Flow Chart For Dispatch Criteria [PDF]

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FLOW CHART FOR DISPATCH CRITERIA

⏎

ECAM HANDLING

ENGINE RELIGHT (if no damage) CONDIDERED

⏎

DECISION MAKING PROCESS

⏎

POST HANDLING OF ECAM APPLY THE BELOW PROCESS AND THEN USE THE FORDEC TOOL FOR SOUND DECISION MAKING

TOWNC -

TECH STATUS, OPERATIONAL CONSIDERATIONS & NOTAMS , COMPANY REQUIREMENTS

TIME (HOW MUCH TIME DO I HAVE) •

CRITICAL

•

REQUIRED

•

AVAILABLE

REINFORCE DECISION BY USING

F – FACTS O – OPTIONS

TECHNICAL STATUS

R – RISKS

•

LAND ASAP

D – DECISION

•

INOP SYS / EQUIPMENT

•

UNCONTROLLED FIRE / FUEL LEAK

E – EXECUTE

OPERATIONAL STATUS •

SPEED /ALTITUDE RESTRICTIONS

•

RVSM / EDTO / RNP / RNAV / LDGCATEGORY

•

LDG DIST LIMITATION (IFLD)

•

FUEL PENALTY (QRH - OPS 03A)

AIRPORT STATUS •

SUITABLE ALTN

•

WEATHER

•

NOTAMS CLOSURES

•

FIRE FIGHT CAT

COMPANY REQUIREMENTS

C – CROSS CHECK INFORM CABIN CREW VIA

N – NATURE OF EMERGENCY I – INTENTION T – TIME E – EVACUATION S – SAFETY / SECURITY

INFORM

•

MAINTAINANCE BASE

•

ATC FOR INTENTIONS

•

PASSENGER HANDLING

•

PASSENGER ANNOUNCEMENT

•

COMPANY THROUGH ACARS, R/T OR ATC

AIRBUS A320 - SIM CHK INDEX 1. Airbus Golden Rules …………………………………………………………………………...... 2. SIM Handling Philosophy………………………………………………………………………..... 3. Failure Handling Philosophy……………………………………………………………………… 4. ECAM Philosophy…………………………………………………………………………………. 5. FLOWS and Hold Entry (Page21)……………….………………………………………............ 6. Per-Start……………………………………………………………………………………………. 7. Start Faults and Start Procedures……………………………………………………………..... . 8. APU Fire at APU Shutdown…………………………………………………………………….. .. 9. Cargo Smoke………………………………………………………………………………………. 10. Taxi………………………………………………………………………………………………...... 11. MEL…………………………………………………………………………………………………. 12. Reject and Evacuation……………………………………………………………………………. 13. Engine Failure……………………………………………………………………………………… 14. Single Engine GoAround………………………………………………………………………….. 15. Flap/Slat Locked/Jammed during Retraction……………………………………………............ 16. Raw Data ILS………………………………………………………………………………………. 17. Visual Circuit………………………………………………………………………………….......... 18. Wind Shear…………………………………………………………………………………………. 19. Emergency Descent…………………………………………………………………………......... 20. TCAS RA…………………………………………………………………………………………… 21. Unreliable Speed ………………………………………………………………………………….. 22. GPWS Alerts……………………………………………………………………………………….. 23. Stall At Liftoff and Inflight…………………………………………………………………………. 24. Engine Relight……………………………………………………………………………………… 25. Engine Failure in Flight………………………………………………………………………........ 26. Engine Fire…………………………………………………………………………………………. 27. Engine Tailpipe Fire……………………………………………………………………………….. 28. Smoke Procedure…………………………………………………………………………………. 29. Dual Hydraulic Failure…………………………………………………………………………….. 30. Dual FMGC Failure……………………………………………………………………………....... 31. Dual RA Failure……………………………………………………………………………………. 32. Dual FCU Failure…………………………………………………………………………………... 33. Crew Incapacitation………………………………………………………………………………... 34. Overweight Landing……………………………………………………………………………….. 35. Miscellaneous Points………………………………………………………………………………

3 4 5 7 10 24 25 27 27 28 29 31 35 40 41 42 43 44 46 48 49 51 52 53 54 56 59 60 61 65 66 67 68 69 70

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AIRBUS A320 - SIM CHK

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AIRBUS A320 - SIM CHK

SIM HANDLING PHILOSOPHY PREPARATION = GO OVER : FLOWS - IN REGULAR FLG ONE PICKS UP WRONG HABITS : AIRBUS GOLDEN RULES - HAS SOLUTION FOR EVERYTHING!!! : ECAM HANDLING : FAILURES - THE REGULAR ONES (COVERED LATER) : START FAULTS, MANUAL START, ALL STARTS : REJECT CONDITIONS : STANDARD CALL OUTS : DIFFERENT TYPES OF APPR, SPECIALLY “STEP DOWN LOC APPR” : MAA ILS APPR O7 FROM O/H AND DEL LOC APPR FOR RW 28 : RAW DATA ILS : MEL : TECH NOTICES : QRH – BE AWARE OF ALL THE CONTENTS : MEMORY ITEMS BEFORE SIM SESSION : ON THE EFB OLB BOOKMARK THE RELEVANT DOCUMENTS (FCOM, MEL, ETC) AND CHAPTERS (SUPPLEMENTARY PROC ETC) : TAKE OUT COMPANY MINIMAS FOR RELEVANT AIRFIELDS : IN THE EFB PUT THE ROUTE AND TAKE OUT THE ROUTE RADIAL TO FEED IN RAD NAV PG TO CONTINUE ROUTE WITHOUT RADAR : FOR THE QNH DIFFERENCE CALCULATE THE HT DIFFERENCE FOR DUAL FCU FAILURE IN THE SIM = BE : : : :

DELIBERATE SLOW – DON‟T GET RUSHED TO DO THINGS FAST SURE – MOVE YOUR HAND FOR A VERY SPECIFIC PURPOSE A THINKING PILOT

AT EVERY STAGE = FOLLOW : AVIATE, NAVIGATE, COMMUNICATE : AIRBUS GOLDEN RULES : THE ECAM HANDLING STEPS: METICULOUSLY, WITHOUT FAIL : TALK & DISCUSS THE SITUATION & YOUR PLAN WITH CO-PILOT

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AIRBUS A320 - SIM CHK FAILURE HANDLING PHILOSOPHY BASICS AVIATE

: : :

AVIATE, NAVIGATE, COMMUNICATE DO NOT PANIC: CONTROL EMOTIONS, CONTROL SITUATION CONTROL THE AIRCRAFT AND ITS TRAJECTORY  ANALYSE AP AND A/THR AVAILABLE OR NOT  IF AP IS OFF, TRY RE-ENGAGING IT : TRY BOTH AP 1 AND 2  IF AP NOT AVAILABLE, FLY MANUALLY  CHK AVAILABILITY OF FDs: IF FDs ARE RED ON PFD, DISENGAGE BOTH FDs; BIRD ON  SET THE DESIRED TRAJECTORY OF FLIGHT: REMEMBER THE DIFFERENCE IN ATTD FLG AND FLYING THE BIRD  CHK AVAILABILITY OF A/THR: IF OFF TRY RE-ENGAGING IT  IF “A/THR LOCK”, MATCH THE LEVER WITH THE EPR AND DISCONNECT A/THR BY INSTINCTIVE DISCONNECT BUTTON  IF FCU AVAILABLE, SET THE DESIRED SPD: 220Kt IS A GOOD SPD  GET THE SPEED AND TRAJECTORY UNDER CONTROL

NAVIGATE

: CONTROL TRAJECTORY: ANALYSE THE PRESENT vs DESIRED TRAJECTORY IN TERMS OF HT AND DIRECTION: DO YOU NEED TO LEVEL OUT/CLB/DES TO A DESIRED LEVEL; WHAT IS TO BE DONE TO FLY THE DESIRED TRK AND THE ABILITY TO MAINTAIN THE CLR LEVEL AND TRACK : HAVING CONTROLLED THE 3D MOTION, DISCUSS THE SIT WITH PM

COMMUNICATE

: HAVING ANALYSED YOUR POSITION AND SITUATION, INFORM ATC/RADAR OF YOUR PROBLEM AND YOUR IMMEDIATE PLAN/INTENTION : DEPENDING ON THE NECESSITY TO COMMUNICATE  MINOR ISSUES NOT AFFECTING THE CONTINUATION OF FLT NEED NOT BE ANNOUNCED  ISSUES WHICH AFFECT THE SAFETY OF THE FLIGHT OR ABILITY TO FOLLOW THE FLIGHT PLAN, NEEDS TO BE ANNOUNCED WITH IMMEDIATE PLAN AND KIND OF ASSISTANCE/CLEARANCE REQUIRED  AFTER THE INITIAL MAYDAY X 3 CALL, ALL SUBSEQUENT CALLS HAVE TO BE PREFIXED WITH MAYDAY-“MAYDAY, DELHI, IFLY001, REQUEST DESCENT”. : IF AUTOMATION AVAILABLE, ASK FOR A HOLD AT A SUITABLE POSITION UNTIL READY FOR APPR : LOSS OF AUTOMATION:  IF MCDU & FCU AVAIL, ASK FOR A HOLD AT A DESIRED PLACE  IF MCDU AND FCU NOT AVAILABLE, ASK FOR RADAR VECTORS TO KEEP WITHIN 25 NM UNTIL READY FOR APPR

*ONCE THINGS UNDER CONTROL, ECAM ACTIONS; COMPLETE THE ENTIRE CYCLE OF ECAM ACTIONS AS COVERED IN ECAM HANDLING Page 5 of 70

AIRBUS A320 - SIM CHK FAILURE HANDLING CONTINUED: POINTS TO KEEP IN MIND: : PANIC/HURRY IS THE ENEMY: BE SLOW AND DELIBERATE : CONTROL THE AIRCRAFT: FMA TELLS THE ENTIRE STORY, SO READ THE FMA AND SEE/ANALYSE WHAT IS THE LEVEL OF DEGRADATION AND HOW TO GET OVER EACH ISSUE : TRY TO RECOVER LOST AUTOMATION BY RE-ENGAGING THEM : IF YOUR SIDE OF INSTRUMENTS ARE GONE, EITHER FLY ON ST BY INST OR HAND OVER CONTROLS TO PM : DO THE ECAM CYCLE METICULOUSLY: BE SLOW AND DELIBERATE; DO NOT GET RUSHED : ONCE ECAM CYCLE IS OVER, EMERGENCY HANDLING IS OVER; NOW LEFT IS THE RECOVERY OF THE AIRCRAFT WITH THE AVAILABLE SYSTEMS i.e. ONLY FLYING AND HANDLING ISSUES REMAIN : NOTE THE DEFFERED ACTIONS; OTHERWISE YOU ARE LIKELY TO FORGET IT viz. IN HYDRAULIC FAILURE WHERE A SYSTEM IS SWITCHED OFF DUE TO OVERHEATING, THE SYSTEM CAN BE SWITCHED ON WHEN THE OVERHEAT SITUATION IS OVER. ASLO AS IN CASE OF EMER ELEC CONFIG, GENE HAS TO BE SWITCHED ON 3‟ TO LANDING : WITH FAILURE:  USE MEDIUM BRAKES  ASK FOR AND INSIST ON LONG VECTORS  DO AN EARLY STABILISED APPROACH  ON INTERCEPT LEG:  BE AT PLATFORM ALT, CONFIG 1 AND „S‟ SPEED  ADVISE CREW TO BE SEATED  REVIEW APPR HANDLING AND HOW TO CONFIGURE  REVIEW GA AND: o RESTRICTIONS ON CONFIG o NORMAL GA OR MODIFIED DUE WEATHER  IN SINGLE ENG, REVIEW/DISCUSS „β‟ TGT CONTROL  DISCUSS AFFECT OF WINDS: o ON FINALS TURN o ON FINAL TRACK: OFFSET REQD IS 1/3 OF X-WIND  INCREASE THE RATE OF „T‟ SCAN  ON FINALS:  CONFIGURE EARLY, FINISH LDG C/L BEFORE DESCENT  INCREASE FREQ OF „T‟ SCAN  CONTROL SPEED IN TIME  MENTALLY REVIEW GA ACTIONS  FREEZE ARMS: FLY ONLY BY WRIST MOVEMENT  SMALL AND DELIBERATE CORRECTIONS ON STICK AND THR

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AIRBUS A320 - SIM CHK ECAM HANDLING PHILOSOPHY: ON GROUND AND IN AIR - FAILURE COULD BY: ADVISORY, ECAM, MASTER CAUTION, MASTER WRNG - CONFIRM ECAM WITH SD PAGE AND OVERHEAD PANEL TO AVOID ACTING ON A SPURIOUS WARNING AND THEREBY CREATING A FAILURE! - PF TAKES OVER CONTROL (NEED NOT TAKE OVER COMMUNICATION) AND: = FLY- MONITOR TRAJECTORY & SET THE DESIRED TRJCTRY:CLB/DES/LVL : MONITOR SPEED AND TREND: CTRL PITCH AND PWR TO SET REQ SPD : MONITOR PFD AND FMA: CLEAR REDs ON PFD: RED FD, THRUST LOCK ETC : BIRD ON- SET THE DESIRED TRAJECTORY AND SPEED *ONCE STABILISED IN FLIGHT: = NAVIGATE- DECIDE IF YOU NEED TO TURN OR CONTINUE STRAIGHT : CHK THE MEMO FOR LAND PROMPT TO ASCERTAIN THE SERIOUSNESS OF FAILURE WHICH WILL GIVE AN IDEA TO CONTINUE , DIVERT OR TURN BACK LAND ASAP AMBER (PAN PAN)- LAND AT NEAREST SUITABLE AIRFIELD LAND ASAP RED (MAYDAY)- LAND AT THE NEAREST AIRFIELD : MONITOR HEIGHT AND ITS IMPLICATIONS: CAN I LEVEL OUT, SHOULD I CONTINUE CLB (AS FOR UNRELIABLE SPEED) : DECIDE IF POSSIBLE TO MAINTAIN SID, RNAV, RVSM ETC : CONTROL SPEED- POINTLESS ACCELERATING WHEN RETURN IS LIKELY. SO UNLESS DECIDED ON PLAN TO CONTINUE OR RETURN, KEEP SPD UNDER CTRL = COMMUNICATE- IF EMERGENCY IS AFFECTING PERFORMANCE, INFORM ATC: EITHER ASK PM TO DO IT OR DO IT, IF COMMUNICATION TAKEN OVER : COMMUNICATE MAYDAY, PAN, OR JUST THE PERFORMANCE RESTRICTION: “LOSS OF AUTOMATION/UNABLE RNAV/UNABLE SID/UNABLE RVSM, MAINTAINING SPEED---KT, MAINTAINING LEVEL---/CLIMBING, KEEP AIRSPACE AROUND CLEAR” : IF AUTOMATION AVAILABLE, SET UP A HOLD AT A CONVENIENT PLACE. IF AUTOMATION NOT AVAILABLE ASK FOR RADAR VECTORS TO KEEP YOU WITHIN A CERTAIN DISTANCE FROM BASE. BUT BE PEPARED FOR “RADAR NOT AVAILABLE!!!”: IN THIS CASE SET UP A HOLD AT CONVENIENT PLACE OR OVER A VOR AS DIRECTED BY RADAR/ATC *HAVING CONTROLLED THE IMMEDIATE TRAJECTORY AND ENVIRONMENT, START HANDLING THE EMERGENCY/ABNORMALITY -PF: I HAVE CONTROLS & COMMUNICATION; ANY OEB OR TECH NOTICE -PM: CHECKS FOR OEB/TECH NOTICE AND APPLIES IT BEFORE ECAM ACTIONS -PF: ECAM ACTIONS -PM: PERFORMS ECAM ACTIONS AND COVERS THE SECONDARY FAILURE AND ASSOCIATED ACTIONS -PM: FINISHES ECAM; ASKS “STATUS?” -PF: STANDBY STATUS; ANY NORMAL C/L , ANY OEB, ANY COMPUTER RESET (COC). RELIGHT IS TO BE CONSIDERED NOW -PM: CHECKS FOR ANDDOES ANY PENDING C/L, OEBs, COMPUTER RESETS -PF: READ STATUS/CONTINUE ECAM -PM: READS STATUS; NOTES DEFFERED ACTIONS; EMPHASISES ON IMPLICATIONS OF FAILURES; ON COMPLETION OF STATUS, ASKS “REMOVE STATUS” -PF: REMOVE STATUS -PM: “ECAM ACTIONS COMPLETE” -PF: “ANY ABNORMAL PAPER C/L FROM QRH OR FCOM PROCEDURE?” TIME PERMITTING CHECK MEL -PM: CHECKS THE ABNORMAL FROM QRH/FCOM; READS AND IMPLEMENTS IF ANY. SUMMARY FOR DUAL HYD FAILURE AND EMER ELEC CONFIG IS CHECKED NOW *WITH THIS EMERG HANDLING IS OVER, NOW STARTS “RECOVERY WITH DEGRADATION” -PF: CHK WEATHER, LDG WT, LDG PERFORMANCE AND FUEL PENALTY Page 8 of 70

AIRBUS A320 - SIM CHK ECAM CONTINUED: -PM: -PF:

DOES ALL THIS AND INFORMS THE PF OF RESULTS DISCUSSES THE FAILURES, WEATHER AND PERFORMANCE WITH PM AND COME TO A PRELIMINARY DECISION -PF: HANDS OVER CONT & COMMN TO PM; REINFORCES DECISION WITH FORDEC (FORDEC: EXPLORE ALL OPTIONS OF CONTINUE,DIVERT, TURN BACK AND ANALYZE ALL RISKS BEFORE DECIDING. COMBINATION OF, LOSS OF AUTOMATION AND BAD WEATHER IS A DIFFICULT SIT SO DUE WEIGHTAGE SHOULD BE GIVEN TO THIS. -PM: INFORMS ATC/RADAR OF INTENTIONS: “RADAR IFLY---RETURNING FOR LANDING, WILL CALL WHEN READY FOR THE APPROACH” -PF: CALLS LEAD AND BRIEFS ON NITES; INFORMS PASSENGERS AND COMPANY * CALLING LEAD FOR NITES BRIEFING OR FOR ANY EMERGENCY BRIEFING: “LEAD TO COCKPIT PLEASE” IS ON PA AND NOT BY THE CALL BUTTON -PF: SET UP THE MCDU USING STATUS, QRH SUMMARY, OR FCOM PROCEDURE : IN PERF Pg, RECHECK: VApp, CONFIG AS REQUIRED FOR THE FAILURE, SELECT „GPWS FLAP 3‟, SELECT AUTO BRAKES AS REQUIRED, SET BARO ON ST BY INST AND ACTIVATE APPROACH PHASE. IF UNDER RADAR VECTORS, SEQUENCE THE FLIGHT PLAN : MENTALLY FLY THE PLAN; TAKE OVER CONTROLS FOR PM TO CHECK MCDU : AFTER PM CHECKS MCDU, HAND OVER CONTROLS AND BRIEF USING STATUS AND SUMMARY HILIGHT THE FAILURES AND HOW THE ABNORMALITY WILL BE HANDLED FINALLY BRIEF ON THE APPROACH PLATE : TAKE OVER CONTROLS PM: ANNOUNCES “RADAR IFLY---READY FOR APPROACH, REQUEST LONG VECTORS, MINIMUM 20 NM OF APPROACH LEG” PF: ASKS FOR 10,000‟ AND APPROACH C/L PM: FINISH 10,000‟ AND APPROACH C/L PF: PLAN FOR LONG VECTORS : ON INTERCEPT LEG BE AT “S” SPEED AND CONFIG 1 : ADVISE CREW TO BE SEATED : REVISE GO AROUND ACTIONS; MODIFY GOAROUND IF WEATHER ON GA TRACK : APPROACHING FINAL TRACK ASK PM TO SET FINAL TRACK; 0.5 NM TO INTERCEPT, COMMENCE TURN WITH ABOUT 50 BANK; ADJUST BANK WITH LOC DIAMOND TO ROLL OUT CORRECTLY : STABILISE WITH TRACK, SPEED, AND THRUST : DO AN EARLY STABILISED APPROACH: CONFIG AND LANDING C/L COMPLETE 1NM BEFORE FINAL DESCENT POINT : FOR SINGLE ENG, GEAR DOWN AND LDG FLAPS AFTR FINAL DES COMMENCES : FOR ANY APPROACH AND SPECIALLY FOR RAW DATA, DO THE „T‟ SCAN: ATTD (BIRD)-GS-ATTD-LOC/FINAL TRACK-ATTD-SPEED-ATTD-GS-ATTD AND CONT

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AIRBUS A320 - SIM CHK PRELIMINARY COCKPITPREPARATION

PF

PM

ENG MASTERS 1, 2............................................................. OFF ENG MODE selector............................................ CHECK NORM *WX RADAR& PW……...........................................................OFF GAIN KNOB…………………………AUTO/CAL MODE SELECTOR/TURB Sw..…….AS REQD

L/G lever............................................................................ DOWN Both WIPER selectors........................................................... OFF SIGNS -SEAT BELT…………..ON (IF REFUELLING IS OVER) - PED…………………..ON

BAT1&2...................OFF,CHECK VOLTAGE=/> 25.5V….. AUTO

((###If the aircraft has not been electrically supplied for 6 h or more, perform the following check: BAT 1 pb and BAT 2 pb....................................... CHECK OFF BAT 1 and 2 VOLTAGE.....................CHECK ABOVE 25.5 V)) EXT PWR pb-sw...........................................................AS RQRD APU FIRE............................................................... CHECK/TEST (IF APU IS ALREADY ON, DO NOT CARRY OUT FIRE TEST)

APU....................................................................................START (WAIT AT LEAST 3s BETN APU MAS ON AND APU START)

When the APU is AVAIL: AIR COND panel....................................................................SET

PF *NEO: FADEC OFF TO CHECK OIL QUANTITY *CHECK DOCUMENTS OR ASK PM TO DO IT - TAKE OUT METAR, CFP AND FUEL CHIT-H/O FUEL CHIT - SWITCH ON EFB, FIX IN FRAME AND PUT ON CHARGE - ADJUST SEATING: BE COMFORTABLE AND RELAXED - *FMGS PRE-INITIALISATION: ENG AND A/C TYPE………………………………………...CHECK DATABASE VALID…………………………………………..CHECK FLT NBR & FROM/TO……………………………………….INSERT ACARS……………………………….INITIALISE (CREW DATA)

-EFB

:CHARGE >50% : AIB Mngr VERSION MATCHING FRC, OLB :LYR 3 : Jepp FD PRO - DATE NOT IN RED

CM1 * ECAM RCL pb........................................................PRESS 3s *LOGBOOK……………………………………………………CHECK *EFB MEL/CDL……CONSULT AND ACTIVATE INOP SYSTEMS *AIRCRAFT ACCEPTANCE……………………………PERFORM

APU BLEED…………………………...ON ALL WHITE LIGHTS……………….... OFF X-BLEED………………………………AUTO ZONE TEMP SELECTORS………….AS REQD

* EXT PWR pb-sw......................................................AS RQRD * COCKPIT LIGHT......................................................AS RQRD (INT/FLOOD/INTEG including GLARESHIELD AND FCU) * ECAM RCL pb........................................................PRESS3s * ECAM OXY PRESS/HYD QTY/ENG OIL QTY............CHECK OXY…DOOR Pg CHK PR, IF BOXED CHK MIN REQ FM FCOM LIM‟TN HYD…FLUID LEVEL IN NORMAL (GREEN) RANGE ENG OIL…=/> 11 qt + @ 0.3qt/h FLAPS............................................................ CHECK POSITION (HANDLE POSN AGREES FLAPS POSN ON UPPER ECAM) * SPD BRK lever........................CHECK RET AND DISARMED * PARKING BRAKE handle......................................................ON* ACCU/BRAKES PRESS................CHECKIN GREEN BAND ###ELEC………NO AMBER LIGHTS EXCEPT GEN FAULT LTS -EFB :CHARGE >50% : AIB Mngr VERSION MATCHING FRC,OLB :LYR 3 : Jepp FD PRO - DATE NOT IN RED CM2 *LOGBOOK……………………………………………………CHECK *EFB MEL/CDL……CONSULT AND ACTIVATE INOP SYSTEMS

OEB IN QRH (WHEN BOTH PILOTS ARE SEATED…….CHECK AND READ OUT TO PF; HIGHLIGHTING THE RED OEBs (IN BOLD) *AIRFIELD DATA……………………………………………….OBTAIN *PRELIMINARY LOADING……………….COMPUTE/CROSS CHK *MEL/CDL ITEMS………………………………..CHECK ACTIVATED *PRELIMINARY T/O PERF………………..COMPUTE/CROSS CHK

OVERHEAD PANEL: * ALL WHITE LIGHTS (EXCEPT FUEL PUMPS)........EXTINGUISH * RCDR GND CTL pb-sw............................................................ ON LOUDSPEAKER VOLUME……..….....OFF (BOTH SIDES) ACP INT/RAD Sw(CAPT AND FO)…...……….SET TO INT INT VOL KNOB (CAPT AND FO)…..RELEASED,VOL MIN PARKING BRAKE…………………..…ON CVR TEST pb.....PRESSAND MAINTAIN TILL AUDIO TEST SIGNAL IS HEARD

EVAC CAPT & PURS/CAPT sw.........................................TO CAPT

*AIRFIELD DATA…………………………………………….OBTAIN *PRELIMINARY LOADING…………….COMPUTE/CROSS CHK *MEL/CDL ITEMS……………………………..CHECK ACTIVATED *PRELIMINARY T/O PERF……………..COMPUTE/CROSS CHK EMER EQPT.......................................................CHECK (EIGHT) FLASH LIGHT (CHECK FUNCTIONALITY),O2 MASK, PORTABLE BREATHING EQPT (PBE), FIRE EXTINGUISHER(WIRE LOCKED AND PR IN GREEN), AXE, GLOVES, LIFE JACKET, ESCAPE ROPE

RAIN REPELLENT..................................CHECK PR AND QNTY C/B PANELS...........................CHECK, RESET AS NECESSARY * GEAR PINS and COVERS…......CHECK ONBOARD/STOWED * EXTERIOR WALKAROUND.......................................PERFORM ### OP NOTICE -5B:: IF AN ACOUSTIC FEEDBACK (LARSEN EFECT) IS STILL HEARD, THE FLT CREW CAN PERFORM THE CVR TEST USING THE 22RK HEADSET AND WITH THE PARKING BRAKE SET TO OFF. BEFORE SETTING THE PB OFF, CREW MUST ENSURE THAT CHOCKS ARE IN PLACE OR BRAKES ARE APPLIED. SET THE PB ON WHEN THE CVR TEST IS ACHIEVED.

