Recurrent

Training

WEIGHT Limitation

A320 Max Ramp:

77,400KG.
Takeoff:
77,000 KG.
Max Landing:
64,500KG.
Max Zero Fuel:
61,000KG

Operation Limits
Max 90 X-wind component for T/O& Landing
including gusts
38 knots
Max wind speed for passenger door
65
Cargo door open other side
40(50)
CLOSE
65 knots

Speed Limits

Max operating speed (VMO)/(MMO):

350 KIAS/.82M
Max gear extension/ retraction (VLO):
250/220 KIAS
Max gear extended (VLE):
280 KIAS / .67M

Turbulence Penetration
REFER TO QRH OPS.01

(OPERATIONAL DATA SECTION)

FLAPS SPEEDS

MAX ALT
VFE FLAPS 1
FLAPS 1+F
FLAPS 2
FLAPS 3
FLAPS FULL

FL200
230kts
215kts
200kts
185kts
177kts

POWER PLANT
Starting

635c
T.O&TOGA
635 5 min 2 eng
635 10 min 1eng
MCT
610c
Max N1/N2
100/100%
MIN Oil temp
-40
Min Oil qty PRO-NOR-SOP-04 P 6/8
11qt 0.3/h

Start duty cycle

3 cycles 1st 2 2min on
15 sec off
3rd 1min on 30 min off

Or 4 min continuous crank

No engagement of starter
10% N1 on ground 18% in
flight

APU

Supply Bleed 2/1 pack

FL150/200
Gen
FL390
Max Batt. Start
FL250
Starting EGT
900 C< FL 250 < 982 C
EGT700 C to 742 immediate shut down
Max N1 107 % then auto shut down
Low Oil level 10 hr operation more.
Starting Attempt
3 ATT., Then 60 min off before another 3 ATT.

Ice & Rain Protection

Engine anti-ice
Anti-ice must be on during all ground and flight operations when icing
conditions exist except during climb and cruise when the temperature is
below:
-40 C SAT.

Icing conditions exist on ground/ in flight:

Engine Anti-ice
OAT/ TAT 10 C or below
Wing Anti-ice
OAT/ TAT 5 C or below

FUEL
(0.785 KG. per Lit.)A320 Wing
WING tanks :691*2 =1382
INNER
:5,435*2 =10870
Center tank :6,476KG
useable fuel :18,728 KG.
Maximum imbalance between:
Left and right Inner tanks (Full/4.3/2.25)
1.5/1.6/2.25 Ton
Outer tanks (A319, A320):
530 KG.
Min/Max Fuel Temp. -43 C/54 C

LANDING GEAR

Max landing gear extension altitude:

25,000 ft.
Brake Fans: on 5 Min after Landing or
stop at Gate ( 500 C immediate.)
Max Brake Temp. for T/O Brake fans
off/on
300 C/150 C

LANDING GEAR

Max tire speed

195 kts.
Max taxi speed in turn when greater than 76
Ton.
20 kts.
Max taxi speed with
1/2 wheel deflected
in one side.
7 kts / 3 kts - 30.
Max N1 2 Eng. With Park. Brake on. 75%.

Autopilot / Autoland
After Takeoff (if SRS is indicated) (after 5
Sec)
and
100 ft. AGL
ILS CAT 1/Go-around
160/100 ft. AGL
NPA/Circling APP
MDA/MDA-100ft. AGL

MISC
Normal Hydraulic pressure
3000 Psi 200
Load Factor Clean /slates
-1g to +2.5g/0g to +2g
MAX Nor. P / safety valve setting/ Max
over press.
8.06/8.6/9.0 PSI

MISC
Max window open speed

200 kts.
Max windshield wiper operations speed (VWW
230 kts.

Max continuous load on generator

100% (90 KVA)
Max continuous load on TRU
200 A
Max OAT for avionics Vent. No time limit
49 C

MISC
A/C Dimension
Fire Cat-6

Memory Items
FCOM PRO-ABN Tome 1
Windshear/windshear ahead:
Windshear toga
TCAS:
traffic I have control
EPWGS:
PULL UP,TOGA

Memory Items
Loss of braking:
loss of braking

REV
MAX
BRAKE PEDALS
RELEASE
A/SKID& NWS
OFF
BRAKE PEDALS
PRESS
MAX BRK PRESS 1000 PSI

IF STILL NO BRAKING

PARKING BRAKE

SHORT AND SUCCESSIVE APPLICATIONS

Memory Items
Immediate action of emergency descent:
Emergency descent
Immediate actions Unreliable air speed
Toga 15% clmb 10% abv acc clmb 5%
Crew incapacitation:
Attention Purser to cockpit please
Stall recovery Stall warning at lift off

ENGINE

FADEC
Full Authority Digital Eng Control
N1 MODES
If no EPR is available (either sensed or computed)
the affected FADEC will automatically revert to N1
mode.
At the reversion to N1 mode (rated or unrated) an
equivalent thrust to that achieved in EPR mode is
provided until a thrust lever position change.
Autothrust control is lost. Alpha-floor protection is lost.

FADEC
Full Authority Digital Eng Control
RATED N1 MODE
An automatic reversion to rated N1 mode occurs in the event of
loss of sensed EPR. This occurs when P2 (engine inlet total
pressure) and/or P5 (LP turbine exit total pressure) engine
parameters are not available.

UNRATED N1 MODE
An automatic reversion to unrated N1 mode occurs in the event
of loss of computed EPR. The N1 rating limit, N1 TLA and
maximum N1 indications on ECAM E/WD are lost.

Note :
An overboost can occur during reversion in the unrated N1
mode, with thrust lever at full forward position.

Sequence
If, for any reason, the aircraft is above
the glide slope:
Crew action is required to bring the A/C onto
the G/S beam.

