWER.…….…. “ ENG MASTER 1 CONFIRM ”
REQUEST………….“ CONFIRM ENG MASTER 1 ? ” 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 ACCELERATION flow pattern, 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
BACK
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 MASTERMTITLE STYLE ACBNORMAL OPERATION ANAGEMENT SITUATION ASSESSEMENT
BACK
Taking into account:
Limitations
Fuel Management
LAND ASAP
Weather
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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.
EXIT
CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 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.
A320/A330
XFTDN1USESUMM01 – OCT 2018
CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 2/3STYLE PREV
EMER ELEC CONFIG
DUAL HYD FAILURE
ECAM ACTIONS
QRH SUMMARY i
NEXT
CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 2/3STYLE SUMMARY
CRUISE
BACK
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APPROACH
LANDING
GO-AROUND
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CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 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 assessment to ease decision making.
CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 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).
CLICKUTO ASTER TITLE SEEDIT OF SM UMMARY – 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
PERFORMING 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.
CLICK A TO MASTER TITLE STYLE LLEDIT ENGINE FLAMEOUT GOLDEN RULE #1
Fly, Navigate, Communicate.
A320: ENG ALL ENGINES FAILURE
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A330: i
A330: ENG ALL ENG FLAME OUT
“ ECAM ACTIONS ”
RAT: Automatic deployment
A320:
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Alternate law: Protections lost
A320/A330
PROC
FL 250
APU…….START
OPTIMUM SPEED: GREEN DOT
FL 200
APU BLEED………..………...ON PROC
XFTDA1ALENGFO01 – APR 2021
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.
BACK
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 TO EDIT MASTER TITLE STYLE ALL ENGINE FLAMEOUT ECAM PROCEDURE
BACK
When the ECAM requests:
A320:
ALL ENG FAIL PROC. . . . . APPLY
A330:
ENG / FUEL PROC. . . . . APPLY (If fuel remains)
Refer immediately to the eQRH / ABN:
A320:
ALL ENG FAIL
A330:
ENG ALL ENG FLAMEOUT – FUEL REMAINING
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 1/2
A320: APPROACHING OR BELOW THE ALTITUDE NOTIFIED BY THE eQRH PROCEDURE: A330: AS SOON AS POSSIBLE AND UNTIL APU BLEED IS AVAILABLE: ATTEMPT WINDMILL RELIGHT
RELIGHT SEQUENCE CAN BE REPEATED UNTIL SUCCESSFUL OR UNTIL APU BLEED IS AVAILABLE i
BACK
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 1/2 BACK
No relight: all ENG masters OFF Start chronometer
30 seconds later: All ENG masters ON
Check engine parameters.If no relight:
30 seconds later: All ENG masters OFF
30 seconds later: Repeat process…
After a successful start, use the restored engine ASAP.
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 2/2
BELOW FL 200 AND WHEN APU BLEED IS AVAILABLE: ATTEMPT STARTER ASSISTED RELIGHT
NEW RELIGHT SEQUENCE (ONE ENGINE AT A TIME) i
BACK
CLICK TO EEDIT MASTER TITLE STYLE NG RELIGHT – 2/2 BACK
From all ENG masters OFF Restart chronometer
30 seconds later: One ENG master ON at a time
Check engine parameter. If no relight:
30 seconds later: ENG master OFF Other ENG master ON
30 seconds later: repeat process…
After a successful start, use the restored engine ASAP.
A320
EXIT
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 – A320 – OCT 2018
CLICK TO EDIT MASTER TITLE FMGC 1 FAILURE PF
STYLE
BACK
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 FMGC 1AIRCRAFT FAILURE FLY THE Loss of AP1 and FD1 (AP, FD of the affected side).
Engage AP2.