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AIRBUS A320 - SIM CHK PF * ALL IR MODE selectors.........................................................NAV EXTERIOR LIGHTS.................SET; STROBE-AUTO,BEACON-OFF * SIGNS................................................................................... SET SEAT BELT……ON, if refueling over PED „off „ SIGN….ON, IF REFUELLING IS ON;

Announce on PA – “REFUELING IN PROGRESS” (NOTAC 20) EMERG EXIT LT SELECTOR…….ARM

PROB/WINDOW HEAT....................................................... AUTO LDG ELEV KNOB................................................................ AUTO * PACK FLOW............................................................... AS RQRD LO - IF PAX 1200 OR HIGH ROC REQD, ON NEXT Pg(CLB PHASE), SELECT „G‟ DOT/APPROPRIATE SPEED]

- CHK FLT No IN IGO, ATIS CODE, GATE, ORIG/DEST AND TIME WITHIN 30‟OF DEP AND SEND - CHK MESSAGE OF RECEIPT OF REQUEST - FINISH ACARS INIT WITH DATE,PILOTs IGA AND SEND - WHILE AWAITING DEP CLEARANCE: : SET JEPP FD ROUTE TO DEP AND DEST : SELECT THE EXPECTED SID, TAXI AND RCF Pg : KEEP AN EYE ON COMPANY MESSAGE FOR CLR : ACCEPT CLEARANCE AND TAKE A PRINT : TIME PERMITTING ENTER THE ENTIRE ROUTE : FINISH THE PERF CALCULATION FOR T/O

(SEE THE TRIM SHEET/FUEL CHIT, ATIS AND CLEARANCE; FEED DATA INTO EFB FOR CALCULATIONS TO X-CHECK DATA ENTERED INTO FMGS; SELECT THE REQUIRED CHARTS ON JEPP FD PRO TO XCHECK ROUTE)

* FMS PREPARATION..........................................................CHECK (RANGE/MODE TO 20/PLAN AND CHECK CHART CONSTRAINTS AND WAYPOINTS WITH CONSTRAINTS/POINTS ON FMGS AND ND)

PROG: EITHER VOR OR R/W THRESHHOLD

GLARESHIELD:

•When both flight crewmembers are seated:

* BAROMETRIC REFERENCE.....(FCOM PRO-SUP-34).......SET (CHK BARO SETTINGS AND ALT INDICATIONS ON PFD AND STBY ALTI +/-75(RVSM)‟; TOLRNC:: PFD 1 OR 2 AT GRD CHK: +/- 25‟; BETN PFD 1&2: 20‟;STBY ALTIMETER +/-300‟; ON GRD AS THE VIBRATOR IS OFF, TOLERENCE IS HIGH BUT IN AIR WITH VIB ON, IT IS LOWER)

* FD............................................................................. CHECK ON * LS................................................................................. AS RQRD * ND mode and range.............................................................. SET

* BAROMETRIC REFERENCE................................................SET * FD............................................................................. CHECK ON * LS................................................................................. AS RQRD * ND mode and range.............................................................. SET * VOR/ADF selector........................................................AS RQRD

(MODE:ARC MODE IF DEP AND T/O DIR ARE WITHIN 700 OF EACH OTHER, OR ELSE SELECT ROSE NAV; RANGE: SET MIN RANGE TO DISPLAY THE FIRST WAY PT OR AS REQD FOR WX RDR)

* VOR/ADF selector........................................................AS RQRD * FCU....................................................................................................SET (SPEED MACH WINDOW-DASHED; HDG V/S-TRK FPA pb-HDG V/S; ALT WINDOW – INITIAL CLEARANCE ALTITUDE)

LATERAL CONSOLE: OXY MASK...........................................................................TEST (CREW SUPPLY pb: ON, LOUDSPEAKERS: ON, INT RECEPTION KNOB PRESS OUT AND ADJUST, INT/RADsw: INT; CAUTION GRD CREW – “GRD CAUTION TESTING OXYGEN”. PRESS AND HOLDRESET/TEST BUTTON: CHK BLINKERTURNS YELLOW AND THEN BLACK; HOLD THE RESET/TEST BUTTON DN AND PRESS THE EMERG PRESS SELECTOR: BLINKER TURNS YELLOW

OXY MASK...........................................................................TEST AND REMAINS SO; LISTEN FOR O2 FLOW IN LOUDSPEAKERS. RELEASE AND CHECK RESET/TEST BUTTON RETURNS TO UP POSN AND THE N 100% IS IN 100% POSN. PRESS EMERG PR SELECTOR AGAIN AND CHK IT DOES NOT TURN YELLOW. ON ECAM DOOR OXY Pg CHK “REGUL LO PR MESSAGE” IS OFF

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AIRBUS A320 - SIM CHK INSTRUMENT PANEL: PFD-ND BRIGHTNESS....................................................ADJUST (CHK ND OUTER RING TO MAX RANGE: RADAR DISPLAY) LOUDSPEAKER knob.............................. (1„O‟CLOCK POSN)SET

* PFD-ND.......................................................................... CHECK PFD: CHK PFD/ND NOT TRANSFERRED; CHK CORRECT DISPLAY WHEN ATT AND HDG AVAILABLE; CHECK IAS, FMA, INITIAL TGT ALT, ALTIMETER READINGS, VSI, ALTI SETTINGS, HDG (max diff 40) AND ATTD. ND: CHK FOR CORRECT DISPLAY; X-CHK COMPASS INDICATION ON THEND AND DDRMI; CHK GD SP SIDE STICK FAULT=> REJECT T/O *BEYOND V1: IF SIDE STICK DOES NOT RESPOND, USE THS TO ROTATE: BE DELIBERATE; FAIRLY EASY TO HANDLE; FLY BY ATTD/PITCH FOR REJECT: : CALL “STOP” : THRUST LEVER IDLE, MAX REVERSERS (GET TO IDLE IF DIRECTIONAL CONTOL ISSUES) : CHECK DECELLERATION: PREFERABLY „MAX AUTO BRK‟ BUT BE PREPARED FOR MANUAL BRK : MAINTAIN CENTER LINE : A/C STOPS, STOW REVERSERS, PARKING BRK ON : ON PA “ATTENTION CREW, AT STATIONS” : ORDER ECAM ACTIONS : BUILD UP DECISION OF EVACUATION : IF REQD “PASSENGERS EVACUATE, EVACUATE, EVACUATE” : IF NOT REQD “CREW AND PAX PLEASE REMAIN SEATED” *USE ATC/FIRE SERVICES INPUTS FOR DECISION MAKING *SLOW SPEED REJECT : IF BELOW 72 Kt SPOILERS WILL NOT DEPLOY AND AUTO BRK WILL NOT ENGAGE: SO MANUAL BRAKING : SWING FOR ENG FAILURE WILL BE MORE, SPECIALLY IN TOGA : „REVERSE DIRECTION‟ SWING FOR THRUST REVERSER WILL BE MORE: CONSIDER GETTING REV TO IDLE AT AN EARLY STAGE *HI SPEED REJECT : DIRECTIONAL CONTROL IS EASIER : LET AUTO BRAKES DECELLERATE, UNLESS YOU WANT A HIGHER RATE OF DECELLERATION, AS IN CASE OF FIRE 

AT LOWER SPEED USE TILLER FOR DIRECTIONAL CONTROL, BUT KEEP IN MIND THAT IT WILL BE MORE SENSITIVE/RESPONSIVE AND SO IT CAN CREATE ITS OWN PROBLEMS IF NOT HANDLED WELL REVERSERS AND BRAKES: FULL REVERSE MAY BE USED UNTIL COMING TO A COMPLETE STOP. BUT, IF THERE IS ENOUGH RUNWAY AVAILABLE AT THE END OF THE DECELERATION, IT IS PREFERABLE TO REDUCE REVERSE THRUST WHEN PASSING 70 KT. THE USE OF FULL REVERSE UNTIL COMPLETE STOP MUST BE REPORTED IN THE LOGBOOK FOR MAINTENANCE ACTION. NOTE: 1. IF THE BRAKE RESPONSE DOES NOT SEEM APPROPRIATE FOR THE RUNWAY CONDITION, FULL MANUAL BRAKING SHOULD BE APPLIED AND MAINTAINED. IF IN DOUBT, TAKE OVERMANUALLY. DO NOT ATTEMPT TO CLEAR THE RUNWAY, UNTIL IT IS ABSOLUTELY CLEAR THAT AN EVACUATION IS NOT NECESSARY AND THAT IT IS SAFE TO DO SO. 2. IF THE AUTOBRAKE IS UNSERVICEABLE, THE CAPTAIN SIMULTANEOUSLY REDUCES THRUST AND APPLIES MAXIMUM PRESSURE ON BOTH PEDALS. THE AIRCRAFT WILL STOP IN THE MINIMUM DISTANCE, ONLY IF THE BRAKE PEDALS ARE MAINTAINED FULLY PRESSED UNTIL THE A/C COMES TO A STOP. Page 32 of 70

AIRBUS A320 - SIM CHK 3. IF NORMAL BRAKING IS INOPERATIVE, IMMEDIATELY APPLY THE LOSS OF BRAKING PROCEDURE 4. AFTER A RTO, IF THE AIRCRAFT COMES TO A COMPLETE STOP USING AUTOBRAKE MAX, RELEASE BRAKES PRIOR TO TAXI BY DISARMING SPOILERS. 5. IF THE TAKEOFF IS REJECTED PRIOR TO 72 KT, THE SPOILERS WILL NOT DEPLOY AND THE AUTO-BRAKE WILL NOT FUNCTION. 6. IF A REJECTED TAKEOFF IS INITIATED AND MAX AUTO BRAKE DECELERATES THE AIRCRAFT, THE CAPTAIN WILL AVOID PRESSING THE PEDALS (WHICH MIGHT BE A REFLEX ACTION). CONVERSELY, IF DECELERATION IS NOT FELT, THE CAPTAIN WILL PRESS THE BRAKE PEDALS FULLY DOWN. EVACUATION: DECISION MAKING AS SOON AS AIRCRAFT IS STOPPED, AND THE PARKING BRAKE IS SET, THE CAPTAIN NOTIFIES THE CABIN CREW AND CALLS FOR ECAM ACTIONS. AT THIS STAGE, THE TASK SHARING IS DEFINED AS FOLLOW: ‐ THE FIRST OFFICER CARRIES OUT THE ECAM ACTIONS UNTIL SHUTTING DOWN THE REMAINING ENGINE: THE F/O CAN SELECT THE ENGINE MASTERSOFF AND PUSH THE FIRE PB, WITHOUT ANY CONFIRMATION FROM THE CAPTAIN. ‐ THE CAPTAIN BUILDS UP HIS DECISION TO EVACUATE DEPENDING ON THE CIRCUMSTANCES. CONSIDERATIONS SHOULD BE GIVEN TO: • FIRE REMAINING OUT OF CONTROL AFTER HAVING DISCHARGED THE AGENTS • POSSIBLE PASSENGER EVACUATION OF THE AIRCRAFT ON THE RUNWAY • COMMUNICATING INTENTIONS OR REQUESTS TO ATC.  IF FIRE REMAINS OUT OF CONTROL AFTER HAVING DISCHARGED THE FIRE AGENTS, THE CAPTAIN CALLS FOR THE EMERGENCY EVACUATION PROCEDURE LOCATED IN THE INSIDE BACK COVER OF THE QRH.  EXCEPT IF THE EMERGENCY EVACUATION PROCEDURE IS WITHIN THE ECAM PROCEDURE OF THE FAILURE, THE FLIGHT CREW SHOULD APPLY THE NON-SENSED EMERGENCY EVACUATION PROCEDURE ON THE ECAM OR THE QRH PROCEDURE, AS APPROPRIATE.  ON GROUND WITH ENGINES STOPPED, ONLY THE RIGHT DOME LIGHT IS OPERATIONAL AND THE THREE POSITIONS (BRT, DIM, OFF) OF THE DOME LIGHT SW REMAIN AVAILABLE, ALLOWING THE EMERGENCY EVACUATION PROCEDURE COMPLETION.  WHEN AIRCRAFT IS ON BATTERIES POWER, THE CREW SEATS CAN ONLY BE OPERATED MECHANICALLY.  EVACUATION: COMMAND ON PA + HORN AND ALSO INFORM ATC  IF NO EVACUATION REQUIRED, MAKE A PA: “CREW AND PASSENGERS PLEASE REMAIN SEATED”. ANY TIME “ATTENTION CREW AT STATIONS” HAS BEEN ANNOUNCED, A SUBSEQUENT CALL OF EITHER“REMAIN SEATED” OR “EVACUATE” IS EXPECTED BY THE CREW. SO TO AVOID THE CREW INITIATING AN EVACUATION THINKING THAT THERE HAS BEEN NO RESPONSE FROM THE COCKPIT, IT IS ADVISABLE TO GIVE A “REMAIN SEATED” CALL IF EVACUATION IS NOT REQUIRED.

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AIRBUS A320 - SIM CHK EVACUATION *ECAM: PM DOES WITHOUT ANY CONFIRMATION FROM PF EVACUATION C/L: PM : “ READS AS IT IS” PF : CONFIRMS THE RESPONSE “AS IT IS” PM PF PM PF PM PF PM PM

: : : : : : : :

PF PM

: :

PF PM PF PM PF

: : : : :  

AIRCRAFT/PARKING BRK………..STOP/ON STOP ON ATC (VHF1)………………………….NOTIFY NOTIFIED (IF NOT DONE, DO IT NOW) CABIN CREW (PA)………………….ALERT ALERTED ∆P ……………………………………..CHECK; “NOT APPLICABLE” ENG MASTER (ALL)…………………OFF  HE WILL NOW PUT OFF ALL ENGINES  BEFORE ENGINES OFF, HE WILL PUT DOME LT TO BRIGHT OFF FIRE Pb (ALL: ENG AND APU)…….PUSH  HE WILL NOW PUSH ALL FIRE Pb WILL MONITOR/CHK AND THEN CONFIRM: PUSHED AGENTS (ENG&APU)………………...AS REQUIRED (THE ONES ON FIRE) ENG1/2//APU AGENTS USED; OTHERS NOT REQUIRED IF EVACUATION REQUIRED ANALYSE/DECIDE (INPUTS FROM ATC/FIRE CHIEF TO BUILD DECISION). EVACUATION REQUIRED o PM : EVACUATION INITIATE o PF : “PAX EVACUATE,EVACUATE,EVACUATE” EVACUATION NOT REQUIRED o PF : “CABIN CREW AND PAX,KINDLY REMAIN SEATED”

PROCEDURE DURING A REJECTED TAKEOFF: CAPT "STOP"............................................................................ANNOUNCE

Simultaneously: THRUST LEVERS..........................................................IDLE REVERSE THRUST.......................................................MAX AVAIL

FO REVERSERS................................................CHECK/ANNOUNCE DECELERATION..........................................CHECK/ANNOUNCE ANY AUDIO..................................................CANCEL

AIRCRAFT STOPPED Consider posn the a/c to keep any possible fire away from fuselage-

taking into account the wind direction. REVERSERS..................................................................STOWED PARKING BRAKE..........................................................ON CABIN CREW.......................”ATTENTION CREW! AT STATIONS” ECAM ACTIONS.............................................................ORDER

ATC...............................................................NOTIFY “TWR, IFLY 210, STOPPING”

EMER EVAC Procedure (QRH)....................LOCATE ECAM ACTIONS...........................................PERFORM

The a/c should remain stationary while the crew evaluates the sit. IF EVACUATION REQUIRED EMER EVAC Procedure.............................................. APPLY

 

Notifies the cabin crew to start the evacuation “PASSENGERS EVACUATE,EVACUATE,EVACUATE”

Activates the EVAC command (NOTAC 11)

EMER EVAC Procedure (QRH)..............................IMPLEMENT AIRCRAFT/PARKING BRK.....................................STOP/ON ATC (VHF 1)............................................................NOTIFY “TWR, IFLY 201 EVACUATING ON R/Y, ASSISTANCE REQUIRED” CABIN CREW (PA).................................................ALERT ΔP (only if MAN CAB PR has been used)..............CHECK ZERO If not zero, MODE selector on MAN, V/S CTL FULL UP. ENG MASTERS (ALL).............................................OFF FIRE Pushbuttons (ALL : ENG and APU)................PUSH AGENTS (ENG and APU)........................................AS RQRD

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AIRBUS A320 - SIM CHK ENG FAILURE ON T/O LEG ENGINE FAILURE AFTER V1, DURING T/O PHASE IF AN ENGINE FAILS AFTER V1 THE TAKEOFF MUST BE CONTINUED. ON THE GROUND: RUDDER IS USED CONVENTIONALLY TO MAINTAIN THE AIRCRAFT ON THE RUNWAY CENTERLINE. AT VR, ROTATE THE AIRCRAFT SMOOTHLY, AT A SLOWER RATE THAN WITH ALL ENGINES OPERATION, USING A CONTINUOUS PITCH RATE TO AN INITIAL PITCH ATTITUDE OF 12.5 °. THE COMBINATION OF HIGH FLEX TEMPERATURE AND LOW V SPEEDS REQUIRES PRECISE HANDLING DURING THE ROTATION AND LIFT OFF. THE12.5 ° PITCH TARGET WILL ENSURE THE A/C BECOMES AIRBORNE. WHEN SAFELY AIRBORNE: THE SRS ORDERS SHOULD THEN BE FOLLOWED WHICH MAY DEMAND A LOWER PITCH ATTITUDE TO ACQUIRE OR MAINTAIN V2.WITH A ROC AND WHEN THE RADIO HEIGHT HAS INCREASED, THE PNF WILL CALL "POSITIVE CLIMB". THIS WILL SUGGEST TO THE PF FOR LANDING GEAR RETRACTION. SHORTLY AFTER LIFTOFF, THE LATERAL NORMAL LAW COMMANDS SOME RUDDER SURFACE DEFLECTION TO MINIMIZE THE SIDESLIP (THERE IS NO FEEDBACK OF THIS COMMAND TO THE PEDALS). THUS, THE LATERAL BEHAVIOR OF THE AIRCRAFT IS SAFE AND THE PILOT SHOULD NOT BE IN A HURRY TO REACT ON THE RUDDER PEDALS AND TO CHASE THE BETA TARGET. THE BLUE BETA TARGET WILL REPLACE THE NORMAL SIDESLIP INDICATION ON THE PFD. SINCE THE LATERAL NORMAL LAW DOES NOT COMMAND THE FULL NEEDED RUDDER SURFACE DEFLECTION, THE PILOT WILL HAVE TO ADJUST CONVENTIONALLY THE RUDDER PEDALS TO CENTER THE BETA TARGET. WHEN THE BETA TARGET IS CENTERED, TOTAL DRAG IS MINIMIZED EVEN THOUGH THERE IS A SMALL AMOUNT OF SIDESLIP. THE CALCULATION OF THE BETA TARGET IS A COMPROMISE BETWEEN DRAG PRODUCED BY DEFLECTION OF CONTROL SURFACES AND AIRFRAME DRAG PRODUCED BY A SLIGHT SIDESLIP. CENTERING THE BETA TARGET PRODUCES LESS TOTAL DRAG THAN CENTERING A CONVENTIONAL BALL, AS RUDDER DEFLECTION, AILERON DEFLECTION, SPOILER DEPLOYMENT AND AIRCRAFT BODY ANGLE ARE ALL TAKEN INTO ACCOUNT. THE CREW WILL KEEP IN MIND THAT THE YAW DAMPER REACTS TO A DETECTED SIDE SLIP. THIS MEANS THAT, WITH HANDS OFF THE STICK AND NO RUDDER INPUT, THE AIRCRAFT WILL BANK AT ABOUT 5 ° MAXIMUM AND THEN, WILL REMAIN STABILIZED. THUS, LATERALLY, THE AIRCRAFT IS A STABLE PLATFORM AND NO RUSH IS REQUIRED TO LATERALLY TRIM THE AIRCRAFT. CONTROL HEADING CONVENTIONALLY WITH BANK, KEEPING THE BETATARGET AT ZERO WITH RUDDER. ACCELERATE IF THE BETA TARGET CANNOT BE ZEROED WITH FULL RUDDER. TRIM THE RUDDER CONVENTIONALLY. THE USE OF THE AUTOPILOT IS STRONGLY RECOMMENDED. FOLLOWING AN ENGINE FAILURE, THE RUDDER SHOULD BE TRIMMED OUT PRIOR TO AUTOPILOT ENGAGEMENT. ONCE AP IS ENGAGED, THE RUDDER TRIM IS MANAGED THROUGH THE AP AND, HENCE, MANUAL RUDDER TRIM COMMAND, INCLUDING RESET, IS INHIBITED. THRUST CONSIDERATIONS CONSIDER THE USE OF TOGA THRUST, KEEPING IN MIND THE FOLLOWING: • FOR A FLEX TAKEOFF, SELECTING THE OPERATING ENGINE TO TOGA PROVIDES ADDITIONAL PERFORMANCE MARGIN BUT IS NOT A REQUIREMENT OF THE REDUCED THRUST TAKEOFF CERTIFICATION. THE APPLICATION OF TOGA WILL VERY QUICKLY SUPPLY A LARGE THRUST INCREASE BUT THIS COMES WITH A SIGNIFICANT INCREASE IN YAWING MOMENT AND AN INCREASED PITCH RATE. THE SELECTION OF TOGA RESTORES THRUST MARGINS BUT IT MAY BE AT THE EXPENSE OF INCREASED WORKLOAD IN AIRCRAFT HANDLING. • TAKEOFF THRUST IS LIMITED TO 10 MINUTES. INITIATION OF THE PROCEDURE THE PNF WILL CLOSELY MONITOR THE AIRCRAFT'S FLIGHT PATH. HE WILL CANCEL ANY MASTER WARNING/CAUTION AND READ THE ECAM TITLE DISPLAYED ON THE TOP LINE OF Page 35 of 70

AIRBUS A320 - SIM CHK THE E/WD. PROCEDURES ARE INITIATED ON PF COMMAND. NO ACTION IS TAKEN (APART FROM CANCELLING AUDIO WARNINGS THROUGH THE MASTER WARNING LIGHT) UNTIL: • THE APPROPRIATE FLIGHT PATH IS ESTABLISHED AND, • THE AIRCRAFT IS AT LEAST 400 FT ABOVE THE RUNWAY. A HEIGHT OF 400 FT IS RECOMMENDED BECAUSE IT IS A GOOD COMPROMISE BETWEEN THE NECESSARY TIME FOR STABILIZATION AND THE EXCESSIVE DELAY IN PROCEDURE INITIATION. PRIORITY MUST BE GIVEN TO THE CONTROL OF AIRCRAFT TRAJECTORY. ONCE THE PF HAS STABILIZED THE FLIGHT PATH, THE PNF CONFIRMS THE FAILURE AND THE PF ORDERS ECAM ACTIONS. THE FLIGHT CREW SHOULD DELAY THE ACCELERATION FOR SECURING THE ENGINE. AN ENGINE IS CONSIDERED AS SECURED WHEN THE ECAM ACTIONS OF THE PROCEDURES ARE PERFORMED UNTIL: • "ENG MASTER OFF" FOR AN ENGINE FAILURE WITHOUT DAMAGE • "AGENT 1 DISH" FOR AN ENGINE FAILURE WITH DAMAGE • FIRE EXTINGUISHED OR "AGENT 2 DISH" FOR AN ENGINE FIRE NOTE: IF THE DECISION HAS BEEN TAKEN TO DELAY THE ACCELERATION, THE FLIGHT CREW MUST NOT EXCEED THE ENGINE OUT MAXIMUM ACCELERATION ALTITUDE. (THE ENGINE OUT MAXIMUM ACCELERATION ALTITUDE CORRESPONDS TO THE MAXIMUM ALTITUDE THAT CAN BE ACHIEVED WITH ONE ENGINE OUT AND THE OTHER ENGINE(S) OPERATING AT TAKEOFF THRUST FOR A MAXIMUM OF 10MIN.) ACCELERATION SEGMENT AT THE ENGINE-OUT ACCELERATION ALTITUDE, PUSH ALT PBOR PUSH THE V/S KNOB TO LEVEL OFF THE AIRCRAFT AND TO ALLOW THE SPEED TO INCREASE. IF THE AIRCRAFT IS BEING FLOWN MANUALLY, THE PF SHOULD REMEMBER THAT, AS AIRSPEED INCREASES, THE RUDDER INPUT NEEDED TO KEEP THE BETA TGT CENTERED WILL REDUCE. RETRACT THE FLAPS AS NORMAL. WHEN THE FLAP LEVER IS AT ZERO, THE BETA TARGET REVERTS TO THE NORMAL SIDESLIP INDICATION. • AT F SPEED SELECT CONF 1. • AT S SPEED SELECT CONF 0. FINAL TAKEOFF SEGMENT AS THE SPEED TREND ARROW REACHES GREEN DOT SPEED, PULL FOR OPEN CLIMB, SET THR MCT WHEN THE LVR MCT MESSAGE FLASHES ON THE FMA (TRIGGERED AS THE SPEED INDEX REACHES GREEN DOT)AND RESUME CLIMB USING MCT. IF THE THRUST LEVER ARE ALREADY IN THE FLX/MCT DETENT, MOVE LEVER TO CL AND THEN BACK TO MCT. WHEN AN ENGINE FAILURE OCCURS AFTER TAKEOFF, NOISE ABATEMENT PROCEDURES ARE NO LONGER A REQUIREMENT. ADDITIONALLY, THE ACCELERATION ALTITUDE PROVIDES A COMPROMISE BETWEEN OBSTACLE CLEARANCE AND ENGINE THRUST LIMITING TIME. IT ALLOWS THE AIRCRAFT TO BE CONFIGURED TO FLAP 0 AND GREEN DOT SPEED, WHICH PROVIDES THE BEST CLIMB GRADIENT. ONCE ESTABLISHED ON THE FINAL TAKEOFF FLIGHT PATH, CONTINUE THE ECAM (CONSIDER OEB, IF APPLICABLE). WHEN THE STATUS IS DISPLAYED, THE AFTER TAKEOFF/CLIMB CHECKLIST SHOULD BE COMPLETED AND BOTH THE COMPUTER RESET AND ENGINE RELIGHT (IF NO DAMAGE) CONSIDERED. STATUSSHOULD THEN BE REVIEWED. ONE ENGINE OUT FLIGHT PATH THE ONE ENGINE OUT FLIGHT PATH WILL BE FLOWN ACCORDING TO THE TAKEOFF BRIEFING MADE AT THE GATE: • THE EOSID (WITH ATTENTION TO THE DECISION POINT LOCATION), • THE SID, • RADAR VECTORS ENGINE FAILURE DURING INITIAL CLIMB-OUT PROCEED AS ABOVE. HOWEVER, IF THE FAILURE OCCURS ABOVE V2 MAINTAIN THE SRS COMMANDEDATTITUDE (OR THE SPEED REACHED AFTER RECOVERY). IN ANY CASE, THE MINIMUM SPEED MUST BE EQUAL TO V2. Page 36 of 70