G/S Interception
SELECT FCU ALTITUDE ABOVE A/C ALTITUDE
CONFIGURE THE A/C

ENGAGE V/S
V/S MODE ( - 1800 ft/mn)
CHECK OR ARM APPR MODE
MONITOR G/S
G/S INTERCEPTION WITH RAW DATA

WHEN G/S*
G/S* ENGAGES, SET G/A ALTITUDE

G/S Interception
SELECT FCU ALTITUDE ABOVE A/C ALTITUDE
CONFIGURE THE A/C

ENGAGE V/S
V/S MODE ( - 1800 ft/mn)
CHECK OR ARM APPR MODE
MONITOR G/S
G/S INTERCEPTION WITH RAW DATA

WHEN G/S*
G/S* ENGAGES, SET G/A ALTITUDE

CHECK DECELERATION AND

CONFIGURATION

1000 ft
A/C stabilized

GLIDESLOPE INTERCEPTION
FROM ABOVE
If the aircraft is above the glideslope, the
system will not capture the G/S automatically.
The pilot must bring the aircraft onto the
glideslope beam, and select an appropriate V/S
to intercept it.
"LOC*"
ORDER
"FLAPS 2"
FCU ALTITUDE SET ABOVE A/C ALTITUDE
V/S mode
SELECT
Check
Approach mode selected

 When reaching VFE, the AP maintains VFE and

reduces the V/S without MODE REVERSION.
ORDER
"GEAR DOWN"
GROUND SPOILERS
ARM
ORDER
"FLAPS 3
FLAPS FULL
SELECT
ANNOUNCE
"G/S*"
GO-AROUND ALT
SET

Definition :
The incapacitation is defined as
Any condition which affects the health of a crew
member during the performance of duties which
renders him incapable of performing the assigned
duties.
(Airbus operations policy manual)
It occurs more frequently than many of the other
emergencies which are the subject of routine training.
It occurs in all age groups and during all phases of
flight.

Forms & Symptoms

It can occur in many forms varying from subtle partial
loss of function to obvious loss of consciousness or
sudden death.

Main symptoms :
Incoherent speech
Strange behavior
Irregular breathing
Pale fixed facial expression
Jerky motions either delayed or too rapid.

Recognition, Reaction
Keys for early recognition of the incapacitation
Cross check of flight instruments (call outs)
& routine monitoring particularly during
critical phases of flight.
High index of suspicion of subtle
incapacitation.
Behavior as a crew member:
In normal operations
Acknowledge to call-outs; monitor flight
path deviation.
As fit pilot...

Reaction
Appropriate reaction :
The fit pilot must :
Assume control & return to a safe flight path
Announce I have controls.
Ensure that the incapacitated pilot does not
interfere with the handling of the aircraft (use the
priority p/b if necessary).
40 sec

When appropriate... Engage the Autopilot to reduce workload.

Appropriate Reaction
The fit pilot must
Declare an emergency to ATC.

Involve the cabin crew.

Land as soon as practicable (considering all
pertinent factors).
Arrange medical assistance after landing.
and

Paper Procedure
Apply the Crew incapacitation procedure: (FCOM PRO 80-10-ABN)

Incapacitation
Types of Incapacitation:
Obvious Incapacitation:
Means total functional failure and loss the
capabilities, like heart problem, severe brain
disorder, severe internal bleeding etc.
Subtle Incapacitation:
It is difficult to detect and the effects can range
from partial loss of function to a complete
unconsciousness, might be from minor brain
problem, low blood sugar etc. as long as
crew member is considered as not aware.

Action to be taken when incapacitation has

recognized:
If before 100 reject and after 100 continue,
declare emergency.
Take over control saying Ive control.
Engage autopilot.
Declare an emergency.
PA call Purser to cockpit
Move the seat fully back after locking shoulder
harness and recline the seat back.

 It takes 2 crew member to remove him from his

seat
Request assistance from any medically
qualified passenger.
Check and request assistance if there is a type
qualified pilot on board
Request radar vectoring
Perform approach C.L early
Fly and land the a/c from your seat.

After landing and parking have the

incapacitated crew member off loaded and
into ambulance as quickly as possible
Note:
Keep the company operation department
informed at all times.

( ref FCOM 3.02.80 )

Ground Proximity Escape

maneuver

PIC
Disconnect autopilot
Pitch pull up to full back stick
Thrust level TOGA
Speed brakes retract
Wing level
Do not change configuration
Monitor radio altimeter for
increase in terrain clearance
When clear decrease pitch,
accelerate
When speed out of VLS and
positive rate clean up

SIC
Monitor action of PF
Verify all required action have
been completed
Call out any deviation
Call out any trend toward
terrain contact
Monitor v/s and altitude
Call out of VLS

Note: GPWS gives you

approximately 11 sec while
EGPWS gives you 120 sec to
act.

Alerts
"TERRAIN TERRAIN" "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 on analysis of all available
instruments and information.
"SINK RATE" "DON'T SINK" :
Adjust pitch attitude and thrust to silence the alert.
"TOO LOW GEAR" - "TOO LOW FLAPS" :
perform a go-around.

 "GLIDE SLOPE" :
Establish the airplane on the glide slope, or
switch OFF the G/S mode pushbutton, if flight
below the glide slope is intentional (non
precision approach).

Wind Shear
Sudden change of wind speed and / or direction over a short
period of time at low altitudes.
The aircrafts are equipped with wind shear aural warning or
predictive wind shear system (P.W.S.)
Precautions For Suspected Wind shear
Before T/O (reported)
Delay take off.
Evaluate by using observation & check weather condition.
Select the most longest & favorable runway (regarding wind
shear location)
Use weather radar or P.W.S to ensure flight path.
Use TOGA thrust.

