MEMORY ACTIONS EGPWS Warning: “PULL UP”

• "PULL UP, TOGA"

“LOSS OF BRAKING” • AP Off
• REV MAX (may use till full stop) • Pitch Full Up
• Brake Pedals Release • TOGA
• Anti-Skid Off • Speedbrakes, check retracted
• Alternate Brakes apply • Wings Level
• Max brake pressure 1000 PSI (monitor) • No change in gear or flap configuration till clear of terrain
• If still no braking, use parking brakes
TCAS
"EMERGENCY DESCENT" • TA Alert
• Don Oxygen Masks - "TCAS, I have controls"
• Establish Crew Communication - A/THR, Check On
• Signs ON (PM) - Check “TCAS BLUE” (if available)
• Emer Descent Initiate • RA Alert
- Altitude knob rotate twice, pull - Check TCAS mode engagement or;
- Heading knob rotate twice, pull - A/P Off
- Speed knob, pull, verify IAS - F/Ds Off
• If A/THR not active, IDLE - Pitch, adjust to keep V/S out of red area
• Speed Brakes, Full • “Climb” RA on Final Approach
- Go around, consider
Stall Recovery "STALL, I have controls" - TCAS mode orders: monitor/perform
• Nose down pitch control • Respect Stall, GPWS, Windshear warnings
• Notify ATC
• Wings Level
• When Clear of Conflict, AP FD as required
• Out of stall, increase thrust smoothly
• Speedbrakes, check retracted
• Flight Path, Recover smoothly Windshear Warning - Reactive
• Below 20,000' in clean config, FLAPS 1 • At take off, before V1, Reject
• At take off, after V1
Stall Warning at Lift-off “STALL, TOGA 15°” - "Windshear TOGA"
• TOGA, 15° - TOGA
• Wings Level - Rotate
- Follow SRS (17.5° or Full back if required)
“UNRELIABLE SPEED”
• Airborne, initial climb or landing
• AP Off
- "Windshear TOGA"
• A/THR Off
- TOGA
• FDs Off
- AP, if engaged, keep On
• Pitch and Thrust
- Follow SRS
- Below thrust reduction altitude, 15°/TOGA
- Above thr red, below 10,000', 10°/CLB
• Do not change gear or flap configuration until out of
- Above thr red, above 10,000', 5°/CLB
Windshear
• If flaps 0-3, maintain
• Call aircraft climbing, descending, wind changes
• If flaps full, select 3 and maintain
• Recover smoothly to normal climb
• Speedbrakes, check retracted
• L/G Up
• When at or above MSA or circuit altitude, level off for Windshear Ahead, Predictive
troubleshooting. • Before Take Off, delay or select most favourable runway
• During Take Off, before 100 kt, reject
• During Take Off, When airborne
EGPWS Caution
- "Windshear TOGA"
• Night or IMC
- TOGA
- "PULL UP, TOGA"
- Rotate
- AP Off
- Follow SRS (17.5°or Full back if required)
- Pitch Full Up
• During Landing,
- TOGA
- Go around
- Speedbrakes, check retracted
- AP if engaged, keep on
- Wings Level
- May clean up if not entered in Windshear
- No change in gear or flap configuration till clear of terrain
• VMC, Adjust flight path
• Below 1000' IMC or 500' VMC, for some calls, consider go
around.
Pg. 1/30 MH
 FCTM PROCEDURES (+CSOP, FCOM) o Data Changes Before Take Off: PM does FMS
entries, both calculate and cross check performance
❖ TAXI in case of:
o CARBON BRAKE WEAR: Depends on number of ▪ RW in use changes
applications and brake temperature. Not on applied ▪ RW condition deteriorates
pressure or duration. Only way to minimize the ▪ New intersection shortens RW
brake wear is by minimizing the number of brake ▪ Wind or temperature changes
applications.