AIRBUS A320 - SIM CHK ENGINE FAILURE AFTER V1: : AFTER V1 : CALL “GO” : CONTROL DIRECTION; LOCK RUDDERS TO PREVENT REDUCING RUDDER PR : ROTATE AT A SLOWER PACE TO 12.50 : GET AIRBORNE; CENTRALISE THE FDs: CONTROL TRAJECTORY : CENTRALISE THE β TGT: TRIM RUDDERS-TRIM IN LONG PRESS AND NOT IN JABS; HOLD TRIMMER FOR A COUNT OF 20: COUNTED AT „NORMAL PACE‟ : β TGT AND FDs CENTERED: AP ON; IF NO ENGINE OUT SID: PULL HDG (MAINTAIN HDG, DO NOT SET RW HDG AS THE PRESENT HDG WOULD BE WITH OFFSET REQUIRED FOR THE WINDS: WILL PREVENT DRIFTING ONTO OTHER RW) *DO NOT PANIC TO DO “SOMETHING”: DO EVERYTHING SLOW AND DELIBERATE APPROACHING 400‟ AGL: “I HAVE CONTROL AND COMMN, ECAM ACTIONS” PM PERFORMS ECAM ACTIONS TILL “ENGINE SECURE”  NO DAMAGE : ENG MASTER OFF  IF DAMAGED : ENG MASTER OFF + AGENT 1 DISCHARGED  IF FIRE : ENG MASTER OFF + BOTH AGENTS DISCHARGED  IF BOTH AGENTS DISCHARGED AND FIRE IS STILL ON, PM SAYS: “PRELIMINARY ACTIONS COMPLETE, FIRE STILL ON”; DOES NOT SAY ENG SECURE : PF - “STOP ECAM” o “PAN PAN, PAN PAN, PAN PAN, I FLY 001, ENGINE FAILURE, MAINTAINING T/O HDG, CLIMBING TO MSA”. PULL HDG NOW, IF NOT DONE EARLIER o SET MSA ON FCU o MONITOR ROC: 10% OF ROC IS THE HT ANTICIPATION FOR “PUSH TO LEVEL OFF” o AT ENG OUT ACCLN ALT „MINUS‟ “10% OF ROC” HT, PUSH TO LEVEL OFF. (Eg. EO ACCLN ALT=1580‟, ROC=500‟/MIN; 10% OF 500‟ROC=50‟; SO AT 1580-50‟=1530‟, PUSH TO LEVEL OFF) o LEVEL OFF AT EO ALT AND CLEAN UP THE A/C: „F‟ SP-FLAP1; „S‟ SP-FLAP „0‟. AS „SPEED TREND ARROW‟ TOUCHES „GREEN DOT SP‟, PULL ALT KNOB TO COMMENCE OPEN CLB TO MSA. *REMEMBER: EVERYTHING HAPPENS VERY SLOW, PAINFULLY SLOW! BE PATIENT! o SET THRUST LEVER TO MCT:  IF IT WAS AT TOGA, GET IT BACK TO FLEX/MCT DETENT  IF IT WAS AT FLEX DETENT, GET IT TO CLB DETENT AND THEN BACK TO FLEX/MCT DETENT o R/T CALL “RADAR, I FLY 001, CLIMBING TO MSA, REQUEST KEEP US WITHIN 25 NM; WILL CALL WHEN READY FOR APPR” o ASK PM TO “CONTINUE ECAM” o A/C LEVELS OUT AT MSA; SELECT SPEED 220 Kt : PM PERFORMS ECAM, REACHES STATUS: “READ STATUS?” : PF STOP ECAM/STBY STATUS  C-O-C: ANY NORMAL C/L, ANY OEB; ANY COMPUTER RESET : PM “NO OEB, NO COMPUTER RESET, AFTER T/O CLB C/L PENDING”  FINISHES AFTER T/O CLB C/L : PF CONSIDER RELIGHT ONLY IF NO CROSSES ON ENGINE SD PAGE : PF READ STATUS : PM READS STATUS; “ECAM ACTIONS COMPLETE” : PF „ANY ABNORMAL PAPER C/L” : PM QRH ONE ENGINE INOPERATIVE STRAIGHT IN APPROACH : :

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AIRBUS A320 - SIM CHK ENG FAILURE ON T/O LEG: CONTD : :

PF : ASK FOR LATEST WEATHER, CHECK LDG WT, LANDING PERFORMANCE AND FUEL PENALTY PM : CHECKS ALL THIS

*BOTH DISCUSS ALL ISSUES AND COME TO A DECISION *WEATHER AND LANDING PERFORMANCE COULD WARRANT A DIVERSION : PF : HANDS OVER CONTROLS TO PM AND: : REINFORCES DECISION WITH FORDEC : CALLS LEAD AND BRIEFS ON NITES : INFORMS PASSENGERS ON PA : INFORMS COMPANY ON ACARS/129.275 MHz : READS THE OVER WT C/L, IF APPLICABLE; DECIDES ON CONFIG : READS THE ENG OUT STATUS IN APPR FROM QRH : PREPARES MCDU USING STATUS Pg : DECIDES ON FLAP 3 OR FULL; SELECTS THE „GPWS FLAP 3‟ : SELECTS AUTO BRK MEDIUM : ACTIVATES APPR PHASE : SEQUENCES THE FLIGHT PLAN : PF TAKES OVER CTRLS; PM CHECKS THE BOX; PF HANDS OVER CTRL AND BRIEFS *BRIEFING : STARTS WITH ABNORMALS USING THE STATUS Pg : THEN SPECIFIES HOW THE APPR WILL BE FLOWN : HOW YOU WILL CONFIGURE AND : FINALLY THE APPROACH CHART : AFTER BFG, PF TAKES OVER CONTROLS AND ASKS FOR : 10,000‟ CHECK : APPROACH C/L : PM : “RADAR, IFLY 001 READY FOR THE APPR, REQUEST LONG VECTORS OF AT LEAST 20 NM” (REQD FOR RAW DATA APPROACHES) : ON INTERCEPT LEG: : BE AT PLATFORM ALTITUDE, INCREASE THE RATE OF „T‟ SCAN : BE IN CONFIG 1; AT „S‟ SPEED : KEEP β TARGET CENTERED: DO NOT TRIM DURING TURNS, HOLD PRESSURES : ADVISE CREW TO BE SEATED : REVIEW STRATEGY OF CONFIG AND APPROACH : REVIEW GA: CONFIG AND WEATHER NEED SPECIAL CONSIDERATION : AT 0.5 NM TO FINAL APPR TRACK, START A 50 BANK TURN TO ANTICIPATE THE MOVEMENT OF LOC; ASK PM TO SET FINAL APPR TRACK; ADJUST BANK TO INTERCEPT THE LOC CORRECTLY : ON FINALS: : STABILISE ON FINAL APPR TRACK AT CORRECT SPEED; INCREASE „T‟ SCAN : SELECT FLAP 2 AND STABILISE AT „F‟ SPEED; MANAGE SPEED : AS G/S DIAMOND TOUCHES THE HORIZON BAR : COMMENCE DESCENT; ASK FOR GA ALTITUDE TO BE SET : ASK FOR GEAR DOWN : ASK FOR FLAP 3 AND LDG C/L : KEEP β TARGET CENTERED : ON R/T “REQUEST POSITIVE LANDING CLEARANCE OF THIS APPR” : AT 50‟, NEUTRALISE RUDDERS: BE READY WITH RUDDERS : LAND Page 38 of 70

AIRBUS A320 - SIM CHK PM

PF 0

-VR………………………… ROTATE TO 12.5 ; FOLLOW SRS MAINTAIN WINGS LEVEL APPLY RUDDERS TO CENTER β TGT TRIM RUDDERS -POSITIVE CLIMB…………………………………………...GEAR UP -FLIGHT PATH UNDER CONTROL…………………..ENGAGE AP -R/T:“MAYDAY MAYDAY MADAY IFLY 201 ENG FAILURE, MAINTAINING T/O LEG” OR FOLLOW SID/EO SID -ECAM ACTIONS…………………………………….ORDER

-AT~1400‟…………………….....STOP ECAM -AT 1500‟………………………..PUSH V/S KNOB TO LEVEL OFF -„F‟ SPEED………………………FLAP 1 -„S‟ SPEED……………………....FLAP 0 -SPEED ~GREEN DOT………..OPEN CLIMB -„LVR MCT‟ FLASHES…………THRUST LEVERS TO MCT - “CONTINUE ECAM” -“STOP ECAM” -FINISH AFTER T/O/CLIMB CL -ANY COMPUTER RESET…….DO THE RESET -IF NO DAMAGE………………..CONSIDER RELIGHT -“REVIEW STATUS” -“REMOVE STATUS”

-POSITIVE CLIMB……………………………………..ANNOUNCE

-GEAR UP -MONITOR FLIGHT PATH

-ECAM ACTIONS………………………………………..PERFORM -SECURE ENGINE:  NO DAMAGE - ENG MASTER OFF  DAMAGED ENG - AGENT 1 DISCHARGED  ENG FIRE - AGENT 2 DISCHARGED CALL “ENGINE SECURED”

-COMPLETE ECAM; consider OEB, if applicable -“STATUS?” -AFTER T/O, CLIMB CL…………………………..COMPLETE -CHECK QRH FOR ANY COMPUTER RESET AND RESET C/B -RELIGHT…………………….FROM QRH „READ AND DO‟ -STATUS…………………..REVIEW -REMOVE STATUS

-FORDEC -NITES

 FOR RELIGHT, CHECK NO CROSSES ON ECAM: IF CROSSES ARE THERE, IT IMPLIES DAMAGE. IF THERE IS NO DAMAGE, THERE WOULD BE NO AMBER CROSSES AND N1 AND N2 WOULD BE SHOWING IN GREEN  IN SINGLE ENGINE, AFTER CHECKING “NO FUEL LEAK”, CROSS FEED COULD BE USED IN TIME TO ENSURE THAT IMBALANCE DOES NOT BUILD UP (Debatable point:Some say, nothing should be done till demanded by a Procedure!)  SINGLE ENGINE USES 33% MORE FUEL THAN TWIN ENGINE OPERATION

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AIRBUS A320 - SIM CHK SINGLE ENGINE GO AROUND -PF : ROTATES TO 12.50, SIMULTANEOUSLY ENGAGES TOGA, ANTICIPATES RUDDERS : ANNOUNCES “GO AROUND, FLAPS” : READS FMA:: “MAN TOGA, SRS, RW TRACK/NAV, A/THR BLUE” : CHECKS FLAP POSITION -PM : SELECTS FLAP „ONE‟ NOTCH UP (IN CASE OF OVER WEIGHT AND USING FLAP3, SELECTS „FLAP 1‟ DIRECTLY) : MONITORS FMA : R/T CALL “IFLY 001 GOING AROUND” : “POSITIVE CLIMB” -PF : GEAR UP; PM RETRACTS GEARS : MONITORS FMA : CENTRALISES β TARGET, TRIMS RUDDERS : CENTRALISES FDs AND ASKS FOR AUTO PILOT *IN GOAROUND, OR ANY OTHER TIME, IF SPEED IS AT OR BELOW VLS, AP WILL NOT ENGAGE : AT EO ACCLN ALT, PUSHES TO LEVEL OUT WITH 10% ANTICIPATION : ACCELERATE TO CLEAN UP THE A/C: „F‟ SP-FLAP1; „S‟ SP-FLAP „0‟. AS „SPEED TREND ARROW‟ TOUCHES „GREEN DOT SP‟, PULL ALT KNOB TO COMMENCE OPEN CLB TO MSA. *REMEMBER: EVERYTHING HAPPENS VERY SLOW, PAINFULLY SLOW! BE PATIENT! : SET THRUST LEVER TO MCT: : R/T CALL “RADAR, I FLY 001, CLIMBING TO MSA, REQST FURTHER INSTRUCTIONS” : A/C LEVELS OUT AT MSA; SELECT SPEED 220 Kt : FOR THE NEXT APPROACH:  SEQUENCE THE FLIGHT PLAN  ACTIVATE THE APPR PHASE  : : : :

IN CASE OF PLAN TO DO A VISUAL CIRCUIT: AT GA SET CIRCUIT ALT OR AT „PUSH TO LEVEL OUT‟, SET THE CIRCUIT ALT MAINTAIN FLAP 1 ACTIVATE APPROACH PHASE SELECT THRUST LEVER TO MCT FROM TOGA: IF YOU DON‟T A/C WILL CONTINUE TO ACCELERATE AS A/THR IS NOT ACTIVE AT TOGA

*GA ACTIONS IN SINGLE ENGINE IS THE SAME AS EFATO: JUST THAT EVERYTHING HAPPENS SLIGHTLY FASTER

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AIRBUS A320 - SIM CHK FLAP/SLAT LOCKED/JAMMED DURING RETRACTION: WHEN FLAP 1/2/3 ORDERED, FLAP SELECTED BUT FLAP/SLAT LOCKED WILL SHOW JAMMED FLAP/SLAT IN AMBER IMMEDIATELY PULL AND SELECT SPEED AS PER FLAP POSITION OR ELSE SPEED WILL EXCEED FLAP LIMIT SPEED CONTROL THE A/C AND ORDER ECAM ACTIONS REMEMBER: = ONLY ONE SURFACE, FLAP/SLAT MAY BE LOCKED; SLAT/FLAP MAY STILL BE AVAILABLE; CHECK THE LOCKED SURFACE AND PLAN ACCORDINGLY = VFE, VFE NEXT, S, AND F SPEED ARE FLAP LEVER POSN DEPENDENT = OVERSPEED WX AND VLS ARE ACTUAL FLAP POSN DEPENDENT COMPUTE: = LDG WEIGHT; BE VIGILANT FOR OVERWEIGHT = V APP (FROM QRH) = LDG DISTANCE (CAN USE QRH/EFB WITH RELEVANT ECAM SELECTED) EVALUATE: = INCREASED FUEL CONSUMPTION FMGS PREPARATION : STANDARD+MANUAL INSERTION OF V APP : V APP=V REF+∆V REF+APPR CORRECTION *FOR V APP INSERTION: : GO TO PERF APPR PAGE : SELECT CONFIG FULL : READ VLS (VLS CONFIG FULL=V REF) : ADD ∆V REF+APPR CORRECTION (FROM QRH) TO V REF TO GET V APP : ENTER V APP MANUALLY : IF LANDING IN CONF 3, SELECT CONF 3 AFTER V APP INSERTION IN THE PREVIOUS STEP APPR BFG: : STANDARD +STATUS : LANDING WITH FLAP/SLAT JAMMED : OVER WEIGHT LANDING C/L APPROACH: IT IS JUST A FLAPLESS APPR!!! TAIL STRIKE AWARENESS o FLY A STABILISED APPR o DETERMINE LANDING CONFIG (QRH:FPE-IFL) o USE SEL SP: VFE NEXT -5 (IF SP NOT DISPLAYED USE PLACARD SP) o AS SP REDUCES THROUGH VFE NEXT: FLAP LEVER 1 STEP DOWN o WHEN IN LDG CONF, DECELLERATE TO CALCULATER APPR SPEED o USE AP DOWN TO 500‟ AGL GO AROUND: o FOR CCT MAINTAINSLAT/FLAP CONF; REC SP= MAX SP - 10 Kt o FOR DIVERSION : CLEAN CONFIG IF FLAP/SLAT JAMMED AT ZERO : IF FLAP/SLAT > ZERO, MAINTAIN F/S CONFIG : DIVERSION SPEED= MAX SP – 10 Kt

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AIRBUS A320 - SIM CHK RAW DATA ILS CAN BE DONE

:

WITH TRACK INDEX (WHEN FCU IS AVAILABLE)

:

WITHOUT TRACK INDEX (WHEN FCU IS NOT AVAILABLE)

: :

o

o

-

PLAN AN EARLY STAB APPR i.e. ALL CONFIG AND CHECKS OVER 1NM BEFOREFDP ASK FOR LONG VECTORS: INTENTION IS TO BE WELL SETTLED ON LOC AND SP UNDER CONTROL BEFORE GLIDE INTERCEPT : ON INTERCEPT LEG:  BIRD ON, FDs OFF, “T” SCAN  BE AT PLATFORM ALTITUDE  CONFIG 1 AND „S‟ SPEED  IF A/THR AVAILABLE, SPEED MANAGED  0.5 NM FROM FINAL COMMENCE TURN WITH 50 BANK AND ASK FOR FINAL TRACK TO BE SET: CROSS CHK FINAL APPR TRACK  ONCE LOC LIVE, COORDINATE TURN TO ROLL OUT CORRECTLY : ON FINAL TRACK:  ENTIRE GAME IS ON SCAN: “T” SCAN FASTER  CONFIGURE EARLY  CONTROL SPEED WITH ANTICIPATION: SMALL VARIATIONS  LOCK ARMS: STICK MOVEMENT ONLY BY WRIST MOVEMENT  SMALL CORECTION FOR LOC AND G/S: NOT >50&10 RESPECTIVELY; ANTICIPATE CORRECTIONS  IN SINGLE ENG, CENTER β TGT AND TRIM; DO NOT TRIM IN TURNS; ANTICIPATE RUDDERS FOR THRUST VARIATIONS  *MONITOR FMA AND ECAM FOR ADDITIONAL FAILURES WITH TRACK INDEX:  WHOLE GAME IS TO BE PLAYED AROUND THE BLUE TRACK INDEX  SCAN AND ANTICIPATE CORRECTIONS,NO LARGE CORRECTIONS WITHOUT TRACK INDEX:  STABILISE EARLY ON FINAL TRACK  OFFSET REQD FOR X-WIND IS = 1/3 OF X-WIND. SO, IF X-WIND IS 15 Kt, 50 OFFSET REQD TO TRACK CORRECTLY: ROLL OUT WITH OFFSET  ILS DAGGER CAN BE USED AS THE TRACK INDEX AND GAME PLAYED AROUND IT WITH THE TRACK DIAMOND. SO, IF LOC DIAMOND HAS GONE TO THE LEFT, SET THE TRACK DIAMOND TO THE LEFT OF THE ILS DAGGER AND WAIT FOR LOC DIAMOND TO RETURN TOWARDS THE CENTER; ANTICIPATE AND REDUCE THE CORRECTION TO FINALLY PLACE THE TRACK DIAMOND CENTERED ON THE ILS DAGGER TO KEEP LOC CENTERED  BECAUSE OF THE ABOVE MENTIONED CORRECTION, SCAN FASTER FOR G/S AND SPEED: KEEP THEM UNDER CONTROL TO GET MORE TIME TO JUDGE AND ANTICIPATE LOC CORRECTN BETTER ALL CORRECTIONS TO BE:  SMALL AND GENTLE; ONLY WITH WRIST  FOR SPEED  ANTICIPATE AND “KILL” THE TREND ARROW  SMALL CORRECTIONS OF THRUST: (PERSONAL: MAKE VERY  SMALL THRUST VARIATION ON ONE THRUST LEVER AT A TIME USING THE OTHER LEVER AS A FULCRUM AND THEN MATCHING Page 42 of 70

AIRBUS A320 - SIM CHK THE “FULCRUM” LEVER. SO FIRST „NUDGE‟ THE LEFT LEVER USING RIGHT LEVER AS FULCRUM AND THEN „MATCH‟ THE RIGHT LEVER) VISUAL CIRCUIT: : POSITIVE CLB: GEAR UP : „LEVER CLB‟: CHECK CCT ALT SET TO 1500‟AGL : “S” SPEED: FLAP 1, ACTIVATE APPR PHASE : CHECK SPEED MANAGED : LEVEL OUT AT 1500‟: AFTER T/O CLB C/L : NOW TURN D/W; ROSE NAV, 10 NM RANGE : > 900 OF TURN, SET/CHECK VISUAL APPR SET IN MCDU AND SEQ THE FLT PLAN : ASK FOR D/W HEADING : ADJUST BANK TO ROLL OUT 2.5NM FROM RW : CHECK: AP OFF, FDs OFF, BIRD ON: SET DW „TRACK‟, SPEED MANAGED *CORRECT FOR DW DISPLACEMENT TO TRACK PARALLEL AT 2.5 NM: DO NOT CHANGE THE „SET‟ DW TRACK TO CORRECT FOR DW DISPLACEMENT : GENTEL AND SMALL CORRECTIONS: LET THE A/C FLY WITH „AUTO TRIM‟ : ABEAM: TIME OUT FOR 45” (@3”/100‟) WITH WIND CORRECTION @1”/Kt OF HW/TW : 35”: FLAP 2: ANTICIPATE „BALLOON‟ : 40” ASK FOR RW TRACK TO BE SET; NOTE BASE TRACK BY CHK 900 TRACK : 45”  COMMENCE TURN WITH 230 BANK TO ROLL OUT 900 TO FINAL TRACK  FEED IN A ROD OF 200‟-300‟/MIN (BIRDS „CIRCLE‟ TOUCHING HZN BAR)  GEAR DOWN: DELAY IT WHEN IN SINGLE ENGINE : ROLL OUT 900:  LOOK FOR RW, PAPI, PERSPECTIVE  CHECK WINDS: TO PLAN THE FINALS TURN  0.8 NM FOR NIL WINDS  0.7 NM FOR HEAD WINDS  1.1 NM FOR TAIL WINDS : FLAP 3 AND FLAP FULL AS PER PERSPECTIVE : CONTINUE “T” SCAN : IN SINGLE ENGINE:  KEEP β TGT CENTERED: CHANGES WITH SPEED AND PWR SETTING  DO NOT TRIM IN TURNS: HOLD PR, ROLL OUT, CENTER THE β TGT AND THEN TRIM : ROLL OUT FINALS:  WITH PAPI: 2 REDS, 2 WHITES  BIRD‟ TAIL TOUCHING THE HZN BAR : MAKE SMALL CORRECTIONS: IN TIME AND „AROUND‟ THE TRACK INDEX : LANDING C/L *USE ILS, IF AVAILABLE. BY „HARD TUNING‟ THE ILS IN RAD NAV Pg AND SELECTING ILS Pb *USE THE YO-YO, IF AVAILABLE TO FOLLOW THE CORRECT DESCENT BUT CROSS CHK WITH PAPI: AN ERROR COULD BE FED BY THE INSTRUCTOR!