WINDSHEAR AHEAD
The "W/S AHEAD" message is
displayed on each PFD. The
colour of the message
depends on the severity and
location of the wind shear.
Note : Predictive wind shear
alerts are inhibited above
100 knots until 50 feet.
W/S AHEAD amber
Apply precautionary
measures

WINDSHEAR

A red flag "WINDSHEAR" is

displayed on each PFD
associated with an aural
synthetic voice
"WINDSHEAR"
repeated three times.
If wind shear is detected
either by the system or by
pilot observation,
apply the following recovery
technique:

W/S AHEAD red

Takeoff
At takeoff
Associated with an aural
If before V1
synthetic voice
"WINDSHEAR AHEAD,
The takeoff should be
WINDSHEAR AHEAD".
rejected only if
Before takeoff
significant airspeed
Delay takeoff, or select
variations occur below
the most favourable
indicated V1 and the
runway.
pilot decides that there
During the takeoff run
is sufficient runway
remaining to stop the
Reject takeoff.
airplane.

 If wind shear is recognized before V1 the take off

must be rejected, only if significant airspeed
variations occur below indicated V1 & pilot
decides that there is sufficient runway remaining
to stop.
Or when P.W.S installed & an aural Wind shear
ahead which is inhabited above 100 Kts till 50 Ft
If wind shear is recognized after V1 perform wind
shear escape maneuver.

Predictive windshear Landing

Associated with an aural synthetic voice
"GO AROUND, WINDSHEAR AHEAD".
Note : If a positive verification is made that no
hazard exists, the warning may be considered
cautionary.

-THR LEVERS TOGA

-ANNOUNCE "GO AROUND-FLAPS"
-FLAPS RETRACT ONE STEP
-L/G UP SELECT
This includes the use of full back stick, if demanded.

Escape Maneuver

P.F
Disconnect autopilot

P.N.F
CLOSELY MONITOR FLIGHT PATH
AND SPEED.

TOGA thrust, wings level

Assure TOGA thrust

Announce (Wind shear go)

Closely monitor flight path,

speed & altitude

Follow SRS orders.

This includes the use of full
back stick if demanded.

Retract speed brake

Acknowledge (Wind shear go).

Do not change configuration or
retract landing gear until out of
shear

Call out any trend toward

terrain contact, or descending
path
Recover smoothly to normal climb when out of shear.

During Approach (reported)

Delay landing or divert to another airport until
conditions are more favorable.
Evaluate by using observations & check weather
conditions.
Use weather radar & P.W.S (if installed).
Select the most longest and favorable runway,
(regarding wind shear location and has appropriate
approach aid ex. ( ILS).
Select flaps 3.
Use managed speed in app (as GS mini function will
carry extra speed in strong wind (condition).
Check both FDs engaged in ILS, FPA or V/S.

Wind Shear Go
If aural Go around, wind shear ahead if P.W.S
is installed, or when the following parameters
are an early indication of wind shear when
flying below 1000 Ft AGL
Deviation From Normal

1
5
15
500
Power

1 dot displacement from glide slope

5 degrees pitch
15 knots indicated air speed
500 fpm vertical speed
Unusual thrust lever deviation or
changes

 Then the call is wind shear go and apply

WIND SHEAR ESCAPE MANEUVER.
Note :
If engaged, the autopilot disengages when is
greater than prot.
If the FD is not available, use an initial pitch
attitude up to 17.5. If necessary to minimize
the loss of height, increase this pitch attitude.

Rejected Take Off

The decision to reject the T.O. & the stop action
is made by the captain, it is there
recommended that the captain keeps his hand
on thrust levers until V1
The V1 is not a decision speed it is the max
speed at which the brakes should be applied &
should be initiated immediately to stop aircraft
on the available runway
ENERGY
=
MASS x VELOCITY2

At low speeds energy required to stop

airplane is low, so airplane should be
stopped below 100Kts for:
1.
2.
3.
4.

Master caution or warning.

Unusual vibration.
Tire failure.
Captain should consider discontinuing if any
Ecam warning/caution is activated.

After 100Kts the aircraft is at high speed

and rejecting is more serious as speed is
approaching V1 especially on slippery
runways, the reject should be due to:
1.
2.
3.

Fire warning or severe damage

Sudden loss of engine thrust (failure)
Unsafe configuration may indicate that the
aircraft will not fly safely

ALL Ecam RED warning

Any amber Ecam caution listed below
Side stick fault
ENG,fail
ENG Rev unlock
ENG Rev fault

Reject T/O Procedures

Captain

First Officer
Call
Verify auto brake or
stop
monitor full brakes
Thrust lever
idle
Rev thrust max available application.
Reverse Confirm.
Cancel any audio
warning

Consider position of the aircraft to keep any possible

fire away from fuselage. (Nose into wind)

Captain
Reverse
Stowed
Parking brake
On
PA call
Attn crew at stations
Call
Ecam action

ATC

First Officer
Inform

(VHF1)

On ground
Emer/evacuation C.L
locate
Ecam actions
Initiate

After completion of Ecam

If evacuation is
required refer to
On ground
Emer/evacuation C.L

The aircraft should

remain stationary
while crew evaluate
situation.

Inform A.T.C of
intentions and
assistance

 Notes:
Full reverse may be used until complete stop but, if
there is enough runway reduce when passing 70kts.
If auto brake response not appropriate, full manual
braking should be applied. Dont clear runway until
its clear that evacuation is not necessary.
If normal brakes inoperative switch the antiskid &
nose wheel steering to off & modulate brake
pressure at or below 1000psi.
If A/C comes to complete, stop using auto brake
release it by disarming speed brake.
(Ref FCOM 3.2.10)

On Ground Emergency / Evacuation

Evacuation is a very crucial decision and may end up
with a number of injuries, therefore every effort must
be made to assess carefully the situation before taking
evacuation decision.
In case of on ground engine, APU or cargo fire, the fire
drill and checklist must be completed and a positive
confirmation obtained from fire fighting personal or the
tower that fire is still persisting.
To ensure fire agent effect, a 30 seconds must be
allowed after any bottle discharge.