o MAX 40% N1 to get the aircraft moving ❖ Before Take Off: Packs off take-off is preferable. If APU
o MAX SPEEDS: 30 kts in straight line and 7-10 kts in fails in case of APU to packs T/O, the packs revert to
sharp turns or ramp area. engine bleed but the engine thrust remains frozen. This
o LIMITATION: When GW > 76T, do not exceed 20 kts causes increase of EGT to keep the N1.
during turn. In case of single pack T/O, take off N1 is limited bleed
o Approaching 30 kts, reduce to 10 kts with one brake ON configuration.
application and continue.
❖ Take-Off:
o If ACCU PRESS < 1500 PSI, parking brake can o If the thrust levers are not set to proper detent, an
suddenly become less efficient. alert is triggered on ECAM.
o Any time during Flex T/O, the crew may set thrust
o LIMITATION: Max brake temp for T/O: 300o C, Delay levers to TOGA > Announce FMA
T/O. o Half forward side stick pressure till 80 kt, then
o Brake Fan: When ON, displayed temperature differs release by 100 kt.
by 50o C to 150 o C when actual temperature is 100 o o If crosswind above 20 kt or tailwind:
C to 300 o C. ▪ Release brakes with stick full forward.
▪ With brake fans on, Max brake temp for T/O: ▪ Apply thrust rapidly to 70 % N1, then
150o C, Delay T/O. progressively to get FLX/TOGA thrust at 40 kt
▪ Should be OFF during T/O. ground speed, whilst maintaining stick close to
full forward up
o 180o turn: Taxi on other side of centerline > 25o o For crosswind take-off, ailerons into the winds are
divergence from RW centerline > when physically not necessary. May use small lateral stick in strong
over RW edge > full tiller > may require asymmetric cross wind causing wing reaction.
thrust. Recommended Minimum Dry Pavement o Spoiler deflection becomes significant with more
Width for 180o turn for than a third sidestick deflection.
▪ A321 – 32 m or 105 ft o Check takeoff N1 is set prior to reach 80 kt.
▪ All others – 30 m or 99 ft o Nose wheel steering capability diminishes
o ≥90o turn: speed less than 10 kt completely by 130 kt
o NWS angle: o NEO OEB: Anytime during the takeoff roll before
▪ Rudder pedals (up to 40 kt GS): ± 6o V1, the takeoff must be aborted in the case of:
▪ Hand wheels (up to 20 kt GS) : ± 75o ▪ An unreliable airspeed situation, or
▪ Towing (bypass pin installed) : ± 95o ▪ An airspeed difference of around 20 kt (and
above) between any of the ASI (PF ASI, PM ASI
o Tire/s deflated: and ISIS ASI).
▪ One tire deflated per gear, max speed during o Remember to keep wings level during lift off.
turns: 7 kt o Rotation rate of approx. 3o/sec. Lift off at 10o in
▪ Both tires deflated, max one gear, max speed: about 4-5 seconds.
3 kt
▪ Maximum NWS angle with tire deflated: 30o ❖ Rejected Take-Off: Call “STOP” or “GO”
o Below 100 kt:
o A321 requires oversteering as main gear is 20 m ▪ Captain’s discretion
behind pilot seat. ▪ Any ECAM warning/caution.
o Takeoff Briefing Confirmation: only review any o Above 100 kt, below V1:
changes that may have occurred since full takeoff ▪ Fire Warning
briefing. ▪ Severe Damage
o ADIRS Alignment Check: Check RW and SID symbol ▪ Loss of Engine Thrust
on ND in comparison with a/c symbol. ARC or NAV ▪ Aircraft unsafe or unable to fly
mode with 10 NM range. ▪ Any RED ECAM Warning