* GO AROUND PROCEDURE NEEDS TO BE CLEARLY SPELLED OUT IN THE BRIEFING AS IT IS NOT STRUNG TO THE APPR

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AIRBUS A320 - SIM CHK MEMORY ITEMS: WET LUG SS WINDSHEAR: PREDICTIVETHE “W/S AHEAD” MESSAGE IS DISPLAYED ON EACH PFD. THE COLOR OF THE MESSAGE DEPENDS ON THE SEVERITY AND LOCATION OF THE WINDSHEAR. NOTE: WHEN A PREDICTIVE WINDSHEAR ALERT (″WINDSHEAR AHEAD″ OR "GO AROUND WINDSHEARAHEAD") IS TRIGGERED, IF THE FLIGHT CREW MAKES A POSITIVE VERIFICATION THAT NO HAZARD EXISTS, THEN THE ALERT MAY BE DISREGARDED, AS LONG AS: ‐ THERE ARE NO OTHER SIGNS OF POSSIBLE WINDSHEAR CONDITIONS, AND ‐ THE REACTIVE WINDSHEAR SYSTEM IS OPERATIONAL. *KNOWN CASES OF SPURIOUS PWS ALERTS HAVE BEEN REPORTED AT SOME AIRPORTS, DURING EITHER TAKEOFF OR LDG, DUE TO THE SPECIFIC OBSTACLE ENVIRONMENT. HOWEVER, ALWAYS RELY ON ANY REACTIVE W/S (″WINDSHEAR″). W/S AHEAD RED TAKEOFF: ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “WINDSHEAR AHEAD, WINDSHEAR AHEAD”. BEFORE TAKEOFF: DELAY TAKEOFF, OR SELECT THE MOST FAVORABLE RUNWAY. DURING THE TAKEOFF RUN: REJECT TAKEOFF. NOTE: PREDICTIVE WINDSHEAR ALERTS ARE INHIBITED ABOVE 100 KTS UNTIL 50 FT.  WHEN AIRBORNE: CALL “ WINDSHEAR, TOGA” THR LEVERS................................................................................................................................TOGA AS USUAL, THE SLAT/FLAP CONFIGURATION CAN BE CHANGED, PROVIDED THE WINDSHEAR IS NOT ENTERED. AP (IF ENGAGED)..............................................................................................................................KEEP ON SRS ORDERS...............................................................................................................................FOLLOW IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK. NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT. 2. IF THE FD ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY, TO PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.  LANDING:n ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “GO AROUND, WINDSHEAR AHEAD”. GO AROUND......................................................................................PERFORM AP (IF ENGAGED).................................................................................... KEEP ON IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK. NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT. 2. IF THE FD ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IF NECESSARY, TO PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE. W/S AHEAD AMBER APPLY PRECAUTIONARY MEASURES, AS INDICATED BELOW:  BEFORE TAKEOFF: - DELAY TAKEOFF UNTIL CONDITIONS IMPROVE. - EVALUATE TAKEOFF CONDITIONS: - USING OBSERVATIONS AND EXPERIENCE,CHECKING WEATHER CONDITIONS.SELECT THE MOST FAVORABLE RUNWAY (CONSIDERING LOCATION OF THE LIKELY WINDSHEAR). - USE THE WEATHER RADAR OR THE PREDICTIVE WINDSHEAR SYSTEM BEFORE COMMENCING TAKEOFF TO ENSURE THAT THE FLIGHT PATH CLEARS ANY POTENTIAL PROBLEM AREAS. - SELECT TOGA THRUST. MONITOR CLOSELY AIRSPEED AND AIRSPEED TREND DURING THE TAKEOFF RUN FOR EARLYSIGNS OF WINDSHEAR.  DURING APPROACH: - DELAY LANDING OR DIVERT TO ANOTHER AIRPORT UNTIL CONDITIONS ARE MORE FAVORABLE. - EVALUATE CONDITION FOR A SAFE LANDING BY: - USING OBSERVATIONS AND EXPERIENCE,CHECKING WEATHER CONDITIONS. - USE THE WEATHER RADAR. - SELECT THE MOST FAVORABLE RUNWAY, CONSIDERING ALSO WHICH HAS THE MOSTAPPROPRIATE APPROACH AID. - SELECT FLAPS 3. - USE MANAGED SPEED IN THE APPROACH PHASE. - CHECK BOTH FDS ENGAGED IN ILS, FPA OR V/S. - ENGAGE THE AUTOPILOT, FOR A MORE ACCURATE APPR AND EARLIER RECOGNITION OFDEVIATION FROM THE BEAM, WHEN ILS IS AVAILABLE. NOTE: ‐ WHEN USING THE GS MINI-FUNCTION, ASSOCIATED WITH MANAGED SPEED,THE SYSTEM WILL CARRY EXTRA SPEED IN STRONG WIND CONDITIONS. ‐ IN CASE OF STRNG OR GUSTY CROSSWIND GREATER THAN 20 KT, REFER TO QRH PER-C VAPP DETERMINATION WITHOUT FAILURE VAPP=VLS + APPR COR IN CASE OF STRONG OR GUSTY CROSSWIND GREATER THAN 20KT, VAPP SHOULD BE AT LEAST VLS+5KT. THE 5KT INCREMENT ABOVE VLS MAY BEINCREASEDUPTO 15KT AT THE FLIGHT CREW'S DISCRETION.

Page 44 of 70

AIRBUS A320 - SIM CHK WINDSHEAR: REACTIVE A RED FLAG “WINDSHEAR” IS DISPLAYED ON EACH PFD ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “WINDSHEAR” REPEATED THREE TIMES. IF WINDSHEAR IS DETECTED EITHER BY THE SYSTEM OR BY PILOT OBSERVATION, APPLY THE FOLLOWING RECOVERY TECHNIQUE:  AT TAKEOFF:  IF BEFORE V1: CALL “ STOP” THE TAKEOFF SHOULD BE REJECTED ONLY IF SIGNIFICANT AIRSPEED VARIATIONS OCCUR BELOW INDICATED V1 AND THE PILOT DECIDES THAT THERE IS SUFFICIENT RUNWAY REMAINING TO STOP THE AIRPLANE.  IF AFTER V1: CALL “ WINDSHEAR, TOGA” THR LEVERS...........................................................................................TOGA REACHING VR.........................................................................................ROTATE SRS ORDERS..........................................................................................FOLLOW IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK. NOTE: IF THE FD BARS ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY, TO PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.  AIRBORNE, INITIAL CLIMB OR LANDING: CALL “ WINDSHEAR, TOGA” THR LEVERS AT TOGA..........................................................................SET OR CONFIRM AP (IF ENGAGED).........................................................................................KEEP ON SRS ORDERS..........................................................................................FOLLOW IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK. DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OFWINDSHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR. NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT. 2. IF THE FD BARS ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY, TO PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.

PF

PM

-TAKE OVER CTRLS; CALL “WINDSHEAR, TOGA”: GO TOGA◦ -ROTATE TO FOLLOW SRS/17.5⁰ ; IF NECESSARY:STICK FULLY BACK -ONCE OUT OF WINDSHEAR, ENGAGE AP AND CLEAN UP THE A/C

-MONITOR AND CALL OUT HT, SPEED,ROC/ROD WIND VELOCITY -ONCE OUT OF WINDSHEAR, CLEAN UP THE A/C -R/T: “IFLY…..ENCOUNTERED WINDSHEAR FROM ---FT to--FT”

WIND SHEAR: ADDITIONAL POINTS PREDICTIVE : PFD SHOWS AMBER CAUTION - “MONITOR RADAR DISPLAY” : PFD SHOWS RED WARNING - “WINDSHEAR AHEAD” COULD ALSO BE DETERMINED BY AIR SPEED FLUCTUATIONS. ON GROUND IF SPEED STAGNATES AFTER/AROUND V1, IT IS AN INDICATION OF WIND SHEAR, GO TOGA, REMAIN ON GOUND TILL THE LAST 2000‟ OF RUNWAY AND THEN ROTATE TO 17.50. THEN FOLLOW SRS; DO NOT RAISE GEAR/CLEAN UP THE A/C TILL OUT OF WINDSHEAR MAINTAIN THE PITCH TILL OUT OF WINDSHEAR BE CAREFUL ON LOWERING OF PITCH ONCE CLEAR OF WINDSHEAR FOR FLAP EXCEEDANCESPEED. SO AS YOU GET OUT OF WINDSHEAR, THR LEVER TO CLIMB, CONTROL PITCH TO CONTROL SPEED, AND THEN, FIRST RETRACT FLAPS BEFORE GEAR, IF CLOSE TO FLAP EXCEEDANCE SPEED AS PM, BE VIGILANT OF THE T/O FLOWS WITH EACH ACTION, VIZ: THR LEVER CLB, PACK 1 ON; FLAP „0‟, SPOILER DISARMED, LIGHTS OFF, PACK 2 ON. AS PF RECHECK THESE ACTIONS ONCE OUT OF WINDSHEAR DO NOT TURN WHILE IN WINDSHEAR. SO BE CAREFUL IF THE SID INVOLVES A TURN

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AIRBUS A320 - SIM CHK EMERGENCY DESCENT:THE EMERGENCY DESCENT SHOULD ONLY BE INITIATED UPON POSITIVE CONFIRMATION THAT CABIN ALTITUDE AND RATE OF CLIMB IS EXCESSIVE AND UNCONTROLLABLE. THE CAB PR EXCESS CAB ALT WARNING MUST BE CONSIDERED AS A CONFIRMATION THAT THE CABIN ALTITUDE IS EXCESSIVE, EVEN IF NOT CONFIRMED ON THE CAB PRESS SD PAGE. THE CAB PR EXCESS CAB ALT WARNING CAN BE TRIGGERED BY A CABIN PRESSURE SENSOR DIFFERENT FROM THE ONE USED TO CONTROL THE PRESSURE AND DISPLAY THE CABIN ALTITUDE ON THE SD.

The flight crew should perform the actions of the EMER DESCENT in two steps: ‐ First step: Apply the memory items. ‐ Second step: Perform the read-&-do procedure (ECAM or QRH). FIRST LOOP: IMMEDIATE ACTION CREW OXY MASKS...................................................................................................................................................ON COCKPIT COMMUNICATION…………………………………………………………………………………………….ESTABLISH SIGNS.........................................................................................................................................................................ON EMER DESCENT........................................................................................................................................................INITIATE THE RECOMMENDATION IS TO DESCEND WITH THE AP ENGAGED: AFM ‐ TURN THE ALT SELECTOR KNOB AND PULL :::CAB PR - EXCESS CAB ALT If above FL 100: Use crew oxygen masks. " If below ‐ TURN THE HDG SELECTOR KNOB AND PULL FL 160: Initiate descent to the higher one of: FL 100 or ‐ ADJUST THE TARGET SPD/MACH.***SPEED SELECTOR KNOB: PULL MEA. " If above FL 160: -Turn on cabin signs. -Initiate THR LEVERS(IF A/THR NOT ENGAGED)......................................................................IDLE emergency descent to the higher one of: FL 100 or ‐ IF AUTOTHRUST IS ENGAGED, CHECK THAT THR IDLE IS DISPLAYED ON THE FMA. MEA. Refer to EMER-90 EMER DESCENT ! If cabin ‐ IF NOT ENGAGED, RETARD THE THRUST LEVERS. altitude above 14 000 ft: Manually confirm passengers SPD BRK..........................................................................................................................FULL oxygen masks on. EXTENSION OF THE SPEEDBRAKES WILL SIGNIFICANTLY INCREASE VLS. TO AVOID AP DISCONNECTION AND AUTOMATIC RETRACTION OF THE SPEEDBRAKES, DUE TO POSSIBLE ACTIVATION OFANGLE-OF-ATTACK PROTECTION, ALLOW THE SPEED TO INCREASE BEFORE STARTING TO USE THE SPEEDBRAKES. SECOND LOOP: WHEN DESCENT ESTABLISHED: ORDER ECAM/QRH REFINE THE DESCENT EMER DESCENT FL100, OR MINIMUM ALLOWABLE ALTITUDE. SPEED.........................................................................................................................................................................MAX/APPROPRIATE CAUTION DESCEND AT THE MAXIMUM APPROPRIATE SPEED. The flight crew should suspect structural damage in case of a loud bang, or high cabin vertical speed. IF STRUCTRAL DAMAGE SUSPECTED: SPD/MACH PB….SPEED (TO PREVENT AN INCREASE IN THE IAS, OR TO REDUCE SPEED); CAREFUL USE OF SPEED BRAKES, TO AVOID ADDITIONAL STRESS ON AIRCRAFT STRUCTURE. LANDING GEAR MAY BE EXTENDED. IN SUCH A CASE, SPEED MUST BE REDUCED TO VLO/VLE. NOTE: THE RECOMMENDATION IS TO DESCEND WITH THE AUTOPILOT ENGAGED. ENG MODE SEL........................................................................................................................................................IGN ATC............................................................................................................................................................................NOTIFY NOTIFY ATC OF THE NATURE OF THE EMERGENCY, AND STATE INTENTION. THE FLIGHT CREW CAN COMMUNICATE WITH THE ATC USING VOICE, OR CPDLC WHEN VOICE CONTACT CANNOT BE ESTABLISHED OR HAS A POOR QUALITY. *** IF NOT IN CONTACT WITH ATC, TRANSMITA DISTRESS MASSAGE ON ONE OF THE FOLLOWING FREQUENCIES: (VHF) 121.5 MHZ, OR (HF) 2 182 KHZ, OR8 364 KHZ. EMER DESCENT.......................................................................................................................................................ANNOUNCE(PA) THE FLIGHT CREW MUST INFORM THE CABIN OF EMERGENCY DESCENT ON THE PA SYSTEM ATC XPDR 7700........................................................................................................................................................CONSIDER SQUAWK 7700 UNLESS OTHERWISE SPECIFIED BY ATC. TO SAVE OXYGEN, SET THE OXYGEN DILUTER SELECTOR TO THE N POSITION. IF THE OXYGEN DILUTER SELECTOR REMAINSAT 100 %, THE QUANTITY OF OXYGEN MAY NOT BE SUFFICIENT FOR THE ENTIRE EMERGENCY DESCENT PROFILE. MAX FL.....................................................................................................................................................................100/MEA  IF CAB ALT > 14 000 FT: PAX OXY MASKS......................................................................................................................................................MAN ON THIS ACTION CONFIRMS THAT THE PASSENGER OXYGEN MASKS ARE RELEASED. NOTE: NOTIFY THE CABIN CREW WHEN THE AIRCRAFT REACHES A SAFE FLIGHT LEVEL, AND WHEN CABIN OXYGEN IS NO MORE NECESSARY.

EMERGENCY DESCENT: ADDITIONAL POINTS PF ANNOUNCES: “PRESSURISATION FAILURE, EMERG DESCENT, O2 MASK ON” ONCE ON O2, PF : “CAPTAIN ON O2” PM : “FIRST OFFICER ON O2” R/T CALL BY PF: “MAYDAY X 3, I FLY 001, EMERG DESCENT, REQUEST MEA” - PM: CHECK CABIN ALT, IF >14000‟, DEPLOY CABIN MASK. THIS IS TO BE CHECKED DURING THE FMA CHECK OF THE FIRST LOOP ITSELF AND THEN CONTINUE TO MONITOR CABIN ALT AND DEPLOY MASKS ANYTIME CABIN ALT > 14000‟. AT STATUS: PF: “STANDBY STATUS”  IF IN R/T CONTACT ASK FOR DIRECT TO DESTINATION  IF NOT IN R/T CONTACT, ASK PM TO SET OFFSET 15 NM L/R; PM SETS IT; PF: “MANAGE NAV, CONTINUE ECAM” Page 46 of 70

AIRBUS A320 - SIM CHK -

APPROACHING 10,000‟/MEA (~1500‟ BEFORE), START RETRACTING SPEED BRAKES TO AVOID GOING BELOW THE HEIGHT. BELOW 10,000‟ ROD SHOULD NOT EXCEED 1000‟/MIN: THIS IS A COMFORT POINT AND SO IF SAFETY DEMANDS, MAINTAIN HIGHER ROD. AT 10,000‟ FIRST PM REMOVES MASK, REPORTS HOW HE IS FEELING. PF MONITORS PM FOR A LITTLE WHILE TO CHECK THAT HE IS FINE AND THEN REMOVES HIS OWN MASK. BOTH RESET THEIR MIKES. PRESS THE PRESS TO RESET OXYGEN CONTROL SLIDE, TO DEACTIVATE THE MASK MICROPHONE, AND TO CUT OFF THE OXYGEN.

-

PM: ON PA “SAFE TO REMOVE MASKS, AFTER CABIN INSPECTION, LEAD TO COCKPIT PLEASE” PF

1ST LOOP: MEMORY

ANNOUNCE……………….”EMERGENCY DESCENT, OXY MASK” CREW OXY MASKS………............................................................ON COCKPIT COMMUNICATION: “CAPTAIN ON OXYGEN” INITIATE DESCENT: REC TO DES WITH THE AP ENGAGED: ‐ TURN THE ALT SELECTOR KNOB AND PULL ‐ TURN THE HDG SELECTOR KNOB AND PULL ‐ SPEED SELECTOR KNOB: PULL FMA………………………………………………………….ANNOUNCE ‐ IF AUTOTHRUST IS ENGD, CHK THAT THR IDLE IS DISPLAYED ON THE FMA. ‐ IF NOT ENGAGED, RETARD THE THRUST LEVERS TO IDLE. SPD BRK.....................................................................................FULL

PM

CREW OXY MASKS………..............................................ON COCKPIT COMMUNICATION: “FIRST OFFR ON OXYGEN SIGNS...............................................................................ON FMA……………………………………………………..MONITOR

2ND LOOP: REFINE, R/T AND ECAM/QRH WHEN DESCENT EST, ORDER ECAM/QRH, AND REFINE: BY MEMORY: (IN YELLOW) ALTITUDE ………………………………..SET (ATC/100/MEA-MORA) HDG……………………………………….SET SPEED....................................................MAX/APPROPRIATE IF STRUCTRAL DAMAGE SUSPECTED: - SPD/MACH pb…….SPEED - CAREFUL USE OF SPEED BRAKES L/G GEAR EXTENSION…………………CONSIDERATC................................................. ..................................NOTIFY “MAYDAY MAYDAYMAYDAY IFLY….. EMERGENCY DESCENT REQUEST MEA” “STANDBY STATUS” IF IN R/T CONTACT ASK FOR DIRECT TO DESTINATION IF NOT IN R/T CONTACT, ASK PM TO SET OFFSET 15 NM L/R; PM SETS IT; PF: “MANAGE NAV, CONTINUE ECAM”

PERFORM ECAM FOLLOWED BY QRH ENG MODE SEL...............................................................IGN EMER DESCENT.............................................................PA “EMERGENCY DESCENT, DO NOT STAY IN LAVATORIES” ATC XPDR 7700.........................................................CONSIDER FMA………………………………………………………CHECK PAX OXY MASKS.IF CAB ALT > 14 000 „................MAN ON

IN ECAM: “STATUS?”

FINISH ECAM QRH : READ : CREW OXYGEN MASKS DILUTION CONSIDER

APPROACHING 10,000‟/MEA (~1500‟ BEFORE), START RETRACTING SPEED BRK TO AVOID GOING BELOW THE HT. BELOW 10,000‟ ROD SHOULD NOT EXCEED 1000‟/MIN: THIS IS A COMFORT POINT AND SO IF SAFETY DEMANDS, AT 10,000‟ MAINTAIN HIGHER ROD.

-

-

MONITORS PM FOR A LITTLE WHILE TO CHECK THAT HE IS FINE AND THEN REMOVES HIS OWN MASK.

FIRST PM REMOVES MASK, REPORTS HOW HE IS FEELING.

BOTH RESET THEIR MIKES…………... PA“SAFE TO REMOVE OXYGEN MASK, AFTER CABIN INSPECTION LEAD TO COCKPIT PLEASE” ###OP NOTICE 5B: NO ALT RESTRICTION ON LG OPRN; FOLLOW VLO and VLE: 250 AND 280 RESPECTIVELY.

Page 47 of 70

AIRBUS A320 - SIM CHK TCAS RA TRAFFIC ADVISORY: “TRAFFIC” MESSAGES: DO NOT PERFORM A MANEUVER BASED ON A TA ALONE. RESOLUTION ADVISORY : ALL “CLIMB” AND “DESCEND” OR “MAINTAINVERTICAL SPEED MAINTAIN” OR “ADJUST VERTICAL SPEED ADJUST” OR “MONITOR VERTICAL SPEED” TYPE MESSAGES: AP (IF ENGAGED)................................................................................................ OFF BOTH FDS........................................................................................................ OFF RESPOND PROMPTLY AND SMOOTHLY TO AN RA BY ADJUSTING OR MAINTAINING THE PITCH,AS REQUIRED, TO REACH THE GREEN AREA AND/OR AVOID THE RED AREA OF THE VERTICALSPEED SCALE. NOTE: AVOID EXCESSIVE MANEUVERS WHILE AIMING TO KEEP THE VERTICAL SPEED JUSTOUTSIDE THE RED AREA OF THE VSI, AND WITHIN THE GREEN AREA. IF NECESSARY,USE THE FULL SPEED RANGE BETWEEN VΑMAX AND VMAX. RESPECT STALL, GPWS, OR WINDSHEAR WARNING. NOTIFY ATC.  GO AROUND PROCEDURE MUST BE PERFORMED WHEN AN RA “CLIMB” OR“INCREASE CLIMB” IS TRIGGERED ON FINAL APPROACH: NOTE: RESOLUTION ADVISORIES (RA) ARE INHIBITED BELOW 900 FT.  WHEN “CLEAR OF CONFLICT” IS ANNOUNCED: RESUME NORMAL NAVIGATION IN ACCORDANCE WITH ATC CLEARANCE.AP/FD CAN BE RE-ENGAGED AS DESIRED.  

VISUAL SYMBOLOGY: HOLLOW WHITE DIAMOND = NO THREAT, SOLID WHITE DIAMOND =PROXIMATE BUT NO THREAT, SOLID AMBER CIRCLE = POTENTIAL THREAT; TA, SOLID RED SQUARE = COLLISSION THREAT; RA SELECTION AND COVERAGE: ABV : IN CLIMB (+9 900 FT/-2 700 FT, ALL : IN CRUISE (+2 700 FT/-2 700 FT) {INDIGO: BELOW IN CRUISE}, BELOW : IF THE CRUISE ALTITUDE IS WITHIN 2 000 FT OF FL 410, OR IN DESCENT (+2 700 FT/-9 900 FT) PF

PM

-“TRAFFIC” MESSAGE…………..”TCAS, I HAVE CONTROLS” -ON RA OF CLIMB/DES……….AP OFF; PROMPTLY AND SMOOTHLY CHANGE ATTD TO REACH AND MAINTAIN GREEN

- FDs…………………………………………(BOTH SIDES) OFF -NOTIFY ATC: “IFLY 201, TCAS RA, CLIMBING/DESCENDING” -MONITOR TRAFFIC POSITION: DON‟T TRY VISUALLY -MONITOR AND ADVICE ON GREEN AREA

ONCE “CLEAR OF CONFLICT” IS ANNOUNCED - SELECT THE DESIRED VERTICAL AND LATERAL MODE - FDs…………………………………….……..ON; CENTRE THE FDs - AP…………………………………………….ON

-NOTIFY ATC “IFLY 201, CLEAR OF CONFLICT; WILL FILE A REPORT”

TCAS: ADDITIONAL POINTS NO ACTION TILL RA IF GPWS CAUTION/WARNING COMES OUT DURING RA, REDUCE ROD/LEVEL OUT FOR A REQUIREMENT TO LEVEL OUT, SET PITCH 2.50. ONCE „CLEAR OF CONFLICT‟, ASK FOR: (FFF MM FA) o FDs ON; READ FMA o “FL 60, PULL”; FOLLOW FD BARS: CLIMB/DESCEND o MANAGE SPEED o MANAGE NAV/MAINTAIN HDG, AS REQUIRED o CENTER THE FDs, AP ON o R/T “I FLY 001, CLEAR OF CONFLICT, WILL FILE A REPORT”

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AIRBUS A320 - SIM CHK UNRELIABLE SPEED INDICATIONS THE ADRS DETECT MOST OF THE FAILURES AFFECTING THE AIRSPEED OR ALTITUDE INDICATIONS. THESE FAILURESLEAD TO: ‐ LOSE THE ASSOCIATED SPEED OR ALTITUDE INDICATIONS IN THE COCKPIT ‐ TRIGGER THE ASSOCIATED ECAM ALERTS. HOWEVER, THERE MAY BE SOME CASES WHERE AN AIRSPEED AND/OR ALTITUDE OUTPUT IS ERRONEOUS, WHILETHE ADRS DO NOT DETECT IT AS ERRONEOUS. IN SUCH A CASE, NO ECAM ALERT IS TRIGGERED AND THE COCKPITINDICATIONS MAY APPEAR TO BE NORMAL WHEREAS THEY ARE ACTUALLY FALSE. FLIGHT CREW MUST HAVE INMIND THE TYPICAL SYMPTOMS ASSOCIATED WITH SUCH CASES IN ORDER TO DETECT THIS SITUATION EARLY ANDAPPLY THE "UNRELIABLE SPEED INDIC/ADR CHECK PROC" QRH PROCEDURE. THE "UNRELIABLE SPEED INDIC/ADR CHECK PROC" PROCEDURE HAS TWO OBJECTIVES: ‐ TO IDENTIFY AND ISOLATE THE AFFECTED ADR(S) ‐ IF NOT SUCCESSFUL, TO PROVIDE GUIDELINES TO FLY THE AIRCRAFT UNTIL LANDING. IT INCLUDES THE FOLLOWING STEPS: 1. MEMORY ITEMS (IF NECESSARY), 2. TROUBLESHOOTING AND ISOLATION, 3. FLIGHT USING PITCH/THRUST REFERENCES OR THE BACK-UP SPEED SCALE (BUSS, BELOW FL 250), IF THETROUBLESHOOTING HAS NOT ENABLED TO ISOLATE THE FAULTY ADR(S). WHEN TO APPLY THIS PROCEDURE? THE FLIGHT CREW SHOULD CONSIDER APPLYING THE "UNRELIABLE SPEED INDIC/ADR CHECK PROC" PROCEDURE WHEN: ‐ THE "ADR CHECK PROC...APPLY" ACTION LINE IS DISPLAYED ON ECAM, FOR EXAMPLE DUE TO THENAV ADR DISAGREE ECAM ALERT, OR ‐ THE FLIGHT CREW SUSPECTS AN ERRONEOUS INDICATION, WITHOUT ANY ECAM ALERT. THE FLIGHT CREW CAN SUSPECT AN ERRONEOUS SPEED/ALTITUDE INDICATION, IN THE FOLLOWING CASES: 1. A SPEED DISCREPANCY (BETWEEN ADR 1, 2, 3, AND STANDBY INDICATIONS), 2. FLUCTUATING OR UNEXPECTED CHANGES OF THE INDICATED AIRSPEED OR ALTITUDE, 3. ABNORMAL CORRELATION OF BASIC FLIGHT PARAMETERS (PITCH, THRUST, AIRSPEED, ALTITUDE AND VERTICAL SPEED INDICATIONS). 4. AN ABNORMAL BEHAVIOR OF THE AP/FD AND/OR THE A/THR, 5. THE STALL WARNING TRIGGERS, THE OVERSPEED WARNING TRIGGERS, OR THE FLAP RELIEF MESSAGEAPPEARS ON THE E/WD, AND THIS IS IN CONTRADICTION WITH THE INDICATED AIRSPEEDS. IN THIS CASE: • RELY ON THE STALL WARNING. ERRONEOUS AIRSPEED DATA DOES NOT AFFECT THE STALL WARNING,BECAUSE THE STALL WARNING IS BASED ON ANGLE OF ATTACK (AOA) DATA, • DEPENDING ON THE SITUATION, THE OVERSPEED WARNING MAY BE FALSE OR JUSTIFIED. WHEN THEOVERSPEED VFE WARNING TRIGGERS, THE APPEARANCE OF AIRCRAFT BUFFET IS A SYMPTOM THAT THEAIRSPEED IS INDEED EXCESSIVE. 6. THE BAROMETRIC ALTITUDE IS NOT CONSISTENT WITH THE RADIO HEIGHT (WHEN THE RA IS DISPLAYED), 7. THE AERODYNAMIC NOISE REDUCES WHEREAS THE INDICATED AIRSPEED INCREASES, OR VICE VERSA, 8. IN APPROACH, IT IS NOT POSSIBLE TO EXTEND THE LANDING GEAR USING THE NORMAL LANDING GEAR SYSTEM. NOTE: 1. CREW COORDINATION IS IMPORTANT. THE PNF SHOULD CONFIRM ANY DISCREPANCY: ‐ BETWEEN THE STANDBY AIRSPEED INDICATION AND THE SPEED INDICATION ON HIS/HER PFD, ‐ BETWEEN HIS/HER PFD AND THE PILOT FLYING'S PFD. 2. BECAUSE THE BAROMETRIC ALTITUDE MAY BE ERRONEOUS, THE AIRCRAFT MAY NOT BE ABLE TOACCURATELY MAINTAIN LEVEL FLIGHT. IN ADDITION, THE ATC TRANSPONDER MAY TRANSMIT ANINCORRECT ALTITUDE TO ATC OR TO OTHER AIRCRAFT, WHICH CAN LEAD TO CONFUSION. THEREFORE,THE FLIGHT CREW SHOULD ADVISE ATC OF THE SITUATION WITHOUT DELAY. MEMORY ITEMS: CALL: “UNRELIABLE SPEED” AP/FD...................................................................................................................................OFF A/THR...................................................................................................................................OFF PITCH/THRUST: BELOW THRUST RED ALT....................................................................................................15°/TOGA ABOVE THRUST RED ALT AND BELOW FL 100......................................................................10°/CLB ABOVE THRUST RED ALT AND ABOVE FL 100......................................................................5°/CLB FLAPS (IF CONF 0(1)(2)(3))..................................................................................................MAINTAIN CURRENT CONF FLAPS (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 = FOLLOW THE QRH PITCH AND THRUST (N1) TABLE