CAPTAIN
A/C parking brake
On
Call for Ecam or
evacuation C.L
ENG master 1, 2
Off
Cabin crew notify Cabin
crew at Stn
Evacuation
Initiate
On PA Evacuate,
Evacuate, Evacuate
from LH or RH or FWD
or AFT

FIRST OFFICER
ATC on VHF no.1
Notify
P
(only if manual CAB PR
is used) Check Zero.
If not select manual v/s
control fully up.
Agents (ENG, APU)
As required.
Fire push button
(Eng&APU) Push.

CAPTAIN
Silence evacuation
Alarm
Get out of seat manually
Use your torch
Proceed to cabin to assist
Check that all persons have
evacuated, Evacuate a/c
from any suitable exit
preferably on the left side
PIC is the last person out
Take command of ground
operation

FIRST OFFICER
Get out of seat manually
Use your torch to find
your way
Proceed to cabin
Evacuate through any
suitable exit preferably
on right hand
Assist passengers on
ground & direct them
away from a/c

If Evacuation Is Not Required

Captain
PA
Cabin
crew & passengers keep
your seats

Clear active runway if

possible or

call for ground assistance

Check brake cooling
schedule
Decide next course of
action
( Ref FCOM 3.2.80 )

First Officer

Obtain clearance from

A.T.C. to clear runway
Check brake cooling
schedule

Sequence
Initial Climb

Acc. + Clean Up

ECAM
ECAM

ECAM
ECAM actions
actions

F
F

FLY
FLY the
the aircraft
aircraft

OPEN CLB
MCT

Green dot
E.O
E.O ACC
ACC ALT
ALT
ALT or
PUSH to LEVEL OFF

V
V11

V
VRR

E.OUT

400
400 AGL
AGL

Climb
Climb

Fly the Aircraft

Engine failure
failure
- Cancel warning
- Gear Up
- Consider TOGA
- Pitch adjust, Beta target
- Consider A/P

Reduce Pitch

Monitor speed!

Beta Target & Trim

Moves at
1 deg/s

TOGA
USE of TOGA at PILOT'S DISCRETION
TOGA requires more rudder input.
Note:
Setting TOGA, when out of SRS mode with slats extended,
triggers go-around mode

Cues

Note: ECAM actions can be stopped at any time

on pilot flying request for trajectory ,
configuration ...

Cues for damage

Some cues might be:
- High vibration prior to engine stopped
-Stall

- Oil quantity very low or low press

- Hydraulic failure
- N1 or N2 around xx

ECAM
QRH

SUCCESSFUL:

Normal operation (after T/O C/L)

ECAM
QRH

SUCCESSFUL:
UNSUCCESSFUL :

Normal operation (after T/O C/L)

- Reaching STATUS
- Continue STATUS

after T/O C/L

Status

Procedure
After V1 maintain Rwy center line using rudder.
At VR rotate smoothly rotate 12.5 then after air
born follow SRS.
Positive rate order gears up.
Fly
-B. Target centered
Trim the rudder

Navigate
Rwy, TRK, HDG

Communicate
Declare emergency
(mayday)

 400 ft (AGL) and path stabilized

-Order Ecam action
-PNF reads Ecam
-PNF IGN start
-PF moves the affected engine
PNF confirm
-PNF select the affected master s/w
While PNF confirm
Check for damage, if no damage
(Primary Ecam action completed)

IGN
Idle
Off

Engine damage (may be accompanied by)

Loud noise
Significant increase in A/C vibration and/or
buffeting
Repeated or uncontrollable engine stalls
Associated abnormal indications such as
hydraulic fluid loss, or no N2 indication
If damage is confirmed
Engine fire P/B
..Push
Agent 1
..Discharge
(Primary Ecam action completed)

 Reaching E.O. acceleration altitude

-V/S
Push
-Accelerate, retract flaps, speed at green dot
-Altitude sel
Pull
-THR lever
MCT
-Continue Ecam action

If no damage consider Eng. Relight C.L.

If damage or if engine relight is unsuccessful
-Continue . Engine shut down

-Affected system
Review
-After T.O. C.L.
-Status
-Start APU:If Eng 1 fire P.B. is pushed APU
bleed must not be used.
-If Eng 2 fire P.B. is pushed APU bleed may be
used, X bleed shut
Land A.S.A.P check for:

-A ATIS (wx) of departure or T.O. alternate

airport
-B Briefing & FMGS preparation completed
-C (i) Approach with 1 eng inoperative C.L.
(ii) Overweight landing C.L.
(iii) Approach C.L.
-Notify cabin crew (pursuer to cockpit)
-If time permits notify passengers (P.A.) or
dedicate it to pursuer
-Advise A.T.C. ready for approach

RECONFIGURATION LAWS

Normal Law

Normal Law

Alternate Law
Failures*

Normal Law

Alternate Law

Direct Law

Failures*

Conditions

Failures*

Normal Law

* Refer to FCOM 1.27.00

Alternate Law

Direct Law

Alternate to direct (Conditions)

Conditions
-- L/G
L/G down
down

Alternate Law

Direct Law

RECONFIGURATION CONTROL
LAWS
Depending on the failures occurring to
the flight control system,
There are 3 levels of reconfiguration :
1. Alternate law
They are two levels of alternate law :
with and without reduced protections.
2. Direct law
3. Mechanical