Pg. 2/30 MH
 ▪ Following Amber ECAM Caution: o (Automatic flap extension happens at 100 kt in
1. ENG FAIL CONF 1 from 0o to 10o)
2. REVERSER FAULT o Flap 1 = Slats 18o, Flaps 0o
3. REVERSE UNLOCKED Flap 1+F = Slats 18o, Flaps 10o
4. THR LEVER FAULT
5. SIDESTICK FAULT ❖ Alpha Lock Function
o Prevents slat retraction at high AOA or low speed
o Above 100 kt, EGT Red Line exceedance or nose when flap lever is moved from Flap 1 to Flap 0.
gear vibration should not result in RTO. o “A. LOCK” pulses above E/WD slat indication.
o Tire failure above V1 – 20 kt: preferable to continue o Slats retract as speed increases.
to take off unless abnormal Engine indications. o Normal situation for take-off at heavy weight.
Follow normal acceleration.
❖ Takeoff Following RTO: Depending on technical
condition of a/c and reason for RTO, crew may consider ❖ Overspeed Warning
new take off. o VMAX Value on PFD is based on Flap Lever position.
o Reset both FDs and set FCU o OVERSPEED warning is based on actual flap, slat
o Restart procedures from AFTER START C/L. position.
o During flap, slat retraction and acceleration
❖ Tail Strike: temporary OVERSPEED warning may occur.
o Early rotation o No operational consequence. Must be reported in
o Abrupt increase in rotation rates Tech Log.
o Configuration: Highest flap configuration gives
highest tail strike margins.
❖ Weather Radar:
▪ On shorter runways Flap 3 usually gives highest
o Take off: In case of suspected adverse weather,
FLEX
manually and gradually scan with till up to 15o up.
▪ On medium or longer runways, CONF 2 or 1+F
Then 4o up or AUTO (maintain AUTO tilt, if
give highest FLEX.
available, for entire flight).
o Wrong trim settings
o Climb: Adjust tilt as required.
o Oleo Inflation
o Cruise: Modify tilt to scan for weather. After scan,
o In case of tail strike, avoid cabin pressurization and
adjust tilt so as to receive ground returns at the top
land back for damage assessment.
of the ND (-6o for 40 NM, -2o for 80 NM, -1o for 160
NM and 320NM range). ND range: 80 NM PF, 160
❖ Acceleration Altitude: NM PM.
o FD pitch mode changes from SRS to CLB or OP CLB. o Descent: Adjust tilt to maintain ground returns at
o If ‘managed target speed’ is lower than green dot the top of the ND.
speed, AP/FD will guide aircraft to green dot. Use o Approach: Tilt 4o up.
‘Select speed’ for required target speed. o Vertical Extension of Cloud Cell:
o F and S are minimum speeds for surface retraction. H (ft) = d (NM) * Tilt (in o) * 100
o Detection and Avoidance
❖ Noise Abatement: T/O Thrust, V2 + 10 to 20 kt, ▪ Establish ‘area of greatest threat’ based on wx
maintain positive climb though out radar echoes and met knowledge.
o NADP 1: Thrust reduction 800’, Acceleration 3000’ ▪ Avoidance of detected weather has priority over
o NADP 2: Acceleration to S + 10 to 20 kt after 800’, avoidance of weather hazard (hail or lightning)
Thrust reduction at first flap/slat retraction or after ▪ Make a decision by minimum 40 NM
Flaps 0 and S + 10 to 20 kt. ▪ Lateral avoidance: 20 NM, preferably upwind of
‘area of greatest threat’
❖ Automatic Retraction System (ARS): ▪ Vertical Avoidance: Not preferable, at least
o If IAS reaches 210 kt and in CONF 1+F, automatic 5000’ above, not below.
flap retraction to 0 occurs.
o VFE changes from VFE CONF 1+F to VFE CONF 1.
❖ Climb:
o If the airspeed decreases below VFE CONF 1+F,
❖ Maximum Rate of Climb:
flaps will not extend back to 1+F.
o Speed (no indication) lies between ECON climb
o Can occur at heavy weight take off.
speed and green dot speed.
o As aircraft accelerates above S speed, select flap
o Rule of thumb: Turbulence speed
lever to 0.
❖ Maximum Gradient of Climb: Green dot speed
Pg. 3/30 MH
 o Do not reduce below Green Dot at high altitude. GD
❖ Climb modes: speed = optimum lift/drag speed.
o ‘Managed mode’ is recommended as long as a/c is o If the speed goes below GD speed, with max
cleared on F-PLN. available thrust in use, only way to avoid dangerous
o OP CLB is to be used in case of radar vectors or increase in AOA is to descend.
direct climb without constraints. o Cruise Soft Altitude control: AP allows small altitude
o V/S at low value is preferred in areas of high- adjustments (±50 ft) to keep cruise Mach before a
density traffic. thrust readjustment occurs.
o High V/S may cause triple click indicating at Max o At REC MAX FL, smaller thrust margin is available to
Climb Thrust and speed degradation to VLS, a/c is manage speed decay.
still unable to maintain selected V/S. o MCDU PROG > REC MAX ALT & OPT FL
o EXPED mode is used for maximum gradient climb, o REC MAX ALT: Provides 0.3 G buffet margin.
i.e., at green dot speed. Should be avoided above FL ▪ If crew inserts higher FL into MCDU, accepts
250. only if 0.2 G margin available.
▪ Else, “CRZ ABOVE MAX FL”
❖ Speed modes: o OPT FL: Minimum cost FL when ECON Mach is
o ‘Managed speed’ provides most economical climb flown. Depends on wind and temperature profile.
profile taking constraints in to account. o Fuel Freeze for Jet A1 = -47o C.
o ‘Selected speed’ can be selected via FCU after T/O ▪ Normal rate of cooling: 3o C/hr
or pre-selected on PERF CLIMB page of MCDU ▪ Max rate if cooling: 12o C/hr
before T/O. ▪ 4000’ descent gives 7o C increase in TAT
o FMS assumes selected speed is kept till next ▪ Increase of m 0.01 gives 0.7o C increase in TAT
planned speed modification while calculating
predictions.
❖ Descent Preparation:
❖ MCDU PROG > MAX REC ALT AND OPT ALT o Start at least 15 minutes before descent > ATIS >
❖ MCDU PERF CLB > Time and distance to a given FL (FCU Performance Calculation
target alt or manual entry on MCDU) assuming CLB
mode. o RCAM: Realistic Braking Performance Levels
❖ Level arrow on the ND assumes current AP/FD mode. ▪ Wet: 5
▪ Slippery when wet: 3, etc.
o Check Max crosswind values for take-off and
❖ Undue Activation of Go-Around Phase: If the a/c is landing for RCAM 6-1 from FCOM/LIM-AG-OPS
above ACC ALT + TOGA + at least CONF 1
o In such case, to reactivate the CLIMB phase, select o In strong gusty crosswinds greater than 20 kt, (VLS +
NEW DEST or ALTN. 5) ≤ VAPP ≤ (VLS + 15)
o Once FMS CLIMB phase is re-activated, modify DEST
to the intended one. o Flaps Full, Max Reverser:
▪ Shorter runways
❖ Options to execute a diversion (FCOM): ▪ Wet/contaminated runways
o DATA > EQUITIME POINT (ETP) ▪ Tailwind conditions
o CLOSEST AIRPORT pages ▪ Inclement weather
o SECONDARY F-PLN ▪ µ < 0.3
o ENABLE ALTN function (in primary flight plan) ▪ Any abnormal conditions
o NEW DEST revision ▪ Long flare
▪ Deceleration not as expected
▪ RW occupancy time constraints
❖ Cruise: ▪ No PAPI NPA approach(day time only)
o CI 0 : Maximum Range ▪ As Captain deems fit.
o CI 999 : Minimum time
o Wind Entries: 30o, 30 kt or 5o C o Flaps 3:
o Optimum Mach number changes with CI, cruise FL, ▪ Preferred on longer runways
temperature, weight, head wind component. (+50 ▪ Expected windshear
kt HW equates +0.01 M) ▪ Gusty conditions.
o For RTA, enter time constraint on vertical revision.
If constraint can be met, magenta * displayed, else o PF should program the FMGS
amber *.