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AIRBUS A320 - SIM CHK UNRELIABLE SPEED: ADDITIONAL POINTS ANYTIME AIRSPEED IS SUSPECTED, BLINDLY APPLY MEMORY ITEMS AS PER THE PHASE OF FLIGHT: NO COMPROMISE ON THE MEMORY ITEMS DO THE ENTIRE PROCEDURE SLOWLY AND METICULOUSLY RESPECT STALL WARNING; IGNORE OVERSPEED WARNING R/T CALL “MAY DAY X 3, I FLY 001, UNRELIABLE SPEED AND ALTITUDE INDICATIONS, KEEP AIRSPACE AROUND CLEAR” PF: ASK PM TO SELECT GPS ALTITUDE ON MCDU>>>DATA>>POSN MONITOR>>GPS USE QRH PITCH-THRUST TABLE TO LEVEL OUT QRH ALSO GIVES THE SPEED FOR THE PITCH AND THRUST SETTINGS: CHECK WHICH OF THE THREE SPEEDS ARE RELIABLE. PM SHOULD REFINE THRUST. FLYING/RECOVERY USING THE PITCH-THRUST IS FAIRLY SIMPLE, JUST BE GENTLE WITH INPUTS. ONCE BUSS IS AVAILABLE, GENTLE INPUTS: DO NOT CHASE; MAKE SMALL CORRECTIONSAND LET THE AFFECT SETTLE DOWN. EVEN WHEN FLYING THE BUSS, USE THE PITCH-THRUST SETTINGS AS THIS WILL AVOID „CHASING‟ AND LARGE CORRECTIONS. MANUAL CABIN PRESSURE CONTROL: 1 FLICK=CHANGE OF 50‟/MIN.

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AIRBUS A320 - SIM CHK GPWS ALERTS THE GROUND PROXIMITY WARNING SYSTEM (GPWS) IS EMBEDDED IN THE T2CAS SYSTEM (TERRAIN ANDTRAFFIC COLLISION AVOIDANCE SYSTEM) AND GENERATES AURAL AND VISUAL WARNINGS, WHEN ONE OF THEFOLLOWING CONDITIONS OCCURS BETWEEN RADIO HEIGHTS 10/30 FT AND 2 450 FT. ‐ MODE 1: EXCESSIVE RATE OF DESCENT ‐ MODE 2: EXCESSIVE TERRAIN CLOSURE RATE ‐ MODE 3: ALTITUDE LOSS AFTER TAKEOFF, OR GO-AROUND ‐ MODE 4: UNSAFE TERRAIN CLEARANCE, WHEN NOT IN LANDING CONFIGURATION ‐ MODE 5: TOO FAR BELOW GLIDESLOPE. IN ADDITION TO THE BASIC GPWS FUNCTIONS, THE GPWS PROVIDES PREDICTIVE FUNCTIONS. THE PREDICTIVEFUNCTIONS ARE BASED ON A WORLDWIDE TERRAIN DATABASE, AND ON THE MODELING OF THE CLIMB PERFORMANCECAPABILITY OF THE AIRCRAFT. THE ALTITUDE USED BY THE GPWS IS COMPUTED BASED ON THE BAROMETRIC ALTITUDE, THE RADIO ALTITUDE ANDTHE GPS ALTITUDE IS ORDER TO REDUCE BARO SETTING ERRORS. DEPENDING ON THE AIRCRAFT POSITION AND PERFORMANCE, IN RELATION TO THE TERRAIN, THE GPWS TRIGGERS: ‐ TERRAIN AHEAD, PULL UP WARNING ‐ AVOID TERRAIN WARNING ‐ TERRAIN AHEAD CAUTION ‐ TOO LOW TERRAIN CAUTION DURING NIGHT OR IMC CONDITIONS, APPLY THE PROCEDURE IMMEDIATELY. DO NOT DELAY REACTION FOR DIAGNOSIS. DURING DAYLIGHT VMC CONDITIONS, WITH TERRAIN AND OBSTACLES CLEARLY IN SIGHT, THE ALERT MAY BE CONSIDERED CAUTIONARY. TAKE POSITIVE CORRECTIVE ACTION UNTIL THE ALERT STOPS OR A SAFE TRAJECTORY IS ENSURED.  "AVOID TERRAIN" OR ″PULL UP″ OR ″TERRAIN AHEAD PULL UP CALL “PULL UP, TOGA”SIMULTANEOUSLY: AP.....................................................................................................................OFF PITCH...............................................................................................................PULL UP PULL TO FULL BACKSTICK AND MAINTAIN IN THAT POSITION. DO NOT FOLLOW THE FDs. SIMULTANEOUSLY, THRUST LEVERS.............................................................TOGA SPEED BRAKES LEVER.....................................................................................CHECK RETRACTED BANK................................................................................................................WINGS LEVEL OR ADJUST  WHEN FLIGHT PATH IS SAFE AND THE WARNING STOPS: DECREASE PITCH ATTITUDE AND ACCELERATE.  WHEN SPEED IS ABOVE VLS, AND VERTICAL SPEED IS POSITIVE: CLEAN UP AIRCRAFT, AS REQUIRED.  “TERRAIN TERRAIN” OR“TOO LOW TERRAIN”: ADJUST THE FLIGHT PATH OR INITIATE A GO-AROUND.  ″TERRAIN AHEAD″: ADJUST THE FLIGHT PATH. STOP DESCENT. CLIMB AND/OR TURN, AS NECESSARY, BASED ONANALYSIS OF ALL AVAILABLE INSTRUMENTS AND INFORMATION.  “SINK RATE” OR“DON‟T SINK”:ADJUST PITCH ATTITUDE AND THRUST TO SILENCE THE ALERT.  “TOO LOW GEAR” OR“TOO LOW FLAPS”: PERFORM A GO-AROUND.

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AIRBUS A320 - SIM CHK STALL AT LIFTOFF CALL “STALL, TOGA, 15⁰ ” SPURIOUS STALL WARNING MAY SOUND IN NORMAL LAW, IF AN AOA PROBE IS DAMAGED. IN THIS CASE,APPLY IMMEDIATELY THE FOLLOWING ACTIONS: THRUST..................................................................................................................TOGA AT THE SAME TIME: PITCH ATTITUDE...................................................................................................15° BANK......................................................................................................................WINGS LEVEL NOTE: WHEN A SAFE FLIGHT PATH AND SPEED ARE ACHIEVED AND MAINTAINED, IF STALL WARNING CONTINUES,CONSIDER IT AS SPURIOUS. STALL: IN FLIGHT AS SOON AS ANY STALL INDICATION (COULD BE AURAL WARNING, BUFFET...) IS RECOGNIZED, APPLY THE IMMEDIATEACTIONS: CALL “STALL, I HAVE CONTROLS” NOSE DOWN PITCH CONTROL....................................................................................................APPLY THIS WILL REDUCE ANGLE OF ATTACK NOTE: IN CASE OF LACK OF PITCH DOWN AUTHORITY, REDUCING THRUST MAY BE NECESSARY. ***IF BELOW 20,000‟ AND IN CLEAN CONFIG, SELECT FLAP 1 IMMEDIATELY BANK...............................................................................................................................................WINGS LEVEL  WHEN OUT OF STALL (NO LONGER STALL INDICATIONS) : THRUST..................................................................................................................................INCREASE SMOOTHLY AS NEEDED NOTE: IN CASE OF ONE ENGINOP, PROGRESSIVELY COMPENSATE THE THRUST ASYMMETRY WITHRUDDER. SPEEDBRAKES..............................................................................................................................CHECK RETRACTED FLIGHT PATH..................................................................................................................................RECOVER SMOOTHLY ***CHECK SP ABOVE VLS AND POSITIVE TREND; RECOVER ENSURING SP DOES NOT DROP BELOW VLS  IF IN CLEAN CONFIGURATION AND BELOW 20 000 FT: FLAP 1.............................................................................................................................................SELECT NOTE: IF A RISK OF GRD CONTACT EXISTS, ONCE CLEARLYOUT OF STALL (NO LONGER STALL INDICATIONS), EST SMOOTHLY A POSITIVE CLIMB GRADIENT.

*** IN STALL RECOVERY, LOWERING THE ATTITUDE/ AIRCRAFT BOX TO THE BIRD IS A GOOD IDEA AS IT WILL IMMEDIATELY UNSTALL THE AIRCRAFT AND THEN SLOWLY RAISE THE AIRCRAFT BOX/ATTITUDE WITH THE „RIDING‟ BIRD (THE BIRD AUTOMATICALLY RISES WITH THE INCREASING SPEED); THIS WAY THE CHANCES OF ANOTHER STALL WARNING COMING UP IS AVOIDED. IN THE LATER PART OF PULL OUT, START OPENING THRUST TO ASSIST BUILD UP OF SPEED.

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AIRBUS A320 - SIM CHK ENGINE RELIGHT::: JUST FOR AWARENESS MAX ALTITUDE.................................................................................................................................................................SEE QRH ENG MASTER (AFFECTED)...................................................................................................................................................OFF THR LEVER (AFFECTED).......................................................................................................................................................IDLE ENG MODE SEL................................................................................................................................................................IGN X BLEED ...........................................................................................................................................................................OPEN WING A. ICE (FOR STARTER ASSIST).........................................................................................................................................OFF ENG MASTER (AFFECTED)....................................................................................................................................................ON BE AWARE THAT, CONTRARY TO AN AUTO START ON GROUND, THE CREW MUST TAKE APPROPRIATE ACTION IN CASE OF AN ABNORMAL START. ENGINE LIGHT UP SHOULD BE ACHIEVED WITHIN 30 S AFTER FUEL FLOW INCREASES. WHEN IDLE IS REACHED: ENG MODE SEL.................................................................................................................................................................NORM TCAS MODE SEL...............................................................................................................................................................CHECK TA/RA CHECK THAT THE SELECTOR IS AT TA/RA SINCE, IF THE ENG SHUT DOWN PROCEDURE HAS BEEN APPLIED, THE TCAS MODE SELECTOR MAY HAVE BEEN SET AT THE TA POSITION. AFFECTED SYS.......................................................................................................................................................................RESTORE RESTORE AFFECTED SYSTEMS, AND SET THE X BLEED SELECTOR TO AUTO. IF NO RELIGHT: ENG MASTER (AFFECTED).....................................................................................................................................................OFF WAIT 30 S BEFORE ATTEMPTING A NEW START (TO DRAIN THE ENGINE).

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AIRBUS A320 - SIM CHK ENG FAILURE IN FLIGHT THERE ARE THREE STRATEGIES AVAILABLE FOR DEALING WITH AN ENGINE FAILURE IN THE CRUISE: • THE STANDARD STRATEGY: UNLESS A SPECIFIC PROCEDURE HAS BEEN ESTABLISHED BEFORE DISPATCH (CONSIDERING ETOPS ORMOUNTAINOUS AREAS), THE STANDARD STRATEGY IS USED. • THE OBSTACLE STRATEGY • THE FIXED SPEED STRATEGY: THE FIXED SPEED STRATEGY REFERS TO ETOPS. PROCEDURE: AS SOON AS THE ENGINE FAILURE IS RECOGNIZED, THE PF WILL SIMULTANEOUSLY: • SET ALL THRUST LEVERS TO MCT • DISCONNECT A/THR THEN, PF WILL • SELECT THE SPEED ACCORDING TO THE STRATEGY • IF APPROPRIATE, SELECT A HDG TO KEEP CLEAR OF THE AIRWAY, PREFERABLY HEADING TOWARDS ANALTERNATE. • SELECT THE APPROPRIATE ENGINE INOPERATIVE ALTITUDE IN THE FCU ALT WINDOW AND PULL FOR OPENDES. THEN, PF WILL • REQUIRE THE ECAM ACTIONS AT HIGH FLIGHT LEVELS CLOSE TO LIMITING WEIGHTS, CREW ACTIONS SHOULD NOT BE DELAYED, AS SPEED WILLDECAY QUICKLY REQUIRING PROMPT CREW RESPONSE. THE CREW WILL AVOID DECELERATING BELOW GREEN DOT. THE A/THR IS DISCONNECTED TO AVOID ANY ENGINE THRUST REDUCTION WHEN SELECTING SPEED ACCORDINGTO STRATEGY OR WHEN PULLING FOR OPEN DES TO INITIATE THE DESCENT. WITH THE A/THR DISCONNECTED,THE TARGET SPEED IS CONTROLLED BY THE ELEVATOR WHEN IN OPEN DES. CARRYING OUT THE ECAM ACTIONS SHOULD NOT BE HURRIED, AS IT IS IMPORTANT TO COMPLETE THE DRILLCORRECTLY. GENERALLY, THERE WILL BE SUFFICIENT TIME TO CROSS CHECK ALL ACTIONS. STANDARD STRATEGY SET SPEED TARGET M 0.78/300 KT. THE SPEED OF 0.78/300 KT IS CHOSEN TO ENSURE THE AIRCRAFT IS WITHINTHE STABILISED WINDMILL ENGINE RELIGHT IN-FLIGHT ENVELOPE.THE REC MAX EO CRUISE ALTITUDE, WHICH EQUATES TO LRC WITH ANTI-ICING OFF, IS DISPLAYED ON THEMCDU PROG PAGE AND SHOULD BE SET ON THE FCU. (ONE EO GROSS CEILING AT LONG-RANGESPEED IS ALSO AVAILABLE IN THE QRH IN CASE OF DOUBLE FM FAILURE). IF V/S BECOMES LESS THAN 500 FT/MIN, SELECT V/S -500 FT/MIN AND A/THR ON. THIS IS LIKELY TO OCCUR ASLEVEL OFF ALTITUDE IS APPROACHED. ONCE ESTABLISHED AT LEVEL OFF ALTITUDE, LONG-RANGE CRUISE PERFORMANCE WITH ONE ENGINE OUT MAY BEEXTRACTED FROM QRH OR REFER TO FCOM/PER-OEI-GEN-10 PROCEDURE. OBSTACLE STRATEGY TO MAINTAIN THE HIGHEST POSSIBLE LEVEL DUE TO TERRAIN, THE DRIFT DOWN PROCEDURE MUST BE ADOPTED.THE SPEED TARGET IN THIS CASE IS GREEN DOT. THE PROCEDURE IS SIMILAR TO THE STANDARD STRATEGY, BUT ASTHE SPEED TARGET IS NOW GREEN DOT, THE RATE AND ANGLE OF DESCENT WILL BE LOWER.THE MCDU PERF CRZ PAGE IN EO CONDITION WILL DISPLAY THE DRIFT DOWN CEILING, ASSUMING GREENDOT SPEED AND SHOULD BE SET ON FCU. (ONE ENGINE OUT GROSS CEILING AT GREEN DOT SPEED IS ALSOAVAILABLE IN THE QRH AND FCOM). IF, HAVING REACHED THE DRIFT DOWN CEILING ALTITUDE, OBSTACLE PROBLEMS REMAIN, THE DRIFT DOWNPROCEDURE MUST BE MAINTAINED SO AS TO FLY AN ASCENDING CRUISE PROFILE.WHEN CLEAR OF OBSTACLES, SET LRC CEILING ON FCU, RETURN TO LRC SPEED AND ENGAGE A/THR.

ENGINE FAILURE: MASHA -FLY THE A/C, INTENTION TO LAND ASAP -THRUST LEVERS……………………….MCT -AUTOTHRUST……………………………OFF -SPEED…………………STD STRAT 0.78/300KT:SET AND PULL OBS STRAT GREEN DOT; SET AND PULL -HEADING………SET AND PULL -ALTITUDE……STD STRAT EO LRC ALT PROG Pg:SET AND PULL OBS STRAT DRIFT DN C ALT PERF Pg; SET AND PULL (once clear of obs:EO LRC alt,(progpg)& EOLRC crzsp( QRH): SET&PULL

-ATC ……………………………………………….NOTIFY “PAN-PAN, PAN-PAN, PAN-PAN, IFLY 201, ONE ENGINE FAILURE, TURNING LEFT ONTO ….HEADING, DESCENDING TO FL…… ” -MONITOR SPEED AND ALTITUDE SET -CHECK NEAREST SUITABLE AIRPORTS TO ADVISE ON DIRECTION OF TURN -ECAM ACTIONS…………………………PERFORM

-ECAM ACTIONS…………….ORDER -ONCE ROD 66T/64.5T A LONG STRAIGHT IN APPROACH OR A WIDE VISUAL PATTERN SHOULD BE FLOWN PERFORM AN EARLY STABILISED APPROACH VAPP SHOULD BE ESTABLISHED BY FAF AND VLS BY THRESHOLD SELECT THE LDG CONFIG ACCORDING TO THE” MAX WT FOR GO AROUND IN CONF 3” TABLE IN QRH/FCOM  IF A/C WT IS LESS THAN THE MAX WT FOR GO AROUND IN CONF 3, LDG WILL BE PERFORMED IN CONFIG FULL AND GA IN CONF 3  IF A/C WT IS MORE THAN THE MAX WT FOR GO AROUND IN CONF 3, LDG WILL BE PERFORMED IN CONFIG 3 AND GA IN CONF 1+F CHECK LANDING DISTANCE PACK 1 AND 2 OFF OR SUPPLIED BY APU BE AWARE THAT TRANSITION FROM -30 FPA TO GA CLIMB GRADIENT RESULTS IN SOME HEIGHT LOSS ***REMOVED IN NEW QRH {{WITH WT GREATER THAN MAX LDG WT, ROD SHOULD NOT EXCEED 360‟/MIN AT TOUCHDOWN; IF ROD IS >360‟/MIN, A MAINTENANCE INSPECTION IS REQUIRED. TOUCH DOWN WITH ROD 50 ft.) MUST be engaged and an Auto-Land must be performed. 4. 5. 6. 7.

FMA 4th Col. display may be either CAT 3 SINGLE or CAT 3 DUAL FMA 5th Col. display must be either AP 1{2} or AP 1+2 & A/THR A/THR MUST be serviceable and available LOW VISIBILITY PROCEDURE (LVP) at the respective airport must be in-force / activated. ATC confirmation and approval is required. 8. Establishment of VISUAL REFERENCE at DH, remains same as for CAT II.

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SPEED

G/S

LOC

CAT 3 DUAL NO DH

AP 1+2 1FD2 A/THR

FMA for CAT 3 FAIL-OPERATIONAL

CAT III B {system has to be FAIL-OPERATIONAL} 1. DH= less than 50 FT or No DH; TDZ RVR not less than 75 / MID RVR not less than 75M / RO RVR not less than 75 mts. 3. AUTOMATIC APPROACH + AUTOMATIC LANDING ONLY 4. Both APs must be available and engaged. 5. FMA 4th Col. must display CAT 3 DUAL 6 FMA 5th Col. must display AP 1+2 & A/THR 7. LOW VISIBILITY PROCEDURE (LVP) for the respective airfield must be in force / activated and ATC confirmation and approval is required. ALERT HEIGHT = 100 ft. When system becomes Fail Passive, {AP 1+2 and CAT 3 SINGLE / or Any one AP and CAT 3 SINGLE}, you will do the CAT III A operation.

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Airline, Aircraft, Aircrew qualification: The airline, aircraft and the crew are required to be qualified for LVO as per the requirement of DGCA: a. Indigo is approved for up to CAT III B operations. The operations by Indigo are approved by DGCA in accordance with CAR Section 2 Series ‘O’ Part XIV – ‘Airworthiness and maintenance requirements for CAT II / CAT III Operations’, CAR Section 8 Series ‘B’ Part I – ‘operator Authorisation for ILS CAT II/III/A/B Operations’ and CAR Section 8 Series ‘C ‘Part I Rev. 4 – ‘All Weather Operations’.

b. A320 aircraft is certified for CAT II/III A/III B operations. Each aircraft on the strength of Indigo are certified for operations with decision heights below 200 ft. or no decision height and equipped in accordance with CAR Section 2 Series ‘O’ Part XIV – Airworthiness and Maintenance Requirements for CAT II / III Operations. Vide Operation Specification of the Air Operator Permit; Low Visibility Operations are approved for Approach and landing CAT II/III A/III B with RVR 300/175/75 m and DH 100/50/0 ft. LVTO is approved with RVR 125 m

c. Air Crew Qualification and Flying Experience Requirements for CAT II / III: Prior to being authorized for CAT II or CAT III operations, pilot shall meet the following qualifications and experience requirements (Refer CAR Section 8 Series ‘C’ Part I Rev. 5, 3rd June 2014): 

Licence and Ratings – -



Current CPL or higher licence Instrument Rating

Flying Experience for PIC – -

Total Flying experience 2500 hrs.

-

PIC experience on type 500 hrs. (For pilots with no previous CAT II/III authorisation), 100 hrs. (For pilots with previous CAT II/III authorisation).

-

Night flying on type 100 hrs.

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



Instrument Flying 100 hrs. (Including not more than 50 hrs. on Full Flight Simulator of the type)

Flying Experience for Co-Pilot – -

Total flying experience 500 hrs.

-

On type experience as released Co-pilot 300 hrs. (For pilots with no previous CAT II/III authorisation), 100 hrs. (For pilots with previous CAT II/III authorization).

-

Instrument flying 100 hrs. (Including not more than 50 hrs. on Full Flight Simulator of the type).

Simulator Training: ……………………

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Aircraft and operating limitations (Automatic Approach, Landing and Roll Out) FMGS with the associated equipment has been found to meet the requirements and performance criteria. Compliance of these standards does not constitute an approval to conduct CAT II /III operations. Such authorisation must be obtained from DGCA – Refer AOP. Limitations – Auto flight System / Flight Guidance System AUTO- LAND:

CAT II and CAT III autoland are approved in CONF 3 and CONF FULL. Automatic landing is demonstrated: ‐ With CAT II and CAT III ILS beam. ‐ With slope angle within (-2.5 °, -3.15 °) range. ‐ At or below the maximum landing weight. ‐ For airport elevation at or below 6 500 ft. ‐ At approach speed (VAPP) = VLS + wind correction. Minimum wind correction 5 kt, maximum wind correction 15 kt. Automatic rollout performance has been approved on dry and wet runways, but performance on snow-covered or icy runways has not been demonstrated. One autopilot at least must be engaged in APPR mode and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL capability must be displayed on FMA.

For sharklet aircrafts: In addition: During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust reverser, provided that: ‐ Only IDLE reverse thrust is used

‐ The crosswind does not exceed 15 kt. Auto land with OEI (ENGINE OUT) CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out procedures are completed before reaching 1 000 ft in approach.

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a. Minimum height for use of the Autopilot -

At take-off: 100 ft. AGL or at least 5 seconds after lift off whichever is earlier.      

-

In non-precision straight-in approach: MDA /MDH (or DA for LNAV/VNAV approach) In circling approach: MDA/MDH-100 ft. In PAR approach or equivalent: 250 ft. AGL After a manual go-around: 100 ft. IN all other flight phases: 500 AGL The use of AP and FD in OPEN DES and DES mode is not permitted if FCU altitude set below MDA/MDH or 500ft. AGL whichever is higher.

In ILS approach if CAT 1 is displayed {CAT 2 or CAT 3 capabilities are not displayed} on FMA: 160 ft.AGL

- In ILS approach when CAT 2 or CAT 3 capabilities are displayed on FMA: See in succeeding paragraphs…………

b. CAT II / CAT III Operations Category II Automatic Approach without Automatic Landing: -

-

Minimum decision height: 100 feet One autopilot must be engaged in APPR mode and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL capability must be displayed on FMA. Minimum height for AP disconnection: 80 ft. Category II Automatic Approach with Automatic Landing:

-

Minimum decision height 100 feet One autopilot at least must be engaged in APPR mode and CAT 2 or CAT 3SINGLE or CAT 3 DUAL capability must be displayed on FMA. Category III FAIL PASSIVE (CAT 3 SINGLE) Automatic Approach and Automatic Landing:

-

Minimum decision height: 50 Ft. One autopilot at least must be engaged in APPR mode and CAT 3 SINGLE or CAT 3 DUAL capability must be displayed on FMA.