ALTERNATE LAW WITHOUT

REDUCED PROTECTION
This is identical to alternate law except that it
does not include the low-speed stability or the
high-speed stability.
It includes only the load factor limitation

EMERGENCY
DESCENT

Recognition of Imminent or Actual Rapid

Decompression
- Loud bang
- Fog in cockpit
- Excessive cabin V/S
(uncontrollable)
- Excessive cabin altitude
(warning)

Emergency Descent Entry Technique

It assumes the use of Auto pilot
Actions for descent are performed within 2 loops:

The 1st loop establishes the aircraft in descent,

The 2nd loop is used to adjust the desired targets
(ALT - HDG - SPD high or low)
low
(This standard procedure does not take into account
RVSM operation)

Emergency Descent Technique

1. OXY masks ON
Communication established
2. Descent (1st loop)
3. Target adjustments (2nd loop)
4. ECAM / check list

1. OXY masks ON

CAPT announces:

Emergency Descent

1. OXY masks ON

Masks on !

1. OXY masks ON
then establish communication

Switch interphone and interphone volume ON !

( If not already done )

2. Descent (1st loop): PF memory actions

ALT knob TURN then ...

PULL

2. Descent (1st loop): PF memory actions

ALT knob TURN then ...

PULL

2. Descent (1st loop): PF memory actions

Turn HDG knob off Airway and Pull !

2. Descent (1st loop): PF memory actions

Turn HDG knob off Airway and Pull !

2. Descent (1st loop): PF memory actions

2. Descent (1st loop): PF memory actions

PULL SPEED knob !

2. Descent (1st loop): PF memory actions

PULL SPEED knob !

2. Descent (1st loop): PF memory actions

2. Descent (1st loop): PF memory actions

Check FMA !

2. Descent (1st loop): PF memory actions

Extend speedbrake !

2. Descent (1st loop): PF memory actions

2. Descent (1st loop): PF memory actions

2. Descent (1st loop): PF memory actions

PNF actions
SIGNS .. ON
ENG Start SEL ... IGN
ATC .. Notify (Obtain HDG/ALT)
if... CAB ALT > 14000 ft
PAX OXY Masks MAN ON

3. Target adjustments (2nd Loop)

Select cleared ALT or MORA !

MORA
59

3. Target adjustments (2nd Loop)

Adjust cleared HDG

MORA
59

3. Target adjustments (2nd Loop)

If damage suspected : Maintain current SPD ...

MORA
59

3. Target adjustments (2nd Loop)

...by selecting SPD/MACH-mode
!
SPD/MACH

MORA
59

3. Target adjustments (2nd Loop)

MORA
59

3. Target adjustments (2nd Loop)

No damage:Set speed target to MMO

MORA
59

3. Target adjustments (2nd Loop)

Request ECAM actions

& / or
Check List (if no ECAM)

Excessive Cabin Altitude

Cabin pressurization is controlled by 2
Auto systems, which controls the
operation of outflow valve to regulate
cabin altitude, P and cabin vertical
speed.
It is also controlled by manual control
which controls the position of outflow
valve.

Decompression
Slow Decompression
Due to:
1. Damaged door seal.
2. Pack 1+2 fault (unless fault was due to
overheat & overheat was out)
3. Hot air fault (with valve open & duct over heat
persists)
4. Skin valve fault (with both blower & extract
override & still unsuccessful)
5. Dual bleed fault (with no APU AVL & leak on
side 1, Eng 1 fire or start air valve failed open)

 For all of the above descent to max FL 100 or

MEA, except in no. ( 5 ) descend to FL 200 &
start APU & select 1 pack on or 2 packs up to
FL150 & refer to C.L.
If time permits check the second press sys &
manual control

Rapid Decompression
No Structure Damage: Descend to max FL
100 or MEA with MMO/VMO or expedite mode
Structure Damage: Descend to max FL 100 or
MEA using speed at time of emergency & may
extend L/G

To Identify Structure Damage

Cabin vertical speed with high rate, It could be a part
of fuselage structure is damaged
Loud Boom & rush of air
Fogging of air in the cabin
Sharp drop in temp
Pain in ears, could be bleeding
Body pain, dizziness & nausea

Emergency Descent
-Crew oxygen mask on.
-Recommendation to descend with Autopilot
-When flying in RVSM, ATC contact must be achieved

PF

Altitude knob turn & pull

HDG selector turn & pull
Pull speed
THR lever idle (if A/THR not
engaged)
Speed BRK full (allow speed
to increase to use of spd
BRK)
Set MEA or 100 whichever is
higher.
Return to hdg or as cleared.
Select MMO/VMO or
expedite if no damage.

PNF

Select seat belt

On
Eng selector
IGN/start.
Declare emergency
(confirm with captain).
Squak
7700
(If no ATC contact or ATC
clearance).

PF
Maintain present speed if
damage & reduce to 250kts
at FL 250 & extend L/G DN
then spd increase to spd at
time of emergency.
Select full speed BRK.
If A/THR was manually at
idle select A/THR at climb
gate & A/THR P.B.
2000 ft to level off reduce
spd from VMO to LRC or as
required.
Retract speed brake.

PNF

Passenger oxygen
Manual
on when cab Alt>14000ft.
Obtain MEA.
ECAM action.
Read excessive cab Alt C.L.

At level off
P.F

P.N.F

Determine the distance to

Announce on PA
(Crew & passenger,
the closest suitable
oxygen is no longer
airport .
needed)
Calculate A/C fuel
Call purser to cockpit
endurance at new altitude
& clarify the available
Assess the situation &
options.
determine next course
of action.
Ref . FCOM 3.02.80.p7 , 3.01.35, 3.02.21 .p 3.02.36 p3

Slats /flaps jammed

Why flaps or slats can be jammed

- Wing Tip Brake activation
- Dual Hydraulic failure
- SFCC failure
- Handle inop
- etc.