Pg. 4/30 MH
 o Prefer Autobrake LO. (Repetitive high brake o In HDG or TRK mode, only OP DES or V/S modes are
temperatures may cause oxidation and failure of available.
brake discs) o V/S mode is used for shallow descent path. A/T
o Approach Briefing commands SPEED mode. Use of speed brakes is not
recommended to reduce speed.
❖ Descent Computation: o In OP DES, A/T commands THR IDLE and speed is
o FMGS computes TOD backwards from 1000’ on final controlled by THS.
approach at VAPP. o OP DES is used for higher descent rate. Speed brake
o It takes into account any descent speed, altitude is very effective.
constraints at managed speed. o Managed speed is shown in magenta but speed
o Managed speed is ECON speed or pre-set speed range does not apply.
(auto speed) on PERF DES page or speed constraint o Monitor OP DES or V/S using:
when applicable. ▪ Energy circle in HDG or TRK modes, which shows
o Doesn’t consider any holding patterns in STAR. required distance to descent, decelerate and
o First descent segment it at idle thrust till first land from present position.
altitude constraint. ▪ Level arrow on ND
o In next geometric segment, A/T commands ▪ If flying close to F-PLN route, yoyo on PFD can
MACH/SPEED. be used.
o In case of use of anti-ice or high tail winds, use of
speed brake may be required.
❖ Holding:
❖ Managed Descent: o Whenever holding is anticipated, preferable to
o Can use selected or managed speed. maintain cruise level and reduce to green dot speed
o Profile is approx. 2.5° to minimize holding.
o Accurate F-PLN, wind and temperature data o M 0.05 reduction in cruise over 1 hour equates to
required. about 4 min hold.
o Early descent gives 1000 fpm rate until regaining o In NAV mode with managed speed, automatic
computed profile. Preferable. speed reduction will happen to hold speed. Default
o If descent is delayed, “DECELERATE” or “T/D hold speed is lowest of:
REACHED” appears white on PFD and amber on ▪ Max endurance speed (Green Dot)
MCDU. Decelerate towards green dot until cleared ▪ ICAO Limit Holding Speed
for descent. ▪ Any speed constraint
o DES mode operated within a speed range of (VMO- o If speed limit is lower than green dot, select Flap 1
5 kt) to (MANAGED SPD-20 kt) or VLS if actual and fly S speed. (Note: Increased fuel consumption)
conditions vary than those planned. o Though FMGS does not include hold in descent
o VDEV increases slowly if this speed adjustment computation, it assumes one hold once the hold is
can’t help capture profile. sequenced.
o A path intercept point, which assumes half speed o DES mode commands -1000 fpm until next cleared
brake extension when aircraft is high, is displayed altitude or constraint.
on ND track. o To exit holding pattern:
o If no speed brakes extended, the intercept point ▪ IMM EXIT (direct to holding fix and resume nav)
will move forward towards next altitude constraint. ▪ HDG
If it gets too close, “AIR BRAKES” or “MORE DRAG” ▪ DIR TO
is displayed on PFD and MCDU. o MCDU HOLD page provides LAST EXIT UTC/FUEL
o In selected speed descent, pilot has to adjust speed info based on MCDU FUEL PRED page assuming
to keep aircraft on profile. diversion at no extra fuel.
o Monitor DES using:
▪ VDEV ‘yoyo’ on PFD
❖ Approach:
▪ VDEV digital value on FMS PROG page
o Discontinued Approach “Cancel Approach” :
▪ Level arrow on ND.
▪ Alternative to ‘Go Around’, conducted at or
above FCU altitude.
❖ Selected Descent:
▪ TOGA thrust not required.
o Can use selected or managed speed.
▪ First action: Disengage and disarm any AP/FD
o OP DES or V/S modes are used.
approach mode by pressing the APPR or LOC pb.
o V/S mode is automatically selected when pilot
selects HDG or TRK form DES mode.
o Flight Plan Sequencing:

Pg. 5/30 MH
 ▪ In HDG/TRK mode, F-PLN waypoints will ▪ Stabilization height: 1000’ in IMC, 500’ in VMC
sequence automatically only if aircraft flies close ▪ Correct lateral and vertical path
to the planned route. (Remember during wx ▪ In desired landing configuration
deviations on HDG) ▪ Thrust is stabilized, usually above idle, at VAPP
▪ TO waypoint in the upper right corner of the ND ▪ No excessive flight parameters deviation.
should remain meaningful. • If any parameter deviation occurs, PM will
▪ DIR TO RADIAL IN should not be used beyond make a callout
FDP. • PF acknowledges, takes immediate
▪ Using DIR TO or DIR TO RADIAL IN function arms corrective action
NAV mode. • If stabilized conditions cannot be recovered,
▪ Deceleration will not occur automatically as long go-around.
as lateral mode is HDG.
▪ Sequence F-PLN first and then press APPR pb. ❖ Landing, Flare
▪ When LOC mode is armed or engaged, do not o In crosswind conditions, wings level crabbed
perform DIR TO. This will revert FMGS in NAV approach should be flown with cockpit on extended
mode. C/L until flare.
o De-crab technique:
o Approach Speed Technique: ▪ Rudder to align the a/c with the RW heading
▪ Decelerated Approach: Precision approaches. during flare
CONF 1, S speed at FDP. ▪ Roll control to maintain RW centerline and to
▪ Early Stabilized Approach: Non-Precision counteract any downwind drift.
Approaches. Landing configuration, VAPP at ▪ May land with small bank and/or residual crab
FDP. Enter VAPP as speed constraint at FDP. angle up to about 5o in strong cross wind.
▪ If cross wind causes sideways skidding after
o Intermediate Approach: touchdown, reduce reverse thrust to idle and
▪ Once approach phase is activated, A/THR will release brakes > Rudder and differential braking
guide speed towards current config maneuver to regain center line > apply reverse thrust and
speed. normal braking.
▪ When flying intermediate approach in selected o Auto trim ceases and flare law activates
speed, remember to activate approach. Else, o Progressive and gentle back stick order until
reverting to managed speed will cause touchdown.
acceleration to descent phase speed. o Flare height is about 30’
▪ A speed below maneuvering speed of present o Earlier flare in case of:
configuration may be selected, provided its ▪ High airport elevation.
above VLS. ▪ Steeper approaches (compared to nominal 3o)
▪ Revert to managed speed once ATC speed ▪ Tailwind
constraints don’t apply. ▪ Increasing RW slope
▪ Extend next config when reaching current config o Avoid under flaring.
maneuvering speed + 10 kt. (e.g., At Green dot + ▪ ROD must be controlled prior to flare.
10 kt, take FLAPS 1) ▪ Start with positive or prompt back pressure on
▪ This technique provides approx. -10 kt/NM in sidestick and hold.
level flight. ▪ Avoid forward stick movement (releasing back
▪ With speed brakes, -20 kt/NM. pressure is acceptable)
▪ Speed brake auto retraction happens at CONF
FULL (A319, A320) and at CONF 3 (A321) o At 20’, “RETARD” auto callout reminder comes.
Thrust levers must be at IDLE detent latest by
o Final Approach: touchdown (to ensure spoilers extension).
▪ A/T provides accurate speed control. o Look well ahead of aircraft
▪ Managed speed moves along the speed scale as o Typical pitch increment is approximately 4o, which
per wind variation. leads -1o FPA and 10 kt speed decay.
▪ Update MCDU PERF APPR page with any change o Fly nose wheel smoothly on to the runway. (Not
in ATC reported wind. recommended to keep the nose high)
▪ If planning to use manual thrust, disconnect A/T o Do not use tiller (NWS) until taxi speed is reached.
by at least 1000’.