STYLE
NEXT
BACK
CLICK TO EDIT MASTER TITLE FMGC 1 FAILURE NAVIGATE
STYLE
ND1
PREV
BACK
ND1
Select the same range and mode on both NDs:
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
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 FMGC 1 FAILURE
STYLE
SINGLE MODE
FMGC 1
BACK
FMGC 2
FADEC MCDU 1
MCDU 2
THRUST LEVERS
CLICK TODEDIT MASTER TITLE UAL FMGC FAILURE PF
STYLE
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 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.
STYLE NEXT
BACK
CLICK TODEDIT MASTER TITLE UAL FMGC FAILURE
STYLE
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 UAL FMGC FAILURE
STYLE
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 NAV M B/UP MODE
STYLE
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
0 5 5 0 1 3
T E R R A H E A D
XFTDO3_EGPWS_01 – AUG 2019
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: SIMULTANEOUSLY: “PULL UP TOGA”
“Terrain Terrain”
AP…………………………….………………………OFF
“Too low Terrain”
PITCH………………….……………………....PULL UP Pull full backstick and maintain in that position THRUST LEVERS ………………………………TOGA SPEED BRAKES……………..CHECK RETRACTED
“Terrain Ahead”
BANK…………………….WINGS LEVEL or ADJUST A turning manoeuver can be initiated if the flight crew concludes that turning is the safest action. DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.
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
“Obstacle Ahead” “PULL UP”
“PULL UP” “Terrain Ahead” “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 A turning manoeuver can be initiated if the flight crew concludes that turning is the safest action. DO NOT CHANGE CONFIGURATION(SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.
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 – FEB 2019
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
BACK
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.
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
A320/A330
CLICK TO EDIT MASTER TITLE STYLE EMERGENCY EVACUATION
EMERGENCY EVACUATION PROC
XFTDA1EMREVAC01 – OCT 2022
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 ATC .………………………...………………………...ADVISE
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
CLICK TO EDIT MASTER TITLEV1 STYLE ENGINE FAILURE AFTER DETECTION
ECAM ACTIONS
ACCELERATION
CONTINUE ECAM
APPROACH PREPARATION
PROC
PROC
PROC
PROC
PROC
ARRIVAL 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 – OCT 2022
CLICK TO EDIT MASTER TITLE STYLE DETECTION PF
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PM
GOLDEN RULE #1
Fly, Navigate, Communicate. ENG 1 FAIL
The first pilot who detects: “ ENGINE FAILURE ” FLY: Gear Up, Consider TOGA,
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Pitch adjust 12.5º, then follow FD bars, Beta target,
No READ & DO actions until the aircraft reaches a minimum of 400 ft AGL.
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Consider AP. NAVIGATE:
LAND ASAP When applicable, consider EO SID for TAKEOFF RWY. COMMUNICATE: ATC
“ PAN PAN ” or “ MAYDAY ” message.
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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 READ & DO 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.
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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.
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CLICK TO EDIT MASTER ECAM ACTIONSTITLE STYLE PF
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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 N2 ~ 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
A320
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A330
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.
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CLICK TO EDIT MASTER TITLE STYLE ACCELERATION BEFORE EO ACC ALT
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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: •
ACCELERATION flow pattern
ENG RELIGHT (IN FLIGHT)
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CLICK TO EDIT MASTER TITLE STYLE APPROACH PREPARATION PF
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PM
“ YOU HAVE CONTROL? ” “ I HAVE CONTROL” FMS ……………...…………….…………………... PREPARE
FMS PREPARATION ……………...………………... CHECK
ARRIVAL 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.