Different Failures
Failure examples:

Slats locked
Flaps fault

First action to take

Pull & Select appropriate speed!

ECAM actions

ECAM actions + Status

GPWS
QRH

GPWS

Procedure
In Flight

Approach preparation

Approach
Go Around

Landing

In flight

First read the VLS CONF

FULL value on the PERF APP
page to determine VAPP (or
use QRH 2.31).
* Then, select CONF 3 on the
PERF APP page.
*

Approach Preparation

Approach

It is recommended to fly a stabilized approach

No use of autopilot below 500 ft

Go Around
When no more SRS, select
appropriate speed

If diversion,
consider fuel
consumption.
consumption

Example
Slats locked at 0:
Landing Configuration
Landing Speed
Landing Distance

: 3
: VREF + 25
: Multiplied by 1.3

The aircraft is normally in the following configuration:

Flaps Lever Position 1

Example
Procedure:
- VFE NEXT - 5 Kts is selected

Example
Procedure:
- VFE NEXT - 5 Kts is selected
- Speed decreases

Example
Procedure:
- VFE NEXT - 5 Kts is selected
- Speed decreases
- When below VFE NEXT:
Select Flaps 2

Example
Procedure:
- VFE NEXT - 5 Kts is
selected
- Speed decreases

Slats / Flaps Jammed

Fly

Navigate

Communicate

A.P. on
Normally
Advice A.T.C.
Speed Select
Flt control problem

During T.O. & acceleration

-Select spd to avoid acceleration

(lower than VFE)
-Ecam action, status
-Landing with slats or flap jammed C.L. status
-Check departure airport
1. Wx
2. Landing distance
-Check over weight landing C.L (If needed)

During approach
-Select spd to avoid deceleration
-Advice A.T.C. to delay app.

(hold in standard app, more vectors in radar vector)

-Ecam action, status
-Landing with slats or flaps jammed C.L. (2.04)
-Select configuration until flaps 3
-Check LDG Conf/ App Spd/Ldg following failures
(2.32)
Determine Delta VREF, multiply LDG dist (conf full)
According to actual flaps setting

-Calculate VAPP =Vref (conf full) + Delta Vref

-Calculate LDG Dist
Actual LDG Dist conf full (4.03) x correction
-Check GA max speed according to actual conf
(2.05)
Recommended speed Max speed 10kts
-Update the app briefing
-Approach C.L.
-Ready for app
-Continue speed select

Dual Hyd Failure

Dual Hydraulic

Sequence

1. Failure
2. STATUS
3. Approach preparation
4. Approach & landing

G+B Failure

PF

PNF

FLIES
NAVIGATES

ECAM ACTIONS

PERFORMS ECAM
ACTIONS

COMMUNICATES

STATUS

Fly the Aircraft

LOSS
LOSS OF
OF AP
AP
+
ALTERNATE
ALTERNATE LAW
LAW
++
DIRECT
DIRECT LAW
LAW
(when
(when L/G
L/G DOWN)
DOWN)
+
LOSS
LOSS OF
OF SOME
SOME FLT
FLT CTL
CTL
COMPONENTS
COMPONENTS

MAKES
MAKES HANDLING
HANDLING
MORE
MORE DEMANDING
DEMANDING

Navigates

CONSIDER:
IN CRZ: THE CLOSEST
AIRPORTS
SHORT TERM DECISION

OR, HOLD AT THE CLOSEST

FIX
OR, HOLD AT PPOS

Communicates

MAYDAY MESSAGE
FOLLOWED BY
IMMEDIATE INTENTION.

G+B

Status
QRH 2.11
LDG GRAVITY
EXTENSION

HYD SUMMARY
1.11

When STATUS analyzed

and computation completed :
DECISION
DECISION MAKING
MAKING process

PF

Decision

PNF

FLIES
NAVIGATES

ECAM
ECAM ACTIONS

PERFORMS ECAM
ACTIONS

COMMUNICATES
STATUS
WEATHER
LDG DIST
OPERATIONAL AND
COMMERCIAL
CONSIDERATIONS

DISCUSSION

ATC

DECISION

PURSER / PAX
OPS

NOTIFY

Approach Preparation
FMGS STANDARD PREPARATION

+ MANUAL INSERTION OF
APPR
APPR SPD
SPD

First read the VLS CONF

FULL value on the PERF
APP page to determine
VAPP (or use QRH 2.31).
* Then, select CONF 3 on
the PERF APP page.

Approach Briefing

WHERE ARE RECALLED AND

DISCUSSED :

STD BRIEFING
+ SPECIFIC BRIEFING

QRH 1.11

SUPPORTED BY
STATUS
STATUS PAGE

FOR APPROACH

HYD SUMMARY

FOR GO AROUND

and

QRH

Approach and Landing

CONFIGURATION

LANDING GEAR
FINAL APPR
GO AROUND

LANDING &
DECELERATION

EXTENSION

Landing Gear Extension

X3

Final Approach

APPROACH IS CONDUCTED:
- IN MANUAL THRUST
- IN DIRECT LAW
- WITHOUT A/P
- WITHOUT SLATS

Landing and Deceleration

BE AWARE OF:
- ABNORMAL BRAKING ACTION
- LOSS OF NOSE WHEEL STEERING
- LOSS OF ONE REVERSER

G+Y Failure
THE DUAL HYDRAULIC FAILURE CASE
GREEN + YELLOW
MUST BE CONDUCTED IN THE SAME MANNER

LETS ANALYSE WHAT THE MAIN

DIFFERENCES ARE
THROUGH THE 2 STATUS PAGES . . .