o Stabilization Criteria: ❖ Tail Strike Avoidance:

o Reasons:
Pg. 6/30 MH
 ▪Allowing speed to decrease well below VAPP o Brakes
before flare ▪ Use MED auto brakes for short or contaminated
▪ Prolonged hold off for smooth touchdown RW.
▪ Too high flare ▪ Use of MAX autobrake is not recommended for
▪ Too high sink rate just prior to flare landing.
▪ Bouncing at touchdown ▪ Modulate brake pressure without releasing
o Prevention Systems: during manual braking.
▪ “PITCH PITCH” synthetic voice ▪ Green DECEL light comes on when actual
▪ Tail strike pitch limit indicator deceleration is 80% of selected. Not an indicator
of auto brake operation.
❖ Bounce at touch down
o Light bounce: Maintain pitch attitude, idle thrust
and complete the landing. ❖ Go-Around: It is important to be go around minded.
o High bounce: Maintain pitch attitude and initiate a o Consider if:
go around. Do not try to avoid second touchdown. ▪ Loss or doubt of situational awareness
It would be soft enough if it happens. ▪ Malfunction which jeopardizes safe completion
of approach
▪ Un-stabilized approach
❖ Deceleration ▪ Any of following alerts: GPWS, TCAS, Windshear
o Spoilers or ROW
▪ Partial lift dumping: When at least one main ▪ Inadequate visual reference at or below minima
landing gear and one thrust reverser activates,
ground spoilers deploy partially automatically. o During go-around, CM1 will be PF.
Then fully deploy when both landing gears o If the aircraft is on runway when the PF applies
touchdown and other conditions meet. TOGA thrust CONFIG red ECAM warning may occur
transiently. Disregard.
o Reverse Thrust
▪ More efficient at high speeds. Select o AP/FD go around phase activation: TOGA detent,
immediately after touch down. Flaps Lever out of 0
▪ Below 60 kt with MAX REV, engine stall may ▪ SRS GA TRK(or NAV) AP/FD modes engage
occur. May use REV MAX till full stop in ▪ If AP and FDs are off, PF to maintain 15°
emergency. Else, select REV IDLE by 70 kt. ▪ GA phase activates on FMS
▪ Must use REV MAX on contaminated RW. • Missed approach becomes active F-PLN
Optional on wet, dry RW. • FMS strings previous approach at the end of
▪ If planning to use REV IDLE on wet RW, compute missed approach
distance for MED to POOR landing distance ▪ If off, FD engages in HDG VS mode. (PF needs to
computation with no reverse credit. fly attitude not VS)
▪ At taxi speed, and not above, stow the thrust ▪ If extended, speed brakes retract automatically.
reversers before leaving the runway, in order to ▪ Essential to put thrust levers in TOGA detent.
avoid foreign object ingestion. Else:
• AP/FD remains on approach or landing
o ALD, Actual Landing Distance mode.
▪ Distance from crossing of RW threshold at 50’ • FMS does not engage GA phase, remains in
until full stop APPR phase.
▪ On dry RW ▪ If TOGA thrust is not desired, can pull back
▪ Using max manual braking thrust levers in FLX/MCT detent if GA SOFT
▪ No reverse thrust available or else in CL detent.
o RLD dry = ALD * 1.67 ▪ SRS mode guides at higher of VAPP or current
o RLD wet = RLD dry * 1.15 = ALD *1.92 IAS, limited to VLS + 25 kt or with one engine,
o RLD used for dispatch computations. VLS + 15 kt
▪ At acceleration altitude, speed target should
o Anti-Skid increase to green dot.
▪ Senses impending skid condition and adjusts ▪ If it doesn’t happen automatically, pull altitude
pilot applied brake pressure on each wheel. window for OP CLB and GD.
▪ Full pedal braking with anti-skid provides ▪ Else target increases to GD at engagement of
deceleration rate of 10 kt/sec. ALT* mode.

Pg. 7/30 MH
 o Altitude loss during initiation of GA will be greater if o Start APU (for Neos, only if necessary)
thrust is closer to idle and/or the speed is slower o Engine Cooling time > ENG 2 shutdown
than VAPP. o Y ELEC PUMP – ON (avoids running the PTU)
o At Parking:
o At the end of missed approach, perform: ▪ Y ELEC PUMP – OFF
▪ Second approach; activate on MCDU PERF GO- ▪ ENG 1 – Shut down
AROUND page. Or
▪ Diversion; activate via ENABLE ALTN prompt on
active FPL if ALTN FPLN is entered or activate ❖ Parking:
SEC F-PLN or selected climb and then NEW DEST o APU bleed ON – at least 10 seconds before ENG
shutdown
o In low visibility, after two missed approaches it is o Beacon OFF: after
mandatory to divert. ▪ ENG parameters spooled down
▪ Doors disarmed on Door SD.
o Seat Belts Off: after
❖ Diversion:
▪ Both CM1 and CM2 confirm “Doors Disarm” on
o Inform ATC when 10 min + MDF is reached.
ECAM
o If fuel or weather caused diversion:
▪ CC confirms “Doors Disarm”
▪ Complete go-around phase, after takeoff/climb
▪ Chocks ON
C/L.
▪ ENABLE ALTN prompt on active FPL if ALTN FPLN
prepared. Else use NEW DEST or SEC F-PLN.
▪ Advice ATC, request climb > Enter cruise altitude
on PROG page.
▪ CI may be set to 0.
▪ Passing 10,000’, inform crew, dispatch,
passengers.