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Category III FAIL OPERATIONAL (CAT 3 DUAL) Automatic Approach and Automatic Landing -

Alert height 100 ft.

-

CAT III B with DH Minimum Approach Break-Off height: 25 ft. AGL based on a demonstrated height loss from when TOGA is selected in a go-around and wind speeds of 5 kt. tail, 15 kt. head or below. Two autopilot must be engaged in APPR mode and CAT3 DUAL capability must be displayed on FMA.

-

CAT III B without DH: Two autopilots must be engaged in APPR mode and CAT 3 DUAL capability must be displayed on FMA. Minimum Runway Visual Range (RVR): 75 m

Maximum wind conditions for CAT II or CAT III automatic approach or automatic landing and automatic roll out: Headwind: 30 kt. Tailwind: 10 kt. Crosswind: 20 kt. Crosswind for Shark-lets 20 Kt. for Automatic Approach, Landing (without Automatic Rollout) 15 Kt. for Automatic Roll Note: Wind limitation is based on the surface wind reported by the tower. If the wind displayed on the ND exceeds the above-noted Auto Land limitations, but the tower reports surface wind within the limitations, then the autopilot can remain engaged. If the tower reports a surface wind beyond the limitations, only a CAT I automatic approach without Auto Land can be performed. LIM 22 section of FCOM provides all limitations regarding CAT I, CAT II and III approaches and landings. This also includes precautions to be taken when performing auto-land on Cat 1 ILS beam with good visibility.

Required equipment for CAT 2 and CAT 3 is given in QRH OPS. 04 A

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ILS AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS The automatic landing system’s performance has been demonstrated on runways equipped with CAT II or CAT III ILS approaches. However, automatic landing in CAT I or better weather conditions is possible on CAT I ground installations or when ILS sensitive areas are not protected, if the following precautions are taken: ‐ The airline has checked that the ILS beam quality and the effect of terrain profile before the runway have no adverse effect on AP/FD guidance. In particular, the effect of terrain discontinuities within 300 m before runway threshold must be evaluated. ‐ The crew is aware that LOC or GS beam fluctuations, independent of the aircraft systems, may occur and the PF is prepared to immediately disconnect the AP and take appropriate action, should unsatisfactory guidance occur.

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Flight Preparation and Approach procedures including flare and associate actions:

Refer A 320 FCTM NO - 160

Task Sharing during CAT II / CAT III Approach and Landing: FCOM PRO-NOR-SRP-01-70 provides task sharing during: -

CAT I App (or Better) CAT II Approach CAT III Approach with DH CAT III Approach without DH CAT III Approach /Landing without DH

This section also provides: -

Landing Categories Warnings for ILS Approach Failures and associated actions above 1000 feet for a CAT II or CAT III Failures and associated actions above 1000 feet during a CAT II approach Failures and associated actions below 1000 feet during a CATIII with DH Failures and associated actions below 1000 feet during a CAT III no DH.

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Low Visibility Operations

Practice Approaches All Practice approaches on aircraft are to be carried out under weather conditions at or above CAT I minimums Practice Auto Approaches, at or above CAT I minimum, can be carried out on any ILS equipped runway. However, practice Auto Approach Auto Land can only be carried out on the below mentioned runways. LIST OF AIRPORTS SUITABLE FOR PRACTICE AUTOLAND S. No. 1 2 3 4 5

APT

6

VIAR

7

VIDP

8

VIJP

VAAH VABB VABO VANP VECC

INSTRUMENT APPROACH ILS-23 ILS-09 ILS-22 ILS-32 ILS-19L, ILS-01R, ILS-19R ILS-34

S. No. 9 10 11 12 13

ILS-28, ILS-29, ILS11, ILS-10, ILS-27 ILS-27

15

INSTRUMENT APPROACH VILK ILS-27 VOCI ILS-27 VOHS ILS-27L VOMM ILS-07, ILS-25 OMDB ILS-12L, ILS-12R, ILS-30L, ILS-30R WSSS ILS-02L, ILS-02C, ILS-20C, ILS-20R OOMS ILS-08R, ILS-26L

16

VTBS

14

APT

ILS-19R, ILS-01L, ILS-19L, ILS-01R

During practice approaches, crew should be aware that fluctuations of the LOC and/or GS might occur due to the fact that protection of ILS sensitive areas, which applies during LVP, will not necessarily be in force. It is essential that the PF is prepared to take over manually at any time during a practice approach and roll out, should the performance of AP becomes unsatisfactory.

50 Revision 03, Dated 26 Feb, 2016

Low Visibility Operations

AIRFIELD REQUIREMENT FOR CAT II / III A/B Aerodrome requirements/considerations are presented in: a. Video b. PPT

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Low Visibility Operations

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Low Visibility Operations

53 Revision 03, Dated 26 Feb, 2016

Low Visibility Operations

54 Revision 03, Dated 26 Feb, 2016

Low Visibility Operations

Table of equipment required for A-320 Cat 2 and Cat 3 approaches and landings FMGS MONITORED:

EQUIPMENT

FOR CAPABILITY OF CAT 2

CAT 3 SINGLE

CAT 3 DUAL

AP /FD

1 AP ENGAGED

1 AP ENGAGED

2 AP ENGAGED

AUTOTHRUIST

0

1

1

FMA 1 2 2

1

2

2

AUTO-THROTTLE CAUTION

0

1

1

FAC

1

1

2

ELECTRICAL POWER SUPPLY SPLIT

0

0

1

ELAC

1

1

1

YAW DAMPER / RUDDER TRIM

1/1

1/1

1/2

PFD DUs

2

2

2

FLIGHT WARNING COMPUTER

1

1

2

BSCU CHANNELS

0

1

1

RADIO ALTIMETERS

1 DISPLAYED ON BOTH SIDES

2

2

DH INDICATOR

1

1

1

ILS RECEIVER

2

2

2

BEAM EXCESSIVE DEVIATION WARNING

1

2

2

ATTITUDE INDICATION (PFD1 / PFD2)

N° 1 + N° 2

ADR / IR

2/2

2/2

2/2

55 Revision 03, Dated 26 Feb, 2016

Low Visibility Operations

Table of equipment required for A-320 Cat 2 and Cat 3 approaches and landings CREW MONITORED:

EQUIPMENT

FOR CAPABILITY OF CAT 2

CAT 3 SINGLE

CAT 3 DUAL

AP DISCONNECT PB

2

2

2

“AP OFF“ ECAM WARNING

1

1

1

“AUTOLAND “ LIGHT

1

1

1

RUDDER TRAVEL LIMIT SYSTEM

1****

1****

1****

WINDOW HEAT (L or R windshield)

1**

1**

1**

WINDSHIELD WIPERS or RAIN REPELLANT (if activated)

1**

1**

1**

ND DUs

1

2

2

ANTISKID

0

1

1

NOSE WHEEL STEERING

0

0

1

AUTO CALL OUT FUNCTION

0***

1

1

ATTITUDE INDICATION (Stand- by)

1

1

1

* One unit required for the PNF ** One unit required for the PF *** Required for Autoland **** Required for Autoland with crosswind greater than 12 knots. - Electrical power supply split : device ensuring that both FMGC are powered by independent electrical sources

NOTE Auto call-out function. Anti-skid and nose wheel steering are partially monitored by the FMGS

56 Revision 03, Dated 26 Feb, 2016

INTERGLOBE AVIATION LIMITED

Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS)

Date: 29 August 2019

9. CAT II/III BRIEFING PRE-REQUISITES:  Verify Crew qualification and currency  Aircraft Status (Check on ECAM STATUS page/QRH that the required landing capability is available)  Weather (Destination & Alternate), check minima’s and wind limitation for auto land  NOTAMs – Check that the airport meets CAT II/ III requirements as applicable  ATC clearance for a CAT II/ III approach obtained BRIEFING  Approach Briefing as per S.O.P  Approach Ban  Minimum Visual References applicable to type of approach  Vacation point/ Taxi route  Brief review of task sharing & crew call outs  Review crew response to failures  AUTO BRAKE MED and MAX REV  Cabin Crew Briefing COCKPIT PREP  Press to Test “ Auto-land” light  Check Seat Position optimum  Auto Brakes set to ‘MED’  Flight deck lighting dimmed & Use of exterior lights REVIEW OF FAILURE CASES Above 1000 FT AGL:  Downgrading conditions Downgrading from CAT III to CAT II is permitted only if: - ECAM actions are completed. - RVR is at least equal to CAT II Minima. - Briefing is amended to include CAT II procedure and DH. - Decision to downgrade is completed above 1000’ AGL.  Downgrading from CAT II to CAT I is permitted only if: - ECAM actions are completed. - RVR is at least equal to CAT I Minima. - Briefing is amended to include CAT I procedure and DH. - The decision to downgrade is completed above 1000’ AGL. Note: Switching from one autopilot to another above 1000’ AGL is permitted. Below 1000 FT AGL and above DH (CAT 2 or CAT 3 SINGLE) or above 100 feet RA / Alert Height (CAT 3 DUAL), a GoAround should be performed in case of:  Amber Caution (single chime), or  Landing capability degradation

Page | 14

INTERGLOBE AVIATION LIMITED

Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS)

Date: 29 August 2019

9.1 CALL OUTS CREW CALLOUTS–CAT II/III Flight Conditions

CM1Actions/ Calls

OM/Equivalent Fix

CHECKED

1000 FT RADIO 350 FT RA

CHECKED LAND(Check ILS Ident & Inbound course)

DH+100 FT(CATII)

CHECKED (1)

100 FT RA(CATIII)

(1)

ONE HUNDRED ABOVE

CHECKED / CONTINUE

DH

CM2 Actions/ Calls OM/DME CROSSCHECK ALT……… FT 1000 FT

(2)

(1)

(2)

ONEHUNDRED /ALERT HEIGHT (1)

CONTINUE Monitor Thrust Reduction & Flare by Flight Instruments

MINIMUM FLARE/NO FLARE Monitor Auto Call Outs

Retard THRUST LEVERS to idle

Monitor engine parameters

At touch down

Select MAX reverse thrust

ROLLOUT SPOILERS REVERSE GREEN DECEL 70 Kts

At end of roll Out

Disengage AP Causes and contributing factors to upsets > Upset presentation and recognition > Recovery strategies > Emphasis on aerodynamics, flight dynamics and aircraft design principles.

UPRT is one concept with two parts. 1) Upset prevention training 2) Upset recovery training, Upset prevention training is delivered as a combination of Manoeuvre Based Training (MBT) and Scenario Based Training (SBT) As a basic rule manoeuvre based training should precede scenario based training. From a training perspective it is also of interest to examine how the methods of scenario- and manoeuvre based training are linked to the training objectives of prevention and recovery during UPRT. MBT.Recovery exercises assume that prevention has failed and an upset condition exists. The instructor, not the crew, takes responsibility for the creation of the upset condition. SBT: Training scenarios should be designed in a way that crews can develop the core competencies to recognise and manage threats, errors and undesired aircraft states successfully and to achieve a safe outcome .




ENERGY A pilot has three sources of energy available to manage or manipulate the flight path of an airplane.Pilots who understand the airplane energy state will be in a position to know instantly what options they may have to manoeuvre their airplane and therefore manage the trajectory. The three sources of energy are: a Kinetic energy, which increases with increasing airspeed. b Potential energy, which is proportional to altitude. c Chemical energy, from the fuel in the tanks which can be converted to thrust.

These three types of energy can be traded, or exchanged: • Airspeed can be traded for altitude (kinetic to potential energy) • Altitude can be traded for airspeed (potential to kinetic energy) • Thrust can be converted into airspeed and/or altitude (chemical to either kinetic or potential energy)




AIRPLANE UPSET RECOVERY TECHNIQUES Upset recovery techniques can be refined into either: • Nose high • Nose low. This provides the basis for relating the aerodynamic information and techniques to specific situations. Consolidation of recovery techniques into these two situations is done for simplification and ease of retention.Autopilots (A/P) and auto thrust (A/THR) are generally intended to be used when the airplane is within its normal flight envelope. If the A/P and/or A/THR are responding correctly to a flight path and/or energy divergence, it may not be appropriate to decrease the level of automation. Adhere to OEM guidance.If the A/P and A/THR are not responding correctly they must be disconnected.




The first actions for recovering from an airplane upset must be correct and timely. It is very important for the crew to realise the differences in airplane handling at low altitude, versus high altitude (less thrust/power available and more sensitive flight controls). Managing startle is imperative all the time, but particularly in high altitude conditions where the pilot has the least amount of hands on experience to manipulate the airplane. The key point is to use gentle control inputs and not arbitrary control inputs. Exaggerated control inputs through reflex responses must be avoided. An excessive or inappropriate control input that overshoots the desired response can startle the pilot and cause one upset to lead to another.


 PITCH ATTITUDE

A) ANALYSE PRIMARY FLIGHT INSTRUMENTS AND PERFORMANCE INSTRUMENTS

VERTICAL SPEED

INITIAL INDICATIONS OF UPSET

NOTE: PFD -ATTITUDE INDICATOR IS THE PRIMARY REFERENCE FOR RECOVERY. NOSE LOW : SPEED NORMALLY INCREASING ,ALTITUDE DECREASING, VERTICAL SPEED INDICATES A DESCENT. NOSE HIGH: SPEED DECREASING,ALTITUDE INCREASING , VERTICAL SPEED NORMALLY INDICATES A CLIMB.

SPEED

FIXED AIRCRAFT SYMBOL

B) BANK INDICATOR IS USED TO DETERMINE AIRPLANE BANK.SKY POINTER/SIDE SLIP INDICATOR

SKY POINTER/ SIDE SLIP INDICATOR

GENERIC RECOVERY TECHNIQUE RECOGNISE AND CONFIRM THE DEVELOPING SITUATION

TEACHING TECHNIQUES: RECOGNITION:

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE: 1) NOSE HIGH/ NOSE 2) WINGS LEVEL / BANK 3) SPEED INCREASING / SPEED DECREASING

ANNOUNCE: PITCH ( NOSE HIGH-NOSE LOW) ROLL/ BANK (WINGS LEVEL-BANK) SPEED (INCREASING-DECREASING)

RECOVER FROM STALL IF REQUIRED AUTO PILOT: DISCONNECT IF REQUIRED (iF AP IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL) A/THR :OFF IF REQUIRED (IiF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON”)

P: PUSH R: ROLL

PITCH: APPLY NOSE DOWN UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

T: THRUST S: SPEED

ROLL/BANK ADJUST AS NECESSARY

S: STABILISE.

THRUST -DRAG THRUST & DRAG: ADJUST IF REQUIRED USE THRUST SPEED BRAKES TO CONTROL AIRSPEED.

This sequence of actions is for guidance only and represents options for the PF to consider and use depending on the situation. Calling out each action triggers this thought process.Not all actions may be necessary once the recovery is underway.It must be clearly understood and emphasised that these steps

SPEED: INCREASING: MONITOR VMO/MMO. (PITCH/THRUST ;CORRECTED ACCORDINGLY) DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST




RECOVERY PROCESS

IF THE AIRPLANE IS STALLED,RECOVERY FROM THE STALL USING AIRBUS STALL RECOVERY RECALL/ MEMORY ACTIONS TO BE ACCOMPLISHED FIRST UNTIL STALL RECOVERY COMPLETED.

PILOT FLYING

PILOT MONITORING

RECOGNISE & CONFIRM SITUATION

RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE >”PITCH” >”BANK” >”SPEED”

CALL OUTS IN THIS FORMAT:

>NOSE HIGH/ NOSE LOW >WINGS LEVEL/ BANK >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL” AUTO PILOT: DISCONNECT IF REQUIRED” (iF AP AIS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL)

MONITOR AIRSPEED AND ATTITUDE THROUGHOUT THE RECOVERY AND ANNOUNCE ANY CONTINUED DIVERGENCE

A/THR :OFF (*iF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON”

ACTIONS PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

CALL OUT

ATTITUDE SPEED ALTITUDE THROUGHOUT THE RECOVERY VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED THRUST: ADJUST IF REQUIRED TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. SPEED DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY) SPEED INCREASING: IDLE THRUST CONSIDER USE OF SPEED BRAKES




STABILISE: FLIGHT PATH ADJUST (PITCH,BANK ,THRUST & SPEED BRAKES TO A STEADY FLIGHT

.

“ PULL”







THRUST TABLES

AIRBUS STALL RECOVERY PROCEDURE




STALL

SKY POINTER/SIDE SLIP INDICATOR

PITCH ATTITUDE

1200

PILOT FLYING RECOGNISE & CONFIRM SITUATION

PILOT MONITORING RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL” CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS PITCH: NOSE DOWN PITCH CONTROL … APPLY, THEN ADJUST ACCORDINGLY. ROLL: WINGS LEVEL SPEED BRAKE: RETRACT WHEN OUT OF STALL CONDITIONS THRUST SMOOTHLY AS REQUIRED NOTE: THRUST HAS AN ADVERSE EFFECT ON ANGLE OF ATTACK WITH UNDER WING MOUNTED ENGINES

STALL RECOVERY (LEFT SEAT) STALL STALL

“STALL I HAVE CONTROL ”

SITUATIONAL ANALYSIS

1) STALL 2) LOW ALTITUDE 3) ALTITUDE LOSS IS CRITICAL

RIGHT HAND 1) SPEED BRAKES ..RETRACT

LEFT HAND 1) NOSE DOWN ……COMMAND

2) BANK………WINGS LEVEL

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS) THRUST……….SMOOTHLY INCREASE

STALL RECOVERY (RIGHT SEAT) STALL STALL “STALL I HAVE CONTROL”

SITUATIONAL ANALYSIS

1) STALL 2) LOW ALTITUDE 3) ALTITUDE LOSS IS CRITICAL

LEFT HAND 1) SPEED BRAKES ..RETRACT

RIGHT HAND

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS)

1) NOSE DOWN ……COMMAND

THRUST……….SMOOTHLY INCREASE

2) BANK………WINGS LEVEL

PITCH-THRUST

NOTE: AT HIGHER ALTITUDES MAX CLIMB THRUST - MCT TOGA ARE THE SAME VALUE




A320 FLIGHT CONTROL PROTECTIONS

STALL

SKY POINTER/SIDE SLIP INDICATOR

PITCH ATTITUDE

10000

PILOT FLYING RECOGNISE & CONFIRM SITUATION

PILOT MONITORING RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL” CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS PITCH: NOSE DOWN PITCH CONTROL … APPLY-(Off load to neutral then push) ROLL: WINGS LEVEL SPEED BRAKE: RETRACT WHEN OUT OF STALL CONDITIONS CONFIG: CLEAN UP AS PER GO AROUND. THRUST SMOOTHLY AS REQUIRED NOTE: THRUST HAS AN ADVERSE EFFECT ON ANGLE OF ATTACK WITH UNDER WING MOUNTED ENGINES

STALL RECOVERY (LEFT SEAT) 


STALL STALL

“STALL I HAVE CONTROL”


SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

LEFT HAND

RIGHT HAND

1) NOSE DOWN ……COMMAND

1) SPEED BRAKES ..RETRACT

2) BANK………WINGS LEVEL

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS) THRUST……….SMOOTHLY INCREASE

STALL RECOVERY (RIGHT SEAT) STALL STALL “STALL I HAVE CONTROL”

SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

LEFT HAND 1) SPEED BRAKES ..RETRACT

RIGHT HAND

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS)

1) NOSE DOWN ……COMMAND

THRUST……….SMOOTHLY INCREASE

2) BANK………WINGS LEVEL

STALL

SKY POINTER/SIDE SLIP INDICATOR

PITCH ATTITUDE

28000

PILOT FLYING RECOGNISE & CONFIRM SITUATION

PILOT MONITORING RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL” CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS PITCH: NOSE DOWN PITCH CONTROL … APPLY-(Off load to neutral then push) ROLL: WINGS LEVEL SPEED BRAKE: RETRACT WHEN OUT OF STALL CONDITIONS THRUST SMOOTHLY AS REQUIRED NOTE: THRUST HAS AN ADVERSE EFFECT ON ANGLE OF ATTACK WITH UNDER WING MOUNTED ENGINES

STALL RECOVERY (LEFT SEAT) STALL STALL

“STALL I HAVE CONTROL ”

SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

RIGHT HAND 1) SPEED BRAKES ..RETRACT

LEFT HAND 1) NOSE DOWN ……COMMAND

2) BANK………WINGS LEVEL

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS) THRUST……….SMOOTHLY INCREASE

STALL RECOVERY (RIGHT SEAT) STALL STALL “STALL I HAVE CONTROL”

SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

LEFT HAND 1) SPEED BRAKES ..RETRACT

RIGHT HAND

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS)

1) NOSE DOWN ……COMMAND

THRUST……….SMOOTHLY INCREASE

2) BANK………WINGS LEVEL

AIRBUS NOTES ON HIGH ALTITUDE HANDLING

Airbus: This OTT provides recommendations on training techniques, procedures or programs to operators. DESCRIPTION OF EXERCISES – HIGH ALTITUDE HANDLING

a. Objective 1. The instructor should remind the crew that this is a handling exercise to maintain their proficiency. 2. The instructor should also remind the crew that a loss of automation may be startling but that minimal inputs are required to maintain the safe flight-path in such a case. 3. Knowledge of the normal pitch and thrust values is of great importance. 4. Both pilots should practice the exercises with an emphasis on discovering the handling characteristics associated with the corresponding flight control law. 5. They should also gain a better understanding of High Altitude Handling in particular the Detection and Recognition of the degraded situation if any. 6. Repeat the exercise for each pilot until they are ready to continue. b. Normal Law at high altitude 1. Select an aircraft weight that results in a recommended maximum altitude (REC MAX) at 2000ft below the aircraft certified ceiling. Position the simulator close to this REC MAX. 2. Position the aircraft as described above, with normal operations and a Mach number according to Cost Index. 3. Set AP/FD and A/THR to OFF. Flight Path Vector OFF.

Revert to Alternate Law. 1. Set AP/FD and A/THR to OFF. Flight Path Vector OFF. 2. Repeat the Normal Law handling exercises described above but this time in Alternate Law.

STALL

SKY POINTER/SIDE SLIP INDICATOR

PITCH ATTITUDE

35000

PILOT FLYING RECOGNISE & CONFIRM SITUATION

PILOT MONITORING RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL” CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS PITCH: NOSE DOWN PITCH CONTROL … APPLY-(Off load to neutral then push) ROLL: WINGS LEVEL SPEED BRAKE: RETRACT WHEN OUT OF STALL CONDITIONS THRUST SMOOTHLY AS REQUIRED NOTE: THRUST HAS AN ADVERSE EFFECT ON ANGLE OF ATTACK WITH UNDER WING MOUNTED ENGINES

STALL RECOVERY (LEFT SEAT) STALL STALL

“STALL I HAVE CONTROL ”

SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

RIGHT HAND 1) SPEED BRAKES ..RETRACT

LEFT HAND 1) NOSE DOWN ……COMMAND

2) BANK………WINGS LEVEL

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS) THRUST……….SMOOTHLY INCREASE

STALL RECOVERY (RIGHT SEAT) STALL STALL “STALL I HAVE CONTROL”

SITUATIONAL ANALYSIS

1) STALL 2) ALTITUDE LOSS IS NOT CRITICAL

LEFT HAND 1) SPEED BRAKES ..RETRACT

RIGHT HAND

2) WHEN OUT OF STALL (NO LONGER STALL CONDITIONS)

1) NOSE DOWN ……COMMAND

THRUST……….SMOOTHLY INCREASE

2) BANK………WINGS LEVEL

FIXED AIRCRAFT SYMBOL WINGS LEVEL

5000 PITCH ATTITUDE

SPEED

PILOT MONITORING

PILOT FLYING RECOGNISE & CONFIRM SITUATION

RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE >”PITCH” >BANK >SPEED

>NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL” AUTO PILOT: DISCONNECT IF REQUIRED” (IF AP AIS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL)

MONITOR AIRSPEED AND ATTITUDE THROUGHOUT THE RECOVERY AND ANNOUNCE ANY CONTINUED DIVERGENCE

A/THR :OFF (IF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” ACTIONS PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

CALL OUT ATTITUDE SPEED ALTITUDE THROUGHOUT THE RECOVERY VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED THRUST: ADJUST IF REQUIRED TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA.

SPEED DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY) STABILISE: FLIGHT PATH ADJUST (PITCH,BANK ,THRUST & SPEED BRAKES TO A STEADY FLIGHT

.

NOSE HIGH

SKY POINTER/SIDE SLIP INDICATOR

PILOT MONITORING

PILOT FLYING 
 SITUATIONAL ANALYSIS

1) NOSE HIGH

1

2) WINGS LEVEL 3) SPEED: DECREASING RECOGNISE & CONFIRM UPSET SITUATION: REGAIN CONTROL OF AIRCRAFT.

“ CONFIRMED”

“NOSE HIGH”

2 BOTH PILOTS MUST ANNOUNCE WHAT THEY OBSERVE

“ I HAVE CONTROL”

3

1)AUTO PILOT_____ DISCONNECT IF REQUIRED” (IF AP AIS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” 2) A/THR___OFF ( IF REQUIRED (IF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” *RECOVER FROM STALL IF REQUIRED 3) APPLY PITCH ORDER NOSE HIGH___APPLY NOSE DOWN ORDER 4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP INDICATOR -WINGS LEVEL) 5) THRUST : ADJUST TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. 6) SPEED DECREASING: AVOID STALL-CONFIRM PITCH/THRUST CORRECTED.