GREEN + BLUE

GREEN + YELLOW

Configuration
UNUSUAL SEQUENCE:
CONFIG 1 ; 2 ; 3 ; THEN L/G
DOWN

DIRECT
DIRECT LAW
LAW
BEING STABILIZED AT VAPP
ENSURES THAT THE AIRCRAFT
IS TRIMMED FOR THE
APPROACH

Final Approach
FINAL APPROACH CONDUCTED:
- IN DIRECT LAW
- WITHOUT FLAPS (HIGH PITCH)
- WITHOUT STABILIZER
(DISREGARD USE
USE MAN
MAN PITCH
PITCH TRIM
TRIM
ON FMA)

Landing and Deceleration

(7
(7 FULL
FULL BRAKE
BRAKE APPLICATIONS
APPLICATIONS ARE
ARE AVAILABLE)
AVAILABLE)

DECELERATION :
- NO REVERSERS
- NO ANTISKID
(BRK
PRESSURE MONITORED BY PNF)
- PARTIAL LOSS OF GND SPOILERS

Procedures
Fly

Navigate
Communicate

Manual flying
Normal
Speed Select
If no ATH manual
THR (G+B)

DeclareEmergency
(MayDay)

Ecam action
Status
CRUISE (Hyd summary) for landing distance
Check Wx & Rwy distance
Request (Hold in standard App & more vector in Radar
vector App)
Approach preparation
Apply procedures APPR, Review LANDING & GA
(Hyd summary)
Review landing gear gravity extension C.L.

Review Overweight landing C.L.

Advice A.T.C. the need for towing after landing
Approach briefing (PNF)
Notify cabin crew (Pursuer to cockpit)
Approach C.L.
Select configuration until config 3 (F speed)
Ready for approach
When stabilized on final App , reduce to Vapp
landing gear manual extension
Landing C.L.

NO SLATS NO FLAPS

Why no flaps no slats

- Wing Tip Brake activation
- SFCC failure
- Handle inop
- etc.

Status

QRH
2.32

Procedure
In Flight

Approach
300 ft

Landing

In flight

Approach

It is recommended to fly a
stabilized approach
No use of autopilot below 500 ft

300 ft

Reduce Speed
(A/THR OFF)
to
VREF + 50
or
VLS - 5

DUAL FMGS FAULT

Failure of one system

For example, FMGS 1 fault:
If AP1 & A/THR were engaged:
AP1 will disconnect

SET OFFSIDE RNG/MODE

SET OFFSIDE RNG/MODE: Displayed on ND in case of

FMGS 1(2) fault when the two ND ranges or modes
selected on the EFIS control panels are different.

Failure of one system

Captain

First Officer

In single mode, both FMAs display 2FD2,

2FD2 indicating that FD
bars on both PFDs are driven by FM 2
AP 2 and A/THR can be engaged.

Loss of the second system

In case of dual loss of FMGS:

AP2 will disconnect (Both APs are lost)

A/THR will disengage (A/THR is lost)
- Thrust will be locked
- Manual thrust control
Nav aids must be tuned manually via RMPs (Raw
data navigation)
Landing elevation must be adjusted manually
Raw data operation (FPV is available)

System Recovery
Single or Dual reset & resynchronization
may occur automatically
Otherwise:
Manual reset may be attempted
(ref. FCOM 4.06.20)
Note: If successful, deselect NAV key on
RMPs

MANUAL RESET OF FMGCs

The FMGC may, on rare occasions, require manual resetting. If
this occurs in flight, reset one FMGC at a time.
MANUALLY RESETTING ONE FMGC
Before resetting FMGC 1 (or 2), SWITCH OFF FD 1 (or 2).
After applying external power or APU generator power, wait two
minutes before resetting the FMGC circuit breakers.
Pull the CB of the affected FMGC and reset it after five
seconds. The circuit breakers for the FMGC's are :
AUTO FLT/FMGC 1 M16 ON 121 VU, or B2 ON 49 VU, with
Mod 20748.
AUTO FLT/FMGC 2 M17 ON 121 VU

 MANUALLY RESETTING BOTH FMGCs

When the aircraft is on the ground with engines
stopped, the flight crew may attempt double
and simultaneous CB resets when a single CB
reset has failed.
Apply the procedure described above to both
FMGCs.
(ref. FCOM 4.06.20)

EMERGENCY ELECTRICAL
CONFIGURATION

Definition
The Electrical emergency configuration is
due to the loss of all AC BUSes.
It causes the engagement of the
EMERgency GENerator.
Some of the scenarios which may cause
such a situation are...

1. The Loss of all GENs.

2. All engines flame out
3. A combination of loss of 1 GEN then
opposite ENGine Failure.
4. Manually

When failure occurs

This situation is a: LAND ASAP
a good task sharing is essential.
CM1 is PF

CM2 is PNF

1 - Fly the aircraft with remaining equipment

2 - ATC notify Mayday
(could provide some support)
3 - When situation under control...

When failure occurs

Fly the aircraft

When aircraft is in flight , > 100kt

RAT extends automatically
- powers Blue system which
drives the EMER GEN (MIN RAT speed 140 kt)
Depending on airspeed, the network can be supplied by:
EMER GEN
Batteries (few equipment )

3.2.24 p 20

When failure occurs

Fly the aircraft - The crew can operate the aircraft with

Flight controls:
Instruments:
Engines:

manual flight , ALTN law until L/G down

PFD (remove FD flag,use FPV),
FPV ND,
ND ECAM,
ECAM
Stdby instruments, pitot heat
FADEC, ENG & Wing anti ice, THR lock,
lock
Fuel gravity feeding

When failure occurs

Fly the aircraft - The crew can navigate with

FMGS (FMGC1 with MCDU1 )

VOR DME / ADF (VOR1 and ADF1) / ILS
ADR - IR

When failure occurs

Fly the aircraft - The crew can
communicate with

RMP1, ACP 1 & 2 - VHF1, HF1, ATC1

When failure occurs

Fly the aircraft - The crew can monitor systems with

ECAM: (FWC1 / SDAC1)

(Hold for system pages)

When failure occurs

Fly the aircraft - The crew ensures comfort

AIR
- BMC1 and X Bleed

- PACKS
- Oxygen

ECAM actions
Attempt to restore GEN

1st reset of GEN

if unsuccessful
BUS Tie
( to segregate left/right sides)
then...
2nd reset
if unsuccessful continue ECAM

ECAM actions
ECAM actions

Refer to QRH for ...