❖ Alternate Computation Assumptions:

o A/c weight equal to landing weight at primary
destination
o If distance is less than 200 NM, FL 220. Else FL 310
at max range speed.
o Constant wind as entered in alternate field on DES
WIND page.
o Constant delta ISA (same as primary destination)
o Company route distance or direct distance.

❖ Minimum Fuel:
o Cannot be declared at destination.
o At alternate when any change to existing ATC
clearance may result in landing with less than
planned FINAL RESERVE FUEL (30 minutes hold fuel
at ALTN)
❖ Fuel Emergency: “MAYDAY MAYDAY MAYDAY FUEL”
o When calculated useable fuel predicted to be
available upon landing at nearest suitable
aerodrome is less than planned FINAL RESERVE
FUEL

❖ After Landing:
o Delaying brake fans limits brake disks oxidation.
(Not applicable for EX, CI series)
o Brake fans blow dust during first few seconds, avoid
starting near gate.

❖ Single Engine Taxi:

Pg. 8/30 MH
 SYSTEMS, PROCEDURES The antiskid system is deactivated below 20 kt (ground
speed).
ALTERNATE BRAKING WITHOUT ANTI-SKID
• The accumulator can supply at least 7 full brake DECEL light: comes on green when the actual deceleration is
applications. 80 % of the selected rate.
• To avoid wheel locking and limit the risk of tire burst,
brake pressure is automatically limited to 1 000 PSI.
Holding Patterns
PARKING BRAKE
• Supplied by the yellow hydraulic system, or by Hold to Fix (HF): Part of arrival or departure procedure.
accumulator pressure. Flown once, automatic exit. Cannot be created.
• The accumulator maintains the parking pressure for at
least 12 h. Hold to Altitude (HA): Hold till reaching specified altitude.
• If the parking brake is activated and no yellow Automatic exit. Cannot be created.
hydraulic or accumulator brake pressure is available,
then the normal braking system can be applied via the Hold with Manual Termination (HM): Database or computed
brake pedals. hold. Modifiable.

Triple indicator on the center instrument panel indicates Computed Hold: has the following default parameters:
brake pressure only when the yellow hydraulic system INB CRS = INBD TRK of the F-PLN leg leading to the revised
controls the brake pressure. This is when the: waypoint.
• Alternate braking system is activated, or TURN = Turn direction right.
• Parking brake is applied. TIME = Outbound leg is 1.5 min above 14 000 ft, 1 min
below 14 000 ft.
BRK FAN pb-sw
ON light : The brake fans run if the left main landing gear is The predicted speed in the holding pattern is the lowest of
down and locked. the ICAO speed limit, max endurance speed, or any speed
• When the turnaround time is short or if the constraint. Else, Green Dot speed.
temperature of any brake is likely to exceed 500 °C, use
the brake fans without delay. Different constraints may be inserted at entry and exit fixes.
• In other cases, the flight crew should delay brake fans
selection to 5 min after landing, or approaching the Although the hold is inserted in the flight plan, the FMGS
gate, whichever occurs first. does not take it into account for predictions until the aircraft
• Neo aircraft: Recommendation to delay the selection of enters the hold.
the brake fans removed. However, if the hold is not deleted by the crew, the FMGS
schedules a deceleration point and displays it on the ND.
Brake temperature: The deceleration zone is limited to a maximum length of 20
NM.
• Green arc appears on the hottest wheel when one
brake temperature exceeds 100 °C.
Crossing DECEL pseudo waypoint: Deceleration receives
• Green arc becomes amber, and an ECAM caution
priority over descent. The flight plan predictions for time
appears, when the corresponding brake temperature
and fuel do not yet consider that the hold will be flown,
exceeds 300 °C.
however, the navigation display shows the hold entry and
• Maintenance action may be required if temperature
holding pattern trajectory. The flight plan page displays an
difference between two brakes of a gear is more than
immediate exit prompt.
150 °C or on different gears is more than 200 °C or
exceeds 900 °C for any one gear.
When the aircraft enters the holding pattern, the FMGS
• Be prepared for tire deflation, if temperature exceed
revises all predictions and assumes the aircraft will fly one
800 °C.
turn of the holding pattern. The vertical guidance in the HM,
during the descent phase, calls for a constant -1000 ft/min.
The handwheel can turn the nosewheel up to 75 ° in either
Reciprocal approach to inbound course results in a teardrop
direction.
entry.
The rudder pedals can turn the nosewheel up to 6 ° in either
If approaching on a “limit” between teardrop and parallel
direction.
entry, FMGC may compute and display either of two entries.