FIXED AIRCRAFT SYMBOL

PITCH ATTITUDE

SKY POINTER /SIDE SLIP INDICATOR

WINGS LEVEL

NOSE HIGH WINGS LEVEL

28750

SPEED

STD

PILOT MONITORING

PILOT FLYING RECOGNISE & CONFIRM SITUATION

RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE >”PITCH” >BANK >SPEED

>NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL” AUTO PILOT: DISCONNECT IF REQUIRED” (IF AP IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL)

MONITOR AIRSPEED AND ATTITUDE THROUGHOUT THE RECOVERY AND ANNOUNCE ANY CONTINUED DIVERGENCE

A/THR :OFF (IF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” ACTIONS PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

CALL OUT ATTITUDE SPEED ALTITUDE THROUGHOUT THE RECOVERY VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED THRUST: ADJUST IF REQUIRED TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA.

SPEED DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY) STABILISE: FLIGHT PATH ADJUST (PITCH,BANK ,THRUST & SPEED BRAKES TO A STEADY FLIGHT

.

PILOT MONITORING

PILOT FLYING 
 SITUATIONAL ANALYSIS

1) NOSE HIGH 2) WINGS LEVEL

1

3) SPEED: DECREASING

RECOGNISE & CONFIRM UPSET SITUATION: REGAIN CONTROL OF AIRCRAFT.

“NOSE HIGH” “WINGS LEVEL” “SPEED DECREASING”

“ ALL CONFIRMED”

2 BOTH PILOTS MUST ANNOUNCE WHAT THEY OBSERVE

“ I HAVE CONTROL”

3

1)AUTO PILOT____________OFF

(if required)

2) A/THR_________________OFF

(if required)

*RECOVER FROM STALL IF REQUIRED 3) APPLY PITCH ORDER NOSE HIGH___APPLY NOSE DOWN ORDER 4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP INDICATOR -WINGS LEVEL) 5) THRUST: ADJUST TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. 6) SPEED DECREASING: AVOID STALL-CONFIRM PITCH/THRUST CORRECTED. 7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT AIRSPEED .

SKY POINTER/ SIDE SLIP INDICATOR

ROLL RIGHT-TOWARDS THE SIDE SLIP INDICATOR

FIXED AIRCRAFT SYMBOL

PITCH ATTITUDE NOSE LOW LEFT WING LOW

28000

SPEED

STD

PILOT MONITORING

PILOT FLYING RECOGNISE & CONFIRM SITUATION

RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE >”PITCH” >BANK >SPEED

>NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL” AUTO PILOT: DISCONNECT IF REQUIRED” (IF AP IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL)

MONITOR AIRSPEED AND ATTITUDE THROUGHOUT THE RECOVERY AND ANNOUNCE ANY CONTINUED DIVERGENCE

A/THR :OFF (IF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” ACTIONS PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

CALL OUT ATTITUDE SPEED ALTITUDE THROUGHOUT THE RECOVERY VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED THRUST: ADJUST IF REQUIRED TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. SPEED DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY) STABILISE: FLIGHT PATH ADJUST (PITCH,BANK ,THRUST & SPEED BRAKES TO A STEADY FLIGHT

.

PILOT MONITORING

PILOT FLYING 
 SITUATIONAL ANALYSIS

1)NOSE LOW 2) BANK:

1

3) SPEED: DECREASING

RECOGNISE & CONFIRM UPSET SITUATION: REGAIN CONTROL OF AIRCRAFT.

NOSE LOW” “ BANK” “SPEED INCREASING”

“ ALL CONFIRMED”

2 BOTH PILOTS MUST ANNOUNCE WHAT THEY OBSERVE

“ I HAVE CONTROL”

3

1)AUTO PILOT____________OFF

(if required)

2) A/THR_________________OFF

(if required)

*RECOVER FROM STALL IF REQUIRED 3) APPLY PITCH ORDER NOSE LOW___APPLY NOSE DOWN ORDER . 4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP INDICATOR IS ON THE RIGHT-ROLL WING RIGHT) 5) THRUST : ADJUST 6) SPEED INCREASING: MONITOR VMO/MMO. SPEEDBRAKES USE IF REQUIRED

7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT AIRSPEED .

ROLL RIGHTTOWARDS THE SIDE SLIP INDICATOR

FIXED AIRCRAFT SYMBOL

SKY POINTER / SIDE SLIP INDICATOR

NOSE HIGH

PITCH ATTITUDE

35000 SPEED

LEFT WING LOW

STD

PILOT MONITORING

PILOT FLYING RECOGNISE & CONFIRM SITUATION

RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD DIVERGENCE >”PITCH” >BANK >SPEED

>NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL” AUTO PILOT: DISCONNECT IF REQUIRED” (IF AP IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING CORRECTLY PUSH AND HOLD A/P DISCONNECT PB TO TAKE POSITIVE CONTROL)

MONITOR AIRSPEED AND ATTITUDE THROUGHOUT THE RECOVERY AND ANNOUNCE ANY CONTINUED DIVERGENCE

A/THR :OFF (IF A/THR IS RESPONDING CORRECTLY TO ARREST DIVERGENCE-MAINTAIN ON” ACTIONS PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS MUCH NOSE DOWN CONTROL INPUT AS REQUIRED TO OBTAIN A NOSE DOWN PITCH RATE.IT IS IMPORTANT TO REDUCE WING LOADING EVEN IN A NOSE LOW HIGH BANK SITUATION UPSET SITUATION AS THIS INCREASES ROLL EFFECTIVENESS WHILE DECREASING LOADS ON THE AIRCRAFT.

CALL OUT ATTITUDE SPEED ALTITUDE THROUGHOUT THE RECOVERY VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED THRUST: ADJUST IF REQUIRED TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. SPEED DECREASING; AVOID STALL (PITCH/THRUST CORRECTED ACCORDINGLY) STABILISE: FLIGHT PATH ADJUST (PITCH,BANK ,THRUST & SPEED BRAKES TO A STEADY FLIGHT

.

PILOT MONITORING

PILOT FLYING

SITUATIONAL ANALYSIS

1)NOSE HIGH 2) BANK:

1

3) SPEED: DECREASING

RECOGNISE & CONFIRM UPSET SITUATION: REGAIN CONTROL OF AIRCRAFT.

“NOSE HIGH”

“BANK” “SPEED DECREASING”

“ ALL CONFIRMED”

2 BOTH PILOTS MUST ANNOUNCE WHAT THEY OBSERVE

“ I HAVE CONTROL”

3

1)AUTO PILOT____________OFF

(if required)

2) A/THR_________________OFF

(if required)

*RECOVER FROM STALL IF REQUIRED 3) APPLY PITCH ORDER NOSE HIGH___APPLY NOSE DOWN ORDER 4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP INDICATOR IS ON THE RIGHT-ROLL WINGS RIGHT) 5) THRUST: ADJUST TO ENSURE ADEQUATE PITCH CONTROL IF REQUIRED USE TOGA. 6) SPEED DECREASING: AVOID STALL-CONFIRM PITCH/THRUST CORRECTED. 7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT AIRSPEED .

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) APPLICABILITY AFFECTED DEPARTMENTS ISSUED BY ISSUED ON VALID UNTIL

: : : : :

FLT/OPS/N No: 57

ALL FLIGHT CREW FLIGHT OPERATIONS FLIGHT OPERATIONS DECEMBER 18, 2020 UNTIL WITHDRAWN SUBJECT: RNP APPROACHES

Reason for Issue: This document has been prepared to provide guidance on conduct of RNP approach. It draws from and conforms with DGCA Operations Circular 11 of 2014 and 12 of 2014 and includes FAQs related to RNP Approaches. Description: This document includes guidance material on: 1. Definitions 2. Pilot Certification & Authorization 3. Aircraft Approval 4. RNP APCH – Equipment Required 5. RNP Approach Minima 6. Approach Guidance 7. Standard Operating procedures 8. Management of degraded Navigation 9. Standard Callouts 10. Use of AP/FDs 11. FAQs on RNP Approaches 1. DEFINITIONS i.

• •

RNP Approaches (RNP APCH) include: LNAV Approaches: Instrument approaches that use on-boards systems for Lateral Navigation only. LNAV-VNAV / Baro-VNAV / Approach Procedure with Vertical-guidance (APV) Approaches: Instrument approach procedures which utilize lateral and vertical guidance but do not meet the requirements established for precision approach and landing operations. (ICAO Doc 9163/DGCA OC-12/2014)

Note: 1) The RNP APCH specification:  Is based on GNSS to support RNP APCH operations down to LNAV or LNAV/VNAV (Baro-VNAV) minima.  Requires on-board performance monitoring and alerting. Note: There are no RNP APCH requirements for the missed approach if it is based on conventional means (VOR, DME, NDB). ii. Aircraft Based Augmentation System (ABAS): An augmentation system that augments and/or integrates the information obtained from other GNSS elements with information available on board the aircraft. The most common form of ABAS is Receiver Autonomous Integrity Monitoring (RAIM). IndiGo Airbus A320/A321 are ABAS capable through the RAIM function. Page 1 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS)

FLT/OPS/N No: 57

iii.

Global Navigation Satellite System (GNSS): Any global position, speed, and time determination system including: • One or more main satellite constellations, such as Global Positioning System (GPS) and the Global Navigation Satellite System (GLONASS). • Aircraft receivers and • Several integrity monitoring systems including - Aircraft Based Augmentation System (ABAS), - Satellite-Based Augmentation System (SBAS) e.g. GAGAN (India), EGNOS (Europe), WAAS (US) etc. - Ground-based augmentation systems (GBAS), such as the Local Area Augmentation System -LAAS Note: IndiGo Airbus A320/A321 aircraft are currently not SBAS or GBAS capable.

iv.

Receiver Autonomous Integrity Monitoring (RAIM): A technique used in a GNSS receiver / processor to determine the integrity of its navigation signals, using only GPS signals or GPS signals enhanced with barometric upper-air data. This determination is achieved by a consistency check between pseudo-range measurements. At least one additional available satellite is required with respect to the number of satellites that are needed to obtain the navigation solution. RAIM levels required for RNP APCH down to LNAV or LNAV/VNAV minima can be verified either through NOTAMs (where available) or through prediction services. When the operation is predicated on the availability of ABAS, the pilot should perform a new RAIM availability check if ETA is more than 15 minutes different from the ETA used during the preflight planning. This check is also processed automatically 2 NM before the FDP for an E/TSO-C129a Class A1 receiver. In the event of a predicted, continuous loss of appropriate level of fault detection of more than five minutes for any part of the RNP APCH operation, the flight planning should be revised (e.g. planning a different procedure or delaying the departure when RNP procedure/s are the only option).

v.

RNP Value: The RNP value designates the lateral performance requirement associated with a procedure. Examples of RNP values are: RNP 0.3 and RNP 1. The RNP Value and the Estimated Position Uncertainity (EPU) are displayed on the MCDU PROG page. • If the EPU does not exceed the RNP, the accuracy is HIGH • If the EPU exceeds the RNP, accuracy is LOW.

vi.

Waypoint (WPT). A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints area identified as either: Fly-by waypoint - A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure. Fly over waypoint - A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.

Page 2 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS)

FLT/OPS/N No: 57

2. PILOT CERTIFICATION & AUTHORIZATION •

•

Initial Clearance: - Ground Class of 01:00 hour as specified in Company Operations Manual D – Annex 02. This class is usually combined with a longer class which encompasses all aspects of PBN and ADS-B. - Simulator session of minimum 01:00 hour (PF = 00:30, PM = 00:30) as specified in Company Operations Manual D. Once the pilot has completed all pre-requisites for RNP Clearance the same is updated in their DVC under Special Qualifications. Recency Requirement: - Ground Refresher in accordance with CAR Section 8, Series F, Part II - No separate Simulator / Line Recurrent Training is required. Company Operations Manual D will be amended to reflect the same.

3. AIRCRAFT APPROVAL Currently, all IndiGo aircraft are approved for RNP APCH (LNAV & LNAV/VNAV). MSN specific approvals are part of onboard EFBs under OLB – Approvals. 4. RNP APCH – EQUIPMENT REQUIRED The minimum equipment required to start an RNP APCH include: • • • • • • • •

01 FMGC 01 MCDU 01 FD 01 GPS 01 PFD (PF Side) 02 ND (Temporary display of ND information via PFD/ND switch is permitted on PM side) 02 IRS 02 FCU Channels

5. RNP APCH MINIMA: (a) LNAV minima are expressed in terms of MDA and RVR/Visibility and are used:  When only a LNAV Minima is specified for the approach.  When FPA (Vertically-Selected) guidance is used. ‐ The FMS vertical profile does not take into account the effect of low OAT. Therefore, FINAL APP (Fully Managed) guidance: • Must not be used when the actual OAT is below the minimum temperature indicated on the approach chart or defined by the Operator, or • May not be used when temperature corrections are required (FINAL APP mode may not engage). Note: If airport OAT is above Approach Chart Maximum Temperature, use of FINAL APP is not authorised. Only NAV-FPA may be used down to LNAV Minima. Aircraft true altitude will be higher than indicated. ‐ If a TOO STEEP PATH is displayed after the Final Descent Point (FDP), do not use FINAL APP guidance for approach. Use NAV FPA for approach. Page 3 of 13

INTERGLOBEAVIATION LIMITED

FLT/OPS/N

OPERATIONS NOTICE (AIRBUS)

No: 57

6. APPROACH GUIDANCE: APPROACH TYPE

APPROACH CATEGORY

RNP APCH WITH LNAV MINIMA

NPA

OPERATIONAL MINIMUM

MDA(H) + 50’

GUIDANCE MODES

FINAL APP*

APV (NPA)

DA(H)

HDG-V/S

APPROACH SPEED TECHNIQUE

MINIMUM REQUIRED SYSTEM

Decelerated / Early Stabilized ABAS

NAV – FPA RNP APCH WITH LNAV/VNAV MINIMA

FLYING REFERENCE

FINAL APP

TRK – FPA HDG – V/S

Early Stabilized Decelerated / Early Stabilized

ABAS + Baro VNAV

* FINAL APP is the preferred mode 7. STANDARD OPERATING PROCEDURES STANDARD OPERATING PROCEDURES

AT DISPATCH

APPROACH PREPARATION

 

CHECK IF ONLY RNP APCH IS AVAILABLE AT DESTINATION BASED ON RWYS/WEATHER/NAVAIDS IF RNP APPROACH PLANNED AT DESTINATION, CHECK: ♦ CREW QUALIFIED FOR RNP APPROACH ♦ RAIM NOTAM FOR OUTAGES / C-NOTAM 4 / MEL / MINIMUM EQUIPMENT REQD

      

BOTH CREW QUALIFICATION CHECKED (GROUND TRAINING & SIMULATOR) RAIM NOTAMS CHECKED FOR GPS OUTAGE/ PREDICTIVE GPS CHECK IF ETA > SKED +/- 15 MINS C-NOTAM 04 CHECKED FOR DEGRADED APPROACHES MEL REVIEWED AIRCRAFT STATUS CHECKED FOR DEGRADATIONS MINIMUM EQUIPMENT REQUIRED TO START APPROACH CHECKED APPROACH FROM DATABASE ON MCDU VALIDATED VERSUS APPROACH CHART FOR TRACKS, DISTANCES, FPA AND ALTITUDES. NO MODIFICATIONS MADE IN THE FINAL APPROACH SEGMENT MINIMA SET AS DA (LNAV/VNAV) OR MDA+50 AND COLD TEMP ADDITIVE, IF REQD ( LNAV ) IF REQD, COLD TEMP CORRECTED PROCEDURE ALTITUDES TO BE DETERMINED BY BOTH PILOTS ATC CLEARANCE OBTAINED FOR APPROACH IN CASE TOO STEEP PATH DISPLAYED AFTER FDP – APPROACH TO BE CONDUCTED USING NAVFPA ONLY USING LNAV MINIMA. DISREGARD VDEV OR YOYO INFORMATION ON THE PFD. IF PUBLISHED AND/OR CONTINGENCY MISSED APPROACH BASED ON CONVENTIONAL NAVAIDS, THEY MUST BE OPERATIONAL AND TUNED/SETUP DURING THE APPROACH PREPARATION GPS PRIMARY ON AT LEAST 1 FMS SPEED TECHNIQUE – APPROACH USING FINAL APP [DECELERATED / EARLY STABILISED] APPROACH USING NAV-FPA [EARLY STABILISED]. ALL RESTRICTIONS IN THE CHART (OAT/ MAP etc) TO BE BRIEFED BRIEF THE APPROACH AND MISSED APPROACH TUNE NAVAIDS AS REQUIRED REVIEW CONTINGENCY PROCEDURES FOR APPROACH AND MISSED APPROACH REVIEW DEVIATION CALL OUTS ( XTK > 0.1 “CROSS TRACK” ; VDEV > 1/2 DOT “VDEV” ; ALTITUDE CHECKPOINTS “_ FT HIGH/LOW” )

      

BRIEFING

    

Page 5 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS)

FLT/OPS/N No: 57

APPROACH



INTERMEDIATE APPROACH FINAL APPROACH

 

DIRECT TO FDP NOT ALLOWED. RADAR VECTORS TO INTERCEPT BEFORE FDP MAY BE ACCEPTED “DIRECT TO” CLEARANCE TO INTERMEDIATE FIX (IF) MAY BE ACCEPTED PROVIDED THAT RESULTING TRACK CHANGE AT THE “IF” DOES NOT EXCEEDS 450 THE AIRCRAFT MUST BE ESTABLISHED ON THE FINAL APPROACH COURSE NO LATER THAN THE FDP BEFORE STARTING THE DESCENT (TO ENSURE TERRAIN AND OBSTACLE CLEARANCE) NAV SPECIFICATION BY FLIGHT PHASE  INITIAL APPROACH – RNP 1  INTERMEDIATE APPROACH – RNP 1  FINAL APPROACH - RNP 0.3  MISSED APPROACH – RNP 1 (NOT APPLICABLE IF MISSED APPROACH IS BASED ON CONVENTIONAL NAVAIDS) ENSURE RNP VALUE OF 0.3 BEFORE CROSSING FDP ENSURE APPROPRIATE MODE IS ARMED ( FINAL APP / NAV FPA )



ENSURE APPROPRIATE MODE IS ENGAGED

MISSED APPROACH



FOLLOW PUBLISHED MISSED APPROACH PROCEDURE. IF MISSED APPROACH CARRIED OUT DUE TO DEGRADATION OF NAVIGATION, FOLLOW PLANNED ALTERNATIVE MISSED APPROACH BASED ON CONVENTIONAL RADIO NAVAIDS OR AS COORDINATED WITH ATC

  

Note: The RNP Apch Briefing Guide will be amended in due course 8. MANAGEMENT OF DEGRADED NAVIGATION FAILURE GPS PRIMARY LOST ON ONE SIDE NAV ACCURACY DOWNGRADE on one FMGC GPS PRIMARY LOST ON BOTH SIDES NAV ACCURACY DOWNGRADE ON BOTH FMGC ECAM: NAV FM/GPS POS DISAGREE XTK > 0.3 NM LNAV/VNAV App: V.DEV > - 75 ft (3/4 dot BELOW) LNAV App: If vertical guidance is not satisfactory in FINAL APP Mode

FAILURES

ACTION

Use the AP/FD on the other side and Continue Use the AP/FD on the other side and Continue Discontinue approach if Visual references are not sufficient to Continue visually Discontinue approach if Visual references are not sufficient to Continue visually Discontinue approach if Visual references are not sufficient to Continue visually Discontinue approach if Visual references are not sufficient to Continue visually Discontinue approach if Visual references are not sufficient to Continue visually Switch to NAV-FPA, correct vertical profile and continue

Page 6 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) 9. CALLOUTS IN FINAL APPROACH SEGMENT PARAMETER X-TRK > 0.1 NM V.DEV > 1/2 DOT (50 FEET) X-TRK > 0.3 NM V.DEV > -3/4 DOT (-75 FEET)

FLT/OPS/N No: 57

CALLOUT “CROSS-TRACK” “V-DEV” IF CONDITIONS NOT SATISFACTORY FOR CONTINUING VISUALLY AND SAFELY : “GO-AROUND”

10. USE OF AUTOPILOT / FLIGHT DIRECTOR APPROACH USING FINAL APPROACH GUIDANCE (FCOM-PRO-NOR-SOP): At DA: If visual references are sufficient: CONTINUE...............................................................................................................ANNOUNCE At the latest at the MAP or Minimum Use Height of the AP (whichever occurs first): AP..........................................................................................................................................OFF ‐ For Minimum Use Height of the AP, Refer to LIM-AFS-10 Autopilot Function ‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG pulses on the FMA to remind the flight crew that automatic landing is not available. FD................................................................................................................................ AS RQRD CAUTION

‐ From minima down to the MAP the FD provides an additional guidance. - The FD must be switched off if the guidance is not relevant or not followed. ‐ After the MAP, disregard the FD as it reverts to HDG V/S.

Note: The “DISCONNECT AP FOR LDG” message on FMA is not available on all Indigo aircraft. APPROACH USING FPA GUIDANCE (FCOM-PRO-NOR-SOP): At MDA: If visual references are sufficient: CONTINUE...............................................................................................................ANNOUNCE AP..........................................................................................................................................OFF FD..........................................................................................................................................OFF ‐ The PF orders the PM to set both FDs OFF. RUNWAY TRACK....................................................................................................CHECK/SET ‐ If needed, the PF orders the PM to set the runway track. Note: In case of Go-Around, FD Bars will be displayed automatically with NAV or GA TRK engaged. Select the appropriate lateral mode to fly the planned Missed Approach Procedure.

Page 7 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) 11. Q1 A1

Q2 A2

Q3 A3

Q4 A4 Q5 A5

Q6 A6

FLT/OPS/N No: 57

FAQs on RNP APPROACHES How do RNP APCHs help in Fuel Saving? RNP APCHs are designed to provide point to point navigation. It is particularly beneficial to opt for RNP APCHs in a non-radar environment where it helps in reducing the track miles to land when compared to procedural approaches (Overhead or DME-ARC). Moreover, RNP APCHs offer the option to track direct to IF thereby providing the shortest route to FDP. I was cleared for RNP APCHs back in 2014 when it was first introduced in IndiGo. Is that clearance still valid? Pilots who were earlier cleared for RNP APCHs in the same capacity as which they are currently flying (i.e. Captain / First Officer) need not undergo the training a second time. The clearance would reflect under Special Qualifications of the DVC. However, recency requirements stated in Company OM-D must be adhered to. It is strongly recommended for such individuals to undertake the Flyco e-learning module to refresh their knowledge and clarify any doubts. I was cleared for RNP APCHs as a First Officer and was recently upgraded to Captain. Is my clearance still valid? RNP APCH Training involves a ground class of 01:00 hour which is common to Captains and First Officers. The Simulator Training of 01:00 hour, like all other Special Operations Training, are however seat specific. Hence one must undergo the Simulator Training once again. I was cleared for RNP APCHs as part of my PBS session. Is that clearance still valid? As long as the RNP APCH ground class of 01:00 hour was completed prior to the RNP APCH simulator training, the clearance is valid irrespective of whether it was conducted as a separate session or along with the PBS. Individual DVCs are updated accordingly. How is RNP APCH different from RNP AR APCH According to ICAO Doc 9613 – Performance Based Navigation Manual (PBN Manual), there are two types of navigation specifications for approach operations: (i) RNP approach (RNP APCH) and (ii) RNP authorisation required approach (RNP AR APCH) e.g. Kathmandu RNP Rwy 02 AR. Special aircraft and aircrew authorization are required from regulatory authorities for RNP-AR Approaches. IndiGo is currently not approved to conduct RNP-AR Approaches. Is the RNP value required for an RNP approach displayed to the pilot? The RNP is displayed in the REQUIRED field of the MCDU - PROG page. The displayed RNP is (in decreasing order of priority) - Value entered by the flight crew - Navigation database procedure value - Default system value When a flight crew enters an RNP that is higher than the published value, one of the following messages is displayed: "PROCEDURE RNP IS XX.XX", or "AREA RNP IS XX.XX". When this occurs, the flight crew should verify the RNP value that was manually entered in the REQUIRED field of the PROG page, and clear or modify it if necessary.

Page 8 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) Q7 A7 Q8 A8

Q9 A9

Q10 A10

FLT/OPS/N No: 57

Where can we check the GPS RAIM NOTAMs for Outages? GPS RAIM NOTAMs are provided under UNCATEGORISED section of the FIR NOTAMS as part of the Briefing Folder. How and when is a RAIM check performed? Predicted RAIM at destination (MCDU – PROG – PREDICTIVE GPS) is to be checked by the pilots • During pre-flight checks • During approach preparation if the ETA has changed by more than SKED +/- 15 minutes Additionally, in case of E/TSO-C129a Class A1 receivers installed on all IndiGo A320 aircrafts, an auto check is performed 2 NM before FDP. If RAIM is lost after FDP it continues to provide navigation for up to 5 minutes before triggering RAIM LOST indications. Jeppesen Charts for RNP APCH into VAAH & VOCI are labelled as RNP Y APCHs. However charts for RNP APCH into OMDB and OMSJ are labelled as RNAV (GNSS) APCHs. Why the difference? As per ICAO Circular 336 until 30-Nov-2022, Approach Charts depicting procedures that meet the RNP APCH Navigation specification criteria must include either the term RNP or RNAV (GNSS) in the identification. However, from 01-Dec-2022 only the term RNP will be permitted. Hence from a pilots operational perspective both approaches are identical and qualification requirements for both remain identical as that specified above. Why do RNP APCHs have a temperature limitation mentioned on the Jeppesen Charts? For aircraft using barometric vertical navigation without temperature compensation to conduct the approach, cold temperature limits are reflected in the procedure design and identified along with any high temperature limits on the charted procedure. Cold temperatures reduce the actual glidepath angle, while high temperatures increase the glidepath angle. When the temperature is higher than standard (temperature under international standard atmospheric (ISA) conditions)), the aircraft will be flying above the indicated altitude. When the temperature is below the standard, the aircraft will be flying below the altitude indicated in the altimeter.