A320
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 PROC EFTDA1ENGFCRZ01 – OCT 2020
CLICK TO EDIT AND MASTER STYLE DETECTION INITIAL TITLE ACTIONS PF
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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 INITIAL TITLE 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
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CLICK TO EDIT MASTER TITLE STANDARD STRATEGY PF
PM
As appropriate, HDG………………………………………...…………SET AND PULL • To keep clear of the airway • Towards an alternate
In accordance with the strategy: SPEED……………………...……SET M0.78 / 300 kt AND PULL
Extracted from ACTIVE/PERF/CRZ page ALT ………………………………………………….…SET AND PULL • Standard………………….…EO MAX FL (LRC ceiling)
EO
On the PROG page, the REC MAX gives the EO LRC Ceiling:
STYLE
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CLICK TO EDIT MASTER TITLE OBSTACLE STRATEGY PF As appropriate, HDG……………………………………………...……SET AND PULL • To keep clear of the airway • Towards an alternate
In accordance with the strategy: SPEED…………………SET GREEN DOT SPEED AND PULL
Extracted from ACTIVE/PERF/CRZ page ALT ……………………………………………………SET AND PULL • Obstacle ……………..………..DRIFT DOWN TO ceiling
On the PERF page, the DRIFT DOWN Ceiling is displayed as:
STYLE
PM
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CLICK TO EDIT MASTER STYLE ENGINE FAILURE IN TITLE CRUISE FLIGHT CONTINUATION
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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 ….…………………………………...……....M ANAGE
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.
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A320
CLICK FTO EDITCM ASTER TITLE LIGHT ONTROL LAWSSTYLE 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 – A320 – OCT 2018
CLICK TO EDIT MASTER NORMAL LAW TITLE STYLE HIGH SPEED PROTECTION
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BANK ANGLE PROTECTION
OVERSPEED WARNING
VLS VαPROT αFLOOR VαMAX
PITCH ATTITUDE PROTECTION
CLICK TO EDIT MASTER ALTERNATE LAWTITLE STYLE 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)
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CLICK TO EDIT MASTER DIRECT LAW TITLE STYLE
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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 – OCT 2018
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.
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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.
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CLICK TO EDIT MASTER REACTION - 1/2TITLE STYLE
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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
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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
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CLICK TO EDIT MASTER REACTION - 1/2TITLE STYLE
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
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CLICK TO EDIT MASTER REACTION - 2/2TITLE STYLE
PREV
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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).
EXIT
A320/A330
C EDIT MASTER TITLE STYLE LLICK OW TO ENERGY AURAL ALERT
Low Energy Aural Alert PROC
“ SPEED SPEED SPEED ”
XFTDN1LOWENER01 – JUL 2021
CLICK TO E EDIT MASTER STYLE LOW NERGY 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 lost.
ALERT TRIGGERING CONDITIONS The low energy aural alert is triggered: VLS
• Between VLS and VaPROT.
VαPROT VαMAX
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 – JUL 2021
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).
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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.
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CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF CAPT
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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
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The EMER EVAC procedure is accessible through the rapid access icon permanently displayed in the top right corner of the eQRH.
CLICK TO EDIT MASTER TITLE STYLE REJECTED TAKEOFF REJECTED TAKEOFF flow pattern
CAPT CAPT
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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 »
3
3
WHEN AIRCRAFT STOPPED « AIRBUS____, STOPPING »
4 WHEN AIRCRAFT IS STOPPED: REVERSERS STOWED PARKING BRAKE ON
EMERGENCY EVACUATION PROC: LOCATE
2
A320/A330
CLICK TO EDIT ROPS MASTER TITLE STYLE 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)
XFTDO_ROWROP_01 – OCT 2018
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.
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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.
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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.
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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)
QRH SMOKE / FUMES/AVNCS SMOKE procedure 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 – OCT 2018
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).
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CLICK TO EDITSMMOKE ASTER TITLE STYLE
WITH ECAM WARNING
•
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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
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CLICK TO EDITSMMOKE ASTER TITLE STYLE SMOKE/FUMES QRH PROCEDURE
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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…
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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.