Pg. 9/30 MH
Each FMGC computes its own aircraft position (called the FAST IRS ALIGNMENT: A fast IRS alignment must be
"FM position") from a MIX IRS position and a computed performed if a complete IRS alignment is not necessary and
radio position, or a GPS position. the difference between the IRS position and the FMGC
GPS/INERTIAL is the basic navigation mode, provided GPS position is at or above 5 NM.
data is valid and successfully tested. Otherwise, navaids plus • During a fast alignment, IRSs reset the ground speed
inertial or inertial only are used. and some internal filters to 0, but IRSs do not estimate
the aircraft position.
At flight initialization, each FMGC displays an FM position • The flight crew sets the IR mode selectors to OFF then,
that is a MIX IRS/GPS position (GPIRS). back to the NAV mode within 5 s.
• At takeoff, when the FM position is updated to the
runway threshold position as stored in the database, IRS INIT: If IRS Alignment Based on GPS Position available,
possibly corrected by the takeoff shift entered on PERF the position initialization is automatic. The position for the
TO page. initialization of the IRS is the GPS position.
• The FM position update at takeoff is inhibited when
GPS PRIMARY is active. Manual Position Initialization of the IRS:
• The flight crew can update the FM position manually. • The most appropriate coordinates for the position
This also updates the bias. initialization are gate coordinates.
• When the flight crew enters or modifies the origin
If the “IRS IN ALIGN” memo flashes on the E/WD (EX, CI airport (FROM) or the CO RTE, the MCDU INIT
series) or If "ALIGN" flashes on the ADIRS overhead CDU (all coordinates are reset to the ARP.
others) during the alignment process, it indicates one of the
following:
• It has detected excessive motion. (It automatically Flight Controls:
restarts the alignment)
• It has detected a disagreement between the position Stabilizer: Electrical for normal or alternate control.
the MCDU has sent to the IRS, and the last memorized Mechanical for manual trim control.
IRS position. The flight crew must enter new Rudder: Mechanical, however control for yaw damping, turn
coordinates in the MCDU, and realign the IRS coordination and trim is electrical. Two pairs of pedals are
• It has detected a disagreement between the latitude rigidly interconnected.
the MCDU has sent to the IRS, and the latitude the IRS All others: Electrically controlled, hydraulically actuated.
has computed during the alignment
• The IRS has not received a position from the MCDU or One aileron and four spoilers on each wing control the
the ADIRS overhead CDU. aircraft about the roll axis.

A normal alignment takes 10 min and a fast alignment takes The ailerons extend 5 ° down when the flaps are extended
30 s. (aileron droop).
Fast alignment is used to refine a position, when time is
limited. Each wing has the following lift augmentation devices:
• Two flap surfaces. (Double slotted flaps on A321)
A complete IRS alignment must be performed in the • Five slat surfaces.
following cases:
• Before the first flight of the day, or If take-off is carried out at heavy weight, two protections
• When there is a crew change, or may intervene:
• When the departure airport is located between • The Automatic Retraction System (ARS)
latitudes 2 ° north and 2 ° south (e.g., WSSS), or • The Alpha Lock function (slat retraction inhibit: flap
• When the GPS is not available lever set to 0 and AOA above 8.5°)

COMPLETE IRS ALIGNMENT: ARS: If the pilot does not select configuration 0 after takeoff,
• During a complete alignment, IRSs use the gravity and the flaps retract automatically at 210 kt.
earth rotation to determinate the aircraft attitude and
true heading, and IRSs estimate a current aircraft After flap retraction, configuration 1 + F is no longer
latitude. available until the airspeed is 100 kt or less, unless
• The IR mode selectors must be OFF for more than 5 s. configuration 2, 3, or FULL has been selected previously.
Then, the flight crew sets the IR mode selectors to the
NAV mode. Wingtip brakes (WTBs) activated in case of asymmetry,
• The ON BAT light comes on during 5 s. mechanism overspeed, symmetrical runaway, or

Pg. 10/30 MH
uncommanded movement of the surfaces (ROAM). They
cannot be released in flight. With the autopilot engaged, the FMGC computes