FUEL gravity feeding check
list
Battery limitation

FAC reset to restore

- rudder trim

STATUS - Approach Preparation

At L/G extension
QRH
2.32

STATUS - Approach Preparation

At landing gear extension
- Direct law becomes

active

- * Aircraft network is supplied by

batteries.
- Loss of ND
- * FACs are lost:
- Speed calculation is lost
- Rudder trim / yaw damper are
lost
- * FMGC1 is lost (anticipate tuning by
RMP1)

Approach and Landing

For Approach:

- when L/G down: Manual pitch trim use

Min RAT speed 140 kt

For Landing:

- No auto callouts (RA) - L/G warning when conf 3

- Manual braking with
Brake ACCU pressure (1000 psi max)
- NWS not available - at 50 kt, loss of CRTs

In case of go around, refer to ELEC ESS BUSES ON BAT procedure

TOTAL LOSS
OF
FCU

Consequences of total loss of FCU

In case of total loss of FCU:

Both APs

are lost

A/THR is lost
FD is lost (except in land or GA mode)
All FCU controls & indications are lost
Both EFIS control panels are lost

On PFD

In case of total loss of FCU:

All

targets (SPD, HDG, ALT) are lost

& red flags are displayed

Altitude alert is lost
Baro ref. Reverts to STD
FPV is displayed
FMA indications

are lost (except in land or GA mode)

Mach indication is lost

ILS indications scales are displayed

On ND
In case of total loss of FCU:
ROSE

Nm

NAV mode with map at 80

range is displayed (regardless

of range selected on EFIS)

VOR 1 / DME 1 & ADF 2 pointers
are automatically displayed
(On DDRMI, VOR / ADF selection is not affected)
WX radar image may be lost, indicated by WXR RNG
RNG
message (if image remains displayed, it must be disregarded)

Operational Procedure
In case of total loss of FCU:
Raw

data flying

When cleared to an altitude, set STBY ALT baro ref to

QNH

Below transition altitude: apply correction on PFD altitude

reading
Computer reset: QRH ABN 80.20

DUAL RADIO
ALTIMETERS

A320 Sequence
In Flight

Approach preparation

Approach

In Flight

Approach Preparation

Approach preparation:
- Plan for ILS approach
- CAT I only (Approach mode inhibited)
- Configuration 3
- Approach speed: VREF +10

Approach
Intermediate approach:
- Localizer intercept (LOC armed) or raw data
approach
- Use Track- FPA

When L/G is down:

- Direct law is active and AP disconnects

Final Approach:
- If LOC was engaged: FDs off and continue with
FPV

ALL ENGINE FLAME OUT

When failure occurs

CM1 is PF

CM2 is PNF

1 - Fly the aircraft

Maintain optimum speed (ECAM)

2 - ATC notify Mayday

VHF1

Consider : closest airport

3 - When situation under control...

FLY the aircraft

RAT is

extended - EMER GEN is available

The crew can operate the aircraft with...

Flight controls: Manual flight - ALTN law until L/G down

Instruments:
PFD (remove FD flag, use FPV)
FPV
- Stdby instruments

Relight
280

Prepares for relight attempt

with windmilling

-2.5

Relight sequence
can be repeated
until successful or
APU bleed
available
Relight with APU
bleed

Relight sequence above APU bleed limit

No relight, ENG master OFF - Start time

30 sec later

30 sec later

ENG RELIGHT IN FLIGHT

Relight sequence below APU bleed limit

From ENG master OFF - 1 ENG at a time

30 sec later

Relight sequence below APU bleed limit

From ENG master OFF - 1 ENG at a time

30 sec later

30 sec later and if relight unsuccessful

Relight sequence below APU bleed limit

From ENG master OFF - 1 ENG at a time

After a
30 sec later

successful start,
use the
restored engine
ASAP!

30 sec later and if relight unsuccessful

TAIL STRIKE
PREVENTION

Statistics

Most common root cause

Recommendations
At Take off
Best ground clearance is obtained with conf 2
Use correct trim setting
Crosscheck correct computed Vr
Use correct Vr to begin rotation
Use smooth and proper rotation technique
(Constant pitch rate)
Do not add pitch up input when rotation rate is established
Do not apply large roll during rotation
Do not aggressively chase FD pitch command before lift off
After lift off, continue smooth rotation up to target attitude
Avoid dual inputs

Recommendations
At Landing
Fly stabilized approach: pitch, speed, FPA, thrust
Avoid large or abrupt alignment maneuvers
Avoid excessive V/S at low level
Do not chase glide slope close to the ground
Avoid excessive speed reduction
Control the flare to keep a stable pitch prior to touch
down
Retard thrust levers as a function of IAS, V/S and height
Avoid hold off to attempt extremely smooth landing
Do not allow pitch to increase after touchdown
Avoid dual inputs

Recommendations
Bounce
Keep a stable pitch
Be ready to counter the pitch up effect of
spoilers extension
Do not attempt to soften the second
touchdown by increasing the pitch or adding
thrust
Avoid dual inputs

TAKE GOOD
CARE OF YOUR TAIL

THANK YOU