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A320/A330
CLICK TOSEDIT TITLE STYLE TALLM RASTER ECOVERY MEMORY ITEM
DETECTION
RECOVERY
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PROC
1 Reduce AOA
2
Increase Energy
XFTDA4STALLRC01 – OCT 2018
CLICK TOSEDIT TITLE STYLE TALLM DASTER ETECTION
DETECTION OF BUFFET
“ STALL, STALL ” + CRICKET
REQUIRE A STANDARD CALLOUT AND AN IMMEDIATE ACTION
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CLICK TOSEDIT TITLE STYLE TALLM RASTER ECOVERY PF
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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 TITLE STYLE TALLM RASTER ECOVERY FLAPS 1
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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 – OCT 2021
CLICK TO EDIT TCAS MASTER TITLE STYLE INTRUDER CLASSIFICATION
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The intruders are classified in four levels and displayed accordingly on ND: Surrounding traffic TCAS only
TCAS + ADS-B - 05
Other intruders
Proximate intruders
Traffic Advisory (TA)
Resolution Advisory (RA)
- 15
- 10
- 09
- 05
- 15
- 10
- 09
- 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.
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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.
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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“
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CLICKRTO EDIT MASTER TITLE ESOLUTION ADVISORY (RA)STYLE PF
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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
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ESOLUTION ADVISORY (RA)STYLE CLICKRTO EDIT MASTER TITLE AP/FD TCAS NOT AVAILABLE
PF
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PM
“ CLIMB, CLIMB ”
AP......................................OFF “ SET FDs OFF”
FDs......................................OFF i
Promptly and smoothly V/S........ ADJUST or MAINTAIN Fly the green area.
ATC
“ AIRBUS xxx TCAS RA”
V/S............................MONITOR
If any ”CLIMB” aural alert sounds during final approach GO AROUND …………………………. PERFORM
ATC
“ AIRBUS xxx GOING AROUND DUE TO TCAS RA”
Respect STALL, GPWS or WINDSHEAR WARNINGS
WHY « FDs.…OFF »?
TCAS RA: “DESCEND! DESCEND!”
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 »?
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When the speed reaches speed limit, the HIGH SPEED PROTECTION activates…
THR SPEED CLB |
CLICK TOCEDIT ASTER TITLE STYLE LEARM OF CONFLICT PF
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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 “ FDs ON ” FDs ……………………………..….…... REENGAGE LAT & VERT GUIDANCE ………………... ADJUST AP………….……..………………............. AS RQRD
A320
C TO EDITAM STYLE ULICK NRELIABLE IRASTER SPEEDTITLE SITUATION MEMORY ITEM
“UNRELIABLE SPEED” 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:
UNRELIABLE SPEED PROC
TO LEVEL OFF
FLIGHT PATH STABILIZED
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AFFECTED ADR IDENTIFICATION PROC
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
XFTDA6UNRASPD01 – A320 – OCT 2022
CULICK TO EDITAIR MASTER TITLE STYLE NRELIABLE SPEED SITUATION PITCH/THRUST 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.
FL100
5° / CLB
Adjust PITCH and THRUST while climbing
10° / CLB
THRUST RED ALT
15° / TOGA
Adjust PITCH and THRUST while climbing
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CLICK TO EDIT ASTER TO M LEVEL OFFTITLE STYLE PF
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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
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Below FL250, use reversible BUSS (if installed) If needed and reliable (BIRD is reliable if barometric altitude is reliable): “ BIRD ON ” TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
CLICK TO EDIT ASTER TO M LEVEL OFFTITLE STYLE LEVEL OFF ….. PERFORM
If the altitude indication is unreliable, refer to the GPS altitude
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CLICK TO EDITPATH MASTER TITLE STYLE FLIGHT STABILIZED PF
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PM
AP …..…………………………………………………….. OFF “SET FDs OFF”
FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED Below FL250, use reversible BUSS (if installed) 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 and the reversible BUSS (if installed).
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 disappears, or until below FL250.
•
WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications are replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
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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. 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.
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Airplane Upset Prevention and Recovery Training Elements of Active Monitoring
START
OCT 2022
Active monitoring •
Pilots must preventively be always situationally aware. An engaged pilot will be ready to intercept, and so recognize, timely and effectively an unintentional airplane divergence.