Q11 A11

Q12 A12

Temperature Limitation - Because of the pronounced effect of nonstandard temperature on baro-VNAV operations, instrument approach procedures will contain a temperature limitation below which the use of a vertical navigation decision altitude (VNAV DA) based on baro-VNAV is not authorized. Approaches must then be performed using LNAV Minima and FPA (Vertically Selected) guidance. Do all RNP APCHs need to be Early Stabilized? Decelerated Approach technique is preferred for RNP Approaches flown using FINAL APP (Fully Managed) guidance. However, use of Early Stabilized Approach technique may be necessary due to reasons such as low intermediate approach altitude, vertical descent angle more than 3.5 degrees, tail wind greater than 10 kts, aircraft abnormal procedure, etc. Early Stabilized Approach technique is mandatory when FPA (Vertically Selected) guidance is used. What is the maximum acceptable discrepancy between altimeters? Maximum tolerance accepted during Preliminary Cockpit Preparation ±20 ft between both PFDs And depending on the aircraft configuration: ±100 ft between ISIS and PFDs, or ±300 ft between mechanical standby altimeter and PFDs. Maximum acceptable discrepancy between altimeters prior to commencing RNP Approach is 100 ft. Page 9 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) Q13 A13 Q14 A14

FLT/OPS/N No: 57

For use of FINAL APP guidance during approach what is the tolerance between MCDU and charted procedure? To use FINAL APP guidance for approach • 0.1 degree of difference between the MCDU and the charted final vertical path is acceptable • 1 degree of difference between the MCDU and the charted final lateral track is acceptable Can the flight crew modify SPD & ALT constraints for a RNP APCH that are programmed on the MCDU F/PLN page? The constraints coded as part of NAV Database must match those on the Jeppesen Approach Charts. In case of any discrepancy the chartered constraints take precedence and can be manually inserted by the flight crew. IAF and IF constraints could be modified / disregarded only in coordination with ATC. However, do not modify the final approach (FDP to Runway or MAP), including altitude constraints.

Q15 A15

Q16 A16

Q17 A17

Q18 A18

Additionally in case of an Early Stabilized Approach it is recommended to insert Vapp as a SPD constraint at the FDP to obtain a valuable deceleration pseudo waypoint and to ensure a timely deceleration. Can we accept DIRECT-TO Intermediate Fix (IF) when cleared by ATC? DIR-TO Intermediate Fix (IF) is permitted provided the resulting track change at IF does not exceed 45 degrees i.e. {(Current Aircraft Track) - (Track from IF to FDP)} must be a maximum of 45 degrees. Eg. For VAAH RNP Y RWY 05: Current Aircraft Track 015 degrees, cleared DIR-TO IF – ACCEPTABLE (Track Change = 30 degrees) Current Aircraft Track 090 degrees, cleared DIR-TO IF – ACCEPTABLE (Track Change = 45 degrees) Current Aircraft Track 180 degrees, cleared DIR-TO IF – NOT PERMITTED (Track Change = 135 degrees) Current Aircraft Track 320 degrees, cleared DIR-TO IF – NOT PERMITTED (Track Change = 85 degrees) When does one press the APPR pb on FCU? Press the APPR pb when all of the following conditions are satisfied: • The aircraft is cleared for approach • TO waypoint is the Final Descent Point. If APPR pb is pressed earlier, FINAL APP mode may engage. As a consequence, resulting speed and altitude management in FINAL APP may be inappropriate before FDP. What must we check after the APPR pb is armed? On the FMA APP NAV..........................................................................................CHECK ARMED or ENGAGED FINAL.............................................................................................. CHECK ARMED (BLUE) Additionally, ‐ Check that the V/DEV scale is displayed on the PFD. ‐ At the Final Descent Point, a blue arrow on ND indicates that FINAL APP engagement conditions are met. Is the Distance – Height check referenced to VOR – DME or Runway Threshold? The Distance – Height check for RNP APCHs are always referenced to Runway Threshold. This can be read of the top right of ND after crossing FDP (TO WPT). Alternately use the R/W Threshold that has been inserted on PROG Page for position monitoring during Approach Preparation. Page 10 of 13

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OPERATIONS NOTICE (AIRBUS) Q19 A19

Q20 A20

Q21 A21 Q22 A22 Q23 A23 Q24 A24

Q25 A25 Q26 A26

FLT/OPS/N No: 57

When can we not follow the published RNP Missed Approach? If RNP capability is lost (Degradation of Lateral Navigation), the published RNP Missed Approach Procedure must not be flown. Crew must plan, during Approach Preparation, and be prepared to follow a Missed Approach based on conventional navaids, if available, in case of degradation. Coordinate with the ATC. Radar Vectors may be requested in a radar environment. Is it mandatory to discontinue approach in case of deviation of 75 ft above the vertical path? One must discontinue approach in case of deviation of 75 ft below the vertical path (V/DEV >3/4 dot) unless adequate visual references established and approach may be continued safely. If above the vertical path, one can take appropriate action to re-establish the aircraft on profile within the limits of the stabilization-criteria as per Company Policy, failing which a Go-Around is mandatory. What would be the appropriate action in case of degradation of Navigation Capability but Adequate Visual References have been established? In the above scenario, if external visual references are sufficient to continue the approach safely, one can continue and land. Can we plan and execute RNP APCHs into all airfields for which Approach Plates are available in Jeppesen and the corresponding approach is correctly coded in the FMS NAV Database? Few of the RNP APCHs included in the FMS NAV Database are for trial purposes. List of the same are available in C-NOTAM 04 series (NAV DATABASE BULLETIN). Pilots are informed not to select the mentioned approaches. As per Company Operations Manual C for VEPT R/W 25 NPA APCHs require prior approval from SVPFlight Operations. Are we legal to fly the VEPT RNP Y RWY 25? Both LNAV / VNAV as well as LNAV APCHs are permitted for VEPT RNP Y RWY 25. Company Operations Manual will be amended to clarify the same. What are the conditions for FINAL APP mode engagement? FINAL APP mode engages when: • NAV or APP NAV is engaged, • FINAL is armed (by pressing APPR on the FCU), • Predictions are available in FMS, • APPROACH phase is active, Note: APPROACH phase may have to be manually activated on MCDU PERF page if the approach starts at high altitude above aerodrome level (i.e. RNAV(RNP) approaches). • The aircraft is within the capture area of the FMS profile:  Laterally: ±1.5 NM from the Final Descent Point.  Vertically: +150 ft above the Final Descent Point. • The aircraft intercepts a descending leg of the vertical flight path. Can we use the LPV minima shown on an RNP APCH chart? LPV Approaches require SBAS capability which IndiGo aircraft do not currently possess. Therefore, LPV minima are not to be used. LPV minima are not included in the Company Aerodrome Minima Folder. The RNP Briefing Guide also states that one must check predicted RAIM at destination on PREDICTIVE GPS page. Are we legal to commence the approach if we do not get the Y Y Y Y Y Y confirmation at ETA +/- 15 minutes? If this check fails when done as part of the pre-flight checks, one can proceed to the destination as long as the destination has an alternate approach which uses conventional RADIO NAVAIDs. Page 11 of 13

INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS)

FLT/OPS/N No: 57

If unsuccessful when done as part of the Approach Preparation one can still plan for the RNP APCH as long as GPS PRIMARY is available. In case of E/TSO-C129a Class A1 receivers installed on all IndiGo A320 aircrafts, an auto check is performed 2 NM before FAF which is adequate to confirm Navigation Accuracy for the approach.

Q27 A27

Q28 A28

Q29 A29 Q30 A30

In the Final Approach Segment, NAV ACCUR DOWNGRAD message (for both FMS) on the MCDU or ND would be the only condition that warrants discontinuing the approach. Is the L-DEV scale mandatory for RNP APCHs? The L-DEV scale is not a mandatory indication for RNP APCH with FINAL APP guidance. X-TRACK Error indication on 2 NDs is required for RNP APCH with FINAL APP or FPA guidance. L-DEV indication is mandatory only for RNP-AR APCHs. L-DEV indication is available in the simulators and will be available on RNP-AR capable aircraft. When would I need to do an LNAV Only Approach? An LNAV Only approach would be flown in the following scenarios • If OAT is below the Minimum Temperature specified on the chart. • QNH available is that of a remote station. • If the vertical descent profile on the F/PLN page of FMGC differs from the charted procedure by more than 0.1 degrees. • If F/PLN page of FMGC shows “TOO STEEP PATH” beyond the final descent point (FDP). • If the chart only has a LNAV procedure. Minimum Equipment Required to Start an RNP APCH states a requirement for 01 FMS & 01 GPS. However, the IndiGo RNP APCH Briefing Guide lists the need for 02 FMS & 02 GPS receivers as part of the “Pre-Flight Checks”. Why the discrepancy? Disregard the requirement of 02 FMS & 02 GPS receivers mentioned in the briefing guide. It will be corrected in the next edition. Can the AP/FDs be kept on below the minima on a RNP approach? For RNP approaches using the “FINAL APP” guidance the crew may elect to keep the FDs on below the minima. From Minima down to the MAP the FDs provide an additional guidance. At the MAP the FMA will change from “ FINAL APP” to HDG-V/S along with a triple click and FDs then become irrelevant and should be disregarded. RNP APCH briefing in the briefing guide advices the crew to switch off FDs at Minima. This maybe disregarded and the crew may elect to keep FDs on uptil the MAP. Briefing guide will be corrcted in the next revision.

Q31 A31

The AP must be must be disconnected by AP Minimum Use Height or MAP, whichever is higher. For Minimum Use Height of the AP, Refer to LIM-AFS-10 Autopilot Function Can the FDs be kept on below minima for all approaches that use “ FINAL APP” guidance? In addition to the RNP Approach, approved VOR and NDB approaches can also be done using the “ FINAL APP” guidance. However, since in most cases of VOR or NDB approaches the Final approach track is not completely aligned with the runway the crew should not use FDs below the minima for fully managed VOR and NDB approaches.

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INTERGLOBEAVIATION LIMITED

OPERATIONS NOTICE (AIRBUS) Q32 A32

FLT/OPS/N No: 57

How does ICAO classify Instrument approaches? The following table gives a broad classification of Instrument approaches:

Capt. Ashim Mittra Senior Vice President (Flight Operations)

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INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS) APPLICABILITY AFFECTED DEPARTMENTS ISSUED BY ISSUED ON VALID UNTIL

: : : : :

FLT/OPS/N No: 03

FLIGHT CREW(A-320) / SECURITY PERSONNEL FLIGHT OPERATIONS/AIRPORT OPERATIONS FLIGHT OPERATIONS FEBRUARY 23, 2016 WITHDRAWN SECRET

SUBJECT: SECURITY PROCEDURES – UNLAWFUL INTERFERENCE Reason for Issue Operations Manual Part A, Chapter 36 contains generic guidance material for the flight crew in case they face unlawful interference. This NOTAC contains specific procedures to be followed by IndiGo flight crew and other personnel in case of a hijack. This document is considered SECRET and will not be published on the portal. It will be issued by Flight Operations individually under signature to flight crew and other personnel who need to know its contents. The contents of this notice are for the information of bonafide recipients only and should not be shared with others. Operations Action Recommended 1.

Policy on Handling Aircraft Hijack Situation 1.1. Introduction This Policy has been developed based on the guidelines provided by the Bureau of Aviation Security (BCAS) for the purpose of assisting all agencies involved in civil aviation to respond effectively and expeditiously to a hijack situation. The Policy has been drafted keeping in view guidelines issued by the ICAO and the Contingency Plan approved by the Cabinet Committee on Security (CCS). It addresses best practices to be implemented in the event of a hijack. This is sought to be achieved by clearly laying down the response expected in a hijack situation by various agencies involved, keeping in view the guidelines laid down by BCAS. The basic objectives at all times remains release of the hostages without harm or loss of property or capitulation to demands inimical to national security. 1.2. Types Of Unlawful Seizure The following would be the types of unlawful seizure of an aircraft on the ground or in flight in which the Contingency Plan would be activated. a. Indian Registered aircraft after hijacking lands at an Indian Airport. b. Indian Registered aircraft after hijacking is being taken outside the country. c. Indian Registered aircraft after hijacking lands at a foreign airport. d. A foreign registered aircraft after hijacking lands at an Indian airport. e. An aircraft is hijacked for being used as missile to attack strategic targets.

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INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03

The executive responsibility for crisis management would rest with the Central Committee chaired by the DGCA, and the Aerodrome Committee, functioning under its guidance/supervision at the airport level, where the hijacked aircraft lands. Necessary authority and resources would be available to the Aerodrome Committee for taking on the spot decisions and actions based on the assessment of the ground situation 1.3. Other Categories of Unlawful Interference Besides the hijack situations contemplated in Para 1.1.1, the following acts of unlawful interference against an aircraft/airport can be visualized: a. City side/land side:  Car borne attacks involving terrorists/ fidayeen elements using explosives at the alighting area; possibility of terrorists/ fidayeen elements intruding into reception areas, check in areas, SHA and into the air side;  Terrorists/ fidayeens using modes other than vehicles engaging in the same kind of activity.  Attacks against vital installations on the city side.  Acts of sabotage on the city side including car bombs in parking areas. b. Entry through perimeter areas Into the air side followed by attacks on aircraft in parking bays as well as vital installations. c. Vital installations Attacks on such installations on either side d. Contiguous areas beyond AAI perimeter Missile attacks/ or use of standoff weapons against aircraft/ facilities from outside the airport perimeter particularly the funnel areas. e. Criminal activity in and around airports Such activity could act as a facilitator for terrorist attacks. (Some of these attacks could involve hostage taking) Such acts would be resolved within the framework for handling internal security incidents by the State Government through an integrated response system, which incorporates the first reaction role of QRTs (Quick Reaction Teams) at the airports, since these situation are similar to situations of such unlawful acts against any vital installation, public utility etc. 2.

On Line Response to Hijack Of an Aircraft 2.1. Objective Near instantaneous intimation of occurrence of a hijack to those concerned with crisis management and immediate response by the latter by way of decisions/actions is of the essence. 2.2. Instantaneous Communication 2.2.1 Role of Pilot /Crew In case of an unlawful interference, entry to the cockpit is not permitted and must be prevented at any cost. Page 2 of 8

INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03



In the event of a hijack, the Lead Cabin Attendant is to advise the Captain, as soon as possible, on the interphone system about the hijacker(s) presence in the cabin. She should be aware that there may be other as yet unidentified (sleeper) hijackers on board.  In case a hijacker wants to force entry into the cockpit, the Cabin Attendants are required to contact the cockpit and use the following code: “Captain, please UNLOCK the door.” The word UNLOCK is critical. In such a situation, cockpit entry will be denied. On receipt of the hijack code from the cabin attendant, the crew will: a. Immediately notify the appropriate ATS Unit of being subjected to unlawful interference and any significant circumstance associated therewith and any deviation from the flight plan necessitated in order to enable the ATS Unit to give priority to the aircraft and to minimize conflict with operations of other aircraft. b. When circumstances prevent clear and concise radio transmissions, for example, if the hijacker(s) has gained access to cockpit, the following discrete communications message/procedure, if possible, may be used: VHF communication is set up as follows: The Captain:  Ensure the captain’s speaker is off.  Use his headset.  Monitor emergency frequency 121.5 MHz on No. 2 transceiver. The First Officer will:  Monitor ATC on No.1 transceiver.  Place the first officer’s speaker ON to give the hijacker the impression that he is receiving all transmissions. c. Operate the Secondary Surveillance Radar (SSR) transponder, if the aircraft is equipped with the same, in order to indicate that it is threatened by grave and imminent danger and require immediate assistance: i. On Mode A, Code 7500, to indicate specifically that it' is being hijacked or subjected to unlawful interference. ii. On Mode B, Code 7700, to indicate that the situation is grave and immediate assistance is required. d. Adhere to the following procedures if the pilot is unable to notify the ATS Unit of the unlawful interference: i. Unless considerations aboard the aircraft dictate otherwise, attempt to continue flying on the assigned track and at the assigned cruising level at least until he/she is able to notify an ATS Unit or comes within radar coverage. ii. If the pilot departs from his assigned track or assigned cruising level without being able to make radiotelephony contact with the ATS, he should:a. Attempt to broadcast a warning on the VHF channel in use or VHF emergency frequency and other appropriate frequencies unless considerations aboard the aircraft dictate otherwise. b. Use the ACARS 7500 RPT to communicate emergency information in the form of an encrypted message. Page 3 of 8

INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS) c. d. e. f.

g.

h.

i.

3.

FLT/OPS/N No: 03

Other equipment such as on-board transponders, data links, etc., should also be used when it is advantageous to do so and circumstances permit; and Proceed in accordance with applicable special procedures for in-flight contingencies, as mentioned in Operations Manual, Part A, Para 36.1.9.3 Crew may use any secret facility installed in the aircraft i.e., cellular phones/satellite based phones to communicate with the ground. The Commander/crew will endeavor to extract as much information about the hijackers as possible, and make every possible effort to communicate the description, number of offenders and arms carried by them and their intentions to the ATC and all other relevant developments/information. Predetermined codes may also be used for this purpose. The crew may send an ACARS 7500 RPT to communicate details of the situation in an encrypted message. The commander of the aircraft, as directed by the ATC and without jeopardizing the safety of aircraft, shall make all efforts to land at an Indian airport, preferably an airport designated for this purpose, namely Mumbai, Kolkata, Chennai, Thiruvananthapuram, Nagpur, Hyderabad, Ahmedabad, Bengaluru, Guwahati, Chandigarh, Jaipur and Lucknow. Pilots / crew should be aware of the various actions which would be taken by the ground team for the immobilization of the aircraft, cordoning it etc. in such a crisis. Refer para 3.1.1 a (i) & (ii) below. The Commander of the hijacked aircraft should contact his airline at the earliest on VHF/ HF or DATA link and pass on details of the situation and his intention.

Immediate Ground Response

The Commander should anticipate that security forces (BCAS etc.), who have the necessary powers, will begin to exercise their powers and their authority to control the future course of events as soon as the incident is reported. From this point, responsibility of the Commander diminishes and he adheres to the lawful instructions of the police or security forces to the extent that he considers it to be consistent with the safety of the aircraft, passengers and crew. 3.1 Inter Agency Combined First Response At Affected Airport Following action will be taken forthwith on receipt of information by the concerned functionaries without waiting for any instructions or decisions of the Central Committee/COSAH/CCS. a. Action by In-charge Aerodrome (Airport Operator): i.

ii.

Immediate action to immobilize a hijacked Indian registered aircraft which lands at an Indian airport. Prior to immobilization, efforts will be made, to first direct the Aircraft to an Isolated Parking Bay, for this purpose. Employ possible strategies/ methods for immobilizing the aircraft including:– Positioning of obstacles on the runway like vehicles / fire tenders; – Deflating of tyres by personnel coming from rear end; – Putting off the lights of the runway/ taxi track (at night); Page 4 of 8

INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03

–

iii.

iv. v. vi. vii.

Any other means, without endangering the safety of the aircraft and the security of passengers. Establish a controlled area covering the main incident area. Within the controlled area, an inner cordon should be established surrounding the actual incident with a Forward Control Point to control all access to the inner cordon. The inner cordon is normally armed. The purpose of the inner cordon is to isolate the incident and prevent access to the incident by the public or press and contain any breakout by the perpetrators. Access to the inner cordon will be permitted only with the concurrence of the Forward Control Point commander. It is important that the Forward Control Point be mobile; The Forward Control Point (FCP) shall be manned by an AAI Communication Officer, Dy. CASO and Airline Officer deputed by IndiGo Airport Manager. Arrange catering for passengers; Arrange the immediate induction of the Bomb Disposal Squad at the airport. Position Fire tenders as per the prescribed drill.

b. Contact with pilot i.

4.

Contact with the pilot of the hijacked aircraft shall be established only by the ATC, Chairman Aerodrome Committee, the Negotiating Team and the Chairman Central Committee. No other official / person shall establish contact with the pilot of the hijacked aircraft. Advance Preparedness at the Airport

4.1 Meet Requirement Of Aircraft Commander As the Commander is responsible for the safety of the passengers, crew and aircraft, his requirements will be ascertained and met whenever possible by In-charge Aerodrome and ATCO as the case may be. 4.2 Provide Administrative Arrangements The In-charge Aerodrome (Airport Operator) with the help of other agencies will make arrangements for: a. Adequate number of mobile emergency lights for use in any contingency or in case it is decided to surround the aircraft by strong spotlights and floodlights at night to prevent the perpetrators from observing the activities in the adjacent area; b. Food, water, fuel and other requirements of the crew and passengers of the affected aircraft. c. Positioning of fire/ crash tenders and other emergency services at strategic points; 4.3 Advance Preparedness By Interglobe Aviation Ltd (Indigo) The InterGlobe Aviation Ltd (IndiGo) Airport Manager/OCC will be responsible for: a. Ensure that the flight crew is supplied with a condensed kit of valid emergency navigation material for locations, which are not normally on route. This technical navigational emergency kit will assist the crew to land the aircraft safely at an airport with which they are not familiar. Onboard Jeppesen Page 5 of 8

INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03

documents comprising Jeppesen enroute and approach charts, airport directory, ATC and Emergency Sections fulfill this need. b. Fill in the prescribed Performa of unlawful interference and forward the same, along with the written report of the pilot-in-command, to the Appropriate Authority, i.e. BCAS by the quickest possible means. c. Ensure that the crew are trained to observe the following norms in handling the hijackers: DO's       





Keep hijackers calm and well composed. Do not allow hijackers into the cockpit, using tact and diplomacy. Make a mental note and if possible, give the Pilot in Command (PIC) a description of the hijackers and weapons being carried. Calm the hijackers and reassure them by showing concern and willingness to cooperate. Offer fluids and food as often as possible. Attempt to talk hijackers into abandoning their plans In the event of landing at an airport either on the direction of the hijackers or for refueling and servicing, the crew should: – Maintain contact with the authorities at the airport – Report the emergency situation promptly and accurately. – Put the hijacker in direct contact with the ground authorities for negotiations. – Concentrate on making every effort to obtain release of the passengers. Attitude of the crew members towards the hijackers may prove vital to the successful termination of the incident. Personal approach is useful in the case of a single hijacker, especially when only one crew member deals with him. With a view to establishing rapport with the hijacker, interest should be shown in his problem and he should be encouraged to talk. Any relationship thus established could be invaluable in achieving the primary objective, viz. the safe release of passengers and crew on board. Operational problems, such as fuel shortage, lack of landing facilities, etc should be explained to the hijackers and they should be made to understand the operating procedures for maintaining minimum safety standards in a manner that will elicit their full cooperation.

In a hijack situation, the Government of the country of landing will undoubtedly be the prime negotiator. Other Governments may be involved and play critical roles. Delays may be considerable and deadlines may have to be passed. While the situation may be difficult and frustrating, crew should endeavor to be patient. Each deadline that can be successfully passed is a positive step towards a satisfactory conclusion of the incident. Annex 6 (Part - I) to the Convention on International Civil Aviation and Chapter 3 of the Tokyo Convention specify the powers of the Pilot-in Command and authorize specific action to be taken by him in the event of an unlawful act. (Refer Operations Manual Part A, Para 36.1.9.2.1) The Pilot-in-Command should hold command of all crew members including any Airlines security personnel. If the Pilot-in Command is unable to do so, another qualified member of the crew should assume command in accordance with the sequence provided in the Operation Manual. All crew members shall obey the directions of the Commander and shall assist him in every way.

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INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03

DON'T's          

5.

Do not antagonize or irritate the hijackers or enter into an argument with him/ them, especially on politics. Do not allow passengers to get excited or resort to action in an attempt to overpower the hijackers, which may jeopardize safety. One practical measure to restrain passengers would be to instruct them to fasten their seat belts. Do not talk down to the hijackers or appear over-clever, or hurt their self-respect. Do not let them feel concerned and ensure that only one crew member approaches a hijacker at a time. Do not mention insanity or mental disorders. Do not annoy the hijackers by refusing to carry out their orders. Do not make sudden movements and have whispered conversations. Do not try to disarm the hijackers. Do not allow passengers to interfere After the event, do not speak to the press/media personnel at any time without proper permission from the CEO or designate.

Essential Communication Infrastructure And Links

5.1 Aircraft Communication equipment (as specified by DGCA) shall be installed in Indian registered aircraft, by the Aircraft Operator, to facilitate communication with ground stations in case of a hijack. This could include secret facilities i.e. Cellular phones/satellite based phones etc. All aircraft are equipped with VHF / HF/ SSR Transponder and ACARS for communication with ground. The aircraft CVR should be kept 'ON' while on ground with engine running. 6.

ACTION TO BE TAKEN ON TERMINATION OF A HIJACK INCIDENT

6.1 Reports To Cosca Action by InterGlobe Aviation Ltd (IndiGo) / In-Charge Aerodrome (a) The following agencies shall send their written report in the prescribed format to the Commissioner of Security (CA), BCAS by the quickest possible means: a. The affected air carrier along with a written report of the pilot-in command. b. The Aerodrome Officer in-charge

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INTERGLOBE AVIATION LIMITED

NOTAC (AIRBUS)

FLT/OPS/N No: 03

6.2 Registration Of A Criminal Case 6.2.1

Action by Airline

(a) A criminal case of unlawful interference to civil aviation under relevant sections of law shall be got registered, normally by the Airline concerned, at the appropriate police station for facilitating the investigation and prosecution of offenders. 6.3 Safe Custody Of Documents/ Material Relevant To The Hijacking 6.3.1

Action by all concerned

All documents and materials relevant to the investigation of the act of unlawful interference shall be kept in safe custody by the agencies concerned and handed over to the authorized agencies as per requirement. The content of NOTAC 67, dated 07 April 2010 has been re-issued in this notice.

Capt. Ashim Mittra (Vice President – Flight Operations)

REFERENCES: NIL

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