•
Active monitoring allows you to do so.
•
Active monitoring is the critical element to ensure awareness and avoidance of undesired airplane states.
•
Active monitoring provides the strongest countermeasure against startle effect.
•
Active monitoring has some human barriers: complacency, fatigue, time pressure, mental workload, lack of vigilance, looking without seeing, poor workload management… but its performance can significantly be improved.
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Active monitoring •
Active monitoring is the responsibility of all crew members. The purpose is to ensure that the airplane state is understood and correct for the situation.
•
Active monitoring mitigates complacency and, therefore, helps preventing undesired aircraft states (UAS)
•
Active monitoring means keeping track of: • The environment • The airplane's energy state, and • The flight path.
•
Active monitoring creates expectations about future airplane state. This will help in detecting deviations and to take timely corrective actions.
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Review of observable behaviors for monitoring
Competency
Observable Behaviors
− − Application of Procedures & Compliance with Regulations (PRO)
− − − − −
Identifies where to find procedures and regulations Applies relevant operating instructions, procedures and techniques in a timely manner Follows Standard Operating Procedures (SOPs) unless a higher degree of safety dictates an appropriate deviation Operates aircraft systems and associated equipment correctly Monitors aircraft systems status Complies with applicable regulations Applies relevant procedural knowledge
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Review of observable behaviors for monitoring
Competency
Observable Behaviors − −
Airplane flight path management, automation (FPA)
− − − −
Uses appropriate flight management, guidance systems and automation, as installed and applicable to the conditions Monitors and detects deviations from the desired aircraft trajectory and takes appropriate action Manages the flight path to achieve optimum operational performance Maintains the desired flight path during flight using automation whilst managing other tasks and distractions Selects appropriate level and mode of automation in a timely manner considering phase of flight and workload Effectively monitors automation, including engagement and automatic mode transitions
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Review of observable behaviors for monitoring
Competency
Observable Behaviors
− − − Airplane flight path management, manual control (FPM)
− − − −
Controls the aircraft manually with accuracy and smoothness as appropriate to the situation Monitors and detects deviations from the desired aircraft trajectory and takes appropriate action Manually controls the aeroplane using the relationship between aeroplane attitude, speed and thrust, and navigation signals or visual information Manages the flight path to achieve optimum operational performance Maintains the desired flight path during manual flight whilst managing other tasks and distractions Uses appropriate flight management and guidance systems, as installed and applicable to the conditions Effectively monitors flight guidance systems including engagement and automatic mode transitions
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Review of observable behaviors for monitoring
Competency
Observable Behaviors − − −
Problem Solving Decision Making (PSD)
− − − − − −
Identifies, assesses and manages threats and errors in a timely manner Seeks accurate and adequate information from appropriate sources Identifies and verifies what and why things have gone wrong, if appropriate Perseveres in working through problems whilst prioritising safety Identifies and considers appropriate options Applies appropriate and timely decision-making techniques Monitors, reviews and adapts decisions as required Adapts when faced with situations where no guidance or procedure exists Demonstrates resilience when encountering an unexpected event
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Review of observable behaviors for monitoring
Competency
Observable Behaviors − − −
Situation awareness & management of − information (SAW) − − −
Monitors and assesses the state of the aircraft and its systems Monitors and assesses the aeroplane’s energy state, and its anticipated flight path Monitors and assesses the general environment as it may affect the operation Validates the accuracy of information and checks for gross errors Maintains awareness of the people involved in or affected by the operation and their capacity to perform as expected Develops effective contingency plans based upon potential risks associated with threats and errors Responds to indications of reduced situation awareness
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Review of observable behaviors for monitoring
Competency
Workload management (WLM)
Observable Behaviors − − − − − − − − −
Exercises self-control in all situations Plans, prioritises and schedules appropriate tasks effectively Manages time efficiently when carrying out tasks Offers and gives assistance Delegates tasks Seeks and accepts assistance, when appropriate Monitors, reviews and cross-checks actions conscientiously Verifies that tasks are completed to the expected outcome Manages and recovers from interruptions, distractions, variations and failures effectively while performing tasks
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Airplane Upset Prevention and Recovery Training A320 - Flight Control Laws - Summary
START
OCT 2022
Practical Advices •
Pay attention to the setting of your seat position and adjust your armrest carefully
•
Longitudinal control: G-load demand and automatic pitch trim provide longitudinal stability
•
Lateral control: Rate of roll demand, automatic turn coordination and Dutch roll damping provide lateral stability
•
You only need to perform minor corrections on the sidestick when the aircraft deviates from its intended flight path
•
When you sense an over control, you should set the sidestick to the neutral position
•
Aggressive and opposite flight control inputs must not be applied. Such inputs can lead to loads higher than the limit, and can result in structural damage or failure.
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Use of Rudder The rudder should not be used:
•
To induce roll
•
To counter roll induced by any type of turbulence
•
To complement the flight control laws for turn coordination and Dutch roll damping.
Rudder is used only during:
•
Crosswind operations (takeoff roll, flare, landing roll)
•
Asymmetric thrust (yaw moment compensations)
•
Loss of both yaw damper systems
•
Rudder trim runaway
•
Landing with abnormal landing gear position
•
Lack of roll efficiency in the case of severe damage.
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Flight Control Laws - Summary
A320
Normal Law Flight Mode
Alternate Law Flight Mode
Pitch
G-load demand with auto-trim and full envelope protections
G-load demand with auto-trim and with (or without) reduced protections
Roll
Roll rate demand with protection
Yaw
Mechanical control with automatic turn coordination and yaw oscillations damping
Direct Law
Direct law
(no auto-trim)
Direct law without protection Mechanical control with yaw oscillations damping only
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Mechanical control
(turn coordination and yaw damping lost)
Abnormal attitude law Due to extreme values in pitch, bank, angle of attack or speed A320
Abnormal Attitude Law
After recovery
Pitch
G-load demand without auto-trim and without protections (except g-load)
G-load demand with auto-trim and without protections (except g-load)
Direct law without protection
Roll
Yaw mechanical control
Yaw
(turn coordination and yaw damping lost)
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Airplane Upset Prevention and Recovery Training Elements of Aerodynamics
START
OCT 2022
The Angle of Attack
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The Angle of Attack
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The Angle of Attack
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The Angle of Attack
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The Angle of Attack
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The Recommended Maximum Altitude
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The Recommended Maximum Altitude
PROG page
•
The recommended maximum altitude is continuously updated in flight and based on the current gross weight and outside air temperature.
•
It provides the aircraft with a 0.3 g buffet margin, a minimum rate of climb at MAX CL thrust, and level flight at MAX CRZ thrust.
•
It is limited to the maximum operating altitude (Flight envelope) PREV
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The Recommended Maximum Altitude •
When flying at the maximum altitude, some margins are reaching their required minimum in terms of: • Thrust • Airspeed • Buffet threshold • Angle of attack, and • Bank angle, or any other maneuvers.
Any environmental factors such as icing conditions or turbulence could rapidly lead to a slowdown, a buffet onset, a stall condition and, subsequently, a high altitude upset. Any increase of outside air temperature during a flight at the maximum altitude shall be monitored as the performances will be impacted.
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Power-Drag Curve and Airspeed Stability
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Drag / Thrust
Power-Drag Curve and Airspeed Stability
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Drag / Thrust
Power-Drag Curve and Airspeed Stability
(Green dot)
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Drag / Thrust
Power-Drag Curve and Airspeed Stability
(Green dot)
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A sudden airspeed increase (or decrease) leads to a drag increase (or decrease), helping to return to the initial airspeed
Drag / Thrust
Power-Drag Curve and Airspeed Stability
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Power-Drag Curve and Airspeed Stability
A sudden airspeed increase (or decrease) leads to a drag increase (or decrease), helping to return to the initial airspeed
Drag / Thrust
Normal flight, “Front side of the Power-Drag curve”, or “First regime”
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Drag / Thrust
Power-Drag Curve and Airspeed Stability
A sudden airspeed decrease (or increase) leads to a drag increase (or decrease), pushing the aircraft to decelerate (accelerate) further
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Power-Drag Curve and Airspeed Stability
Drag / Thrust
Slow flight, “Backside of the PowerDrag curve”, or “second regime”
A sudden airspeed decrease (or increase) leads to a drag increase (or decrease), pushing the aircraft to decelerate (accelerate) further
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Power-Drag Curve and Airspeed Stability
Drag / Thrust
Slow flight, “Backside of the Power- Normal flight, “Front side of the Power-Drag curve”, or “First regime” Drag curve”, or “second regime”
(Green dot)
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Maximum Design Maneuvering Speed -VA
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Maximum Design Maneuvering Speed -VA •
Speed above which a single full deflection of any flight control surface should not be attempted due to a risk of damage to the airplane structure.
•
This limitation only applies in alternate or direct flight control laws.
CAUTION Rapid and large reversal control inputs, with large changes in pitch, roll or yaw,
may result in loads higher than the limit and structural failures at any speed, even below VA. In the event of such rudder inputs, the rudder travel limiter does not prevent structural damage or failure.
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A300-600 - VA
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A310 - VA
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A320 - VA
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A330 - VA
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A340-300 - VA
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A340-600 - VA
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A350-900 - VA
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A380 - VA
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Airplane Upset Prevention and Recovery Training Airplane Upset Recovery Techniques
START
OCT 2022
Upset Recovery Techniques – Reminder •
An airplane upset is an undesired airplane state characterized by unintentional divergences from parameters normally experienced during operations. An upset condition exists any time an airplane 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 – pilots 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.
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Upset Recovery Techniques – Reminder •
All upset recovery techniques assume the airplane is NOT STALLED. When needed, RECOVER FROM STALL FIRST.
•
The techniques represent a logical progression for recovering the airplane. 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 information, refer to the FCTM (Procedures / Abnormal and Emergency Procedures / Miscellaneous / Upset Prevention and Recovery)
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Upset Recovery Techniques – Nose High
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Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
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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 airplane attitude: Pitch and bank angles
• Announce: “NOSE HIGH”
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CM2
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
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Upset Recovery Techniques – Nose High
If the AP and A/THR responses enable to stop the flight path divergence, the flight crew may keep the AP and A/THR engaged.
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?
Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Apply nose down pitch order
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Upset Recovery Techniques – Nose High
The flight crew must apply as much nose down pitch order as required to obtain a nose down pitch rate. In the case of lack of pitch down authority, the flight crew may use incremental inputs on the trim (nose down) to improve the effectiveness of the elevator control. Note: Excessive use of pitch trim may make the upset situation worse or may result in high structural loads.
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Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Apply nose down pitch order
-
Adjust the thrust
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Upset Recovery Techniques – Nose High
Select up to maximum thrust available while ensuring adequate pitch control. Increasing thrust may reduce the effectiveness of nose-down pitch control. It may be necessary to limit or reduce thrust to the point where control of the pitch is achieved.
CG
Pitch up moment of underwing mounted engines
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Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
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Upset Recovery Techniques – Nose High
The bank angle must not exceed 60 degrees. If all normal pitch control techniques are unsuccessful, the flight crew can keep the current bank or bank the aircraft to enable the nose to drop toward the horizon. The bank angle should be the least possible to start the nose down and never exceed approximately 60 degrees. If the bank angle is already greater than 60 degrees, the flight crew should reduce it to an amount less than 60 degrees.
60 degrees maximum
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Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
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Upset Recovery Techniques – Nose High
Recover to level flight at a sufficient airspeed while avoiding a stall due to premature recovery at low speed, or excessive gloading at high speed.
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Upset Recovery Techniques – Nose High
Nose High Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
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Upset Recovery Techniques – Nose Low
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Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
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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 airplane attitude: Pitch and bank angles
• Announce: “NOSE LOW”
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CM2
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
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Upset Recovery Techniques – Nose Low
If the AP and A/THR responses enable to stop the flight path divergence, the flight crew may keep the AP and A/THR engaged.
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?
Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Recover from stall (if required)
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Upset Recovery Techniques – Nose Low
Even in a nose low situation, the aircraft may be stalled and it would be necessary to recover from a stall first.
This counter-intuitive action is just a reminder as you must always recover from stall first.
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Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Recover from stall (if required)
-
Adjust the roll in the shortest direction to wings level
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Upset Recovery Techniques – Nose Low
In general, a nose low, high-angle-of-bank requires prompt action, because the decreasing altitude is rapidly being exchanged for an increasing airspeed. L or R? The bank angle indicator will show you the shortest direction to wings level.
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Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
Recover from stall (if required)
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
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Upset Recovery Techniques – Nose Low
The flight crew should reduce the thrust and/or use the speedbrakes to control the speed.
and/or
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Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
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
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Upset Recovery Techniques – Nose Low
Recover to level flight at a sufficient airspeed while avoiding a stall due to premature recovery at low speed, or excessive gloading at high speed.
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Upset Recovery Techniques – Nose Low
Nose Low Actions -
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (if required)
-
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
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Airplane Upset Prevention and Recovery Training Extreme Attitude Training
START
OCT 2022
Extreme Attitude Training •
Aim: • To reinforce 3D mental picture in order to recognize and confirm developed upset situations.
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Extreme Attitude Training
•
Objectives: • To rapidly observe PFDs in upset situations • To recognize stall conditions, if any • To assess the airplane energy state and energy rate of change • To confirm the airplane attitude: Pitch and bank angles • To verbalize the situation (NOSE HIGH or NOSE LOW) • To determine actions to be performed for an effective recovery.
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Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
Nose Low Actions
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-
Adjust the thrust and the drag, if necessary
-
Recover the level flight
Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
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
-
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Recover the level flight
Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
Nose Low Actions (V/S is negative)
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-
Adjust the roll to the right to wings level
-
Adjust the thrust, if necessary
-
Recover the level flight
Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
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
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Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
Nose High Actions
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-
Apply nose down pitch order
-
Adjust the thrust
-
Reduce the roll not to exceed 60º
-
Recover the level flight
Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
Nose Low Actions -
Roll to the right to wings level
-
Adjust the thrust and the drag
-
Recover the level flight avoiding excessive g-loading
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Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
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
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Extreme Attitude Training
Display the next slide for 2 seconds only
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Extreme Attitude Training
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Extreme Attitude Training
Any stall? Energy state and rate of change? Airplane attitude: pitch and bank? Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
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Extreme Attitude Training
Stall recovery -
Apply nose down pitch order (reduce the AOA)
-
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
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A320/A330
CLICK TO EDIT MASTER TITLE STYLE WINDSHEAR Symptoms
TAKEOFF
MEMORY ITEM
i
APPROACH/ LANDING
MEMORY ITEM
PREDICTIVE WINDSHEAR
REACTIVE WINDSHEAR
PREDICTIVE WINDSHEAR
REACTIVE WINDSHEAR
PROC
PROC
PROC
PROC
i
i
XFTDN3WINDSHR01 – JUL 2021
CLICK TO EDIT MASTER TITLE STYLE WINDSHEAR SYMPTOMS
PFD:
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
BACK
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 If “ MONITOR RADAR DISPLAY ” is displayed during takeoff roll, it is the decision of the Captain to: - Continue with the takeoff, or - Reject the takeoff
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 windshear 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 CONFIGURATION (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
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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
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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 CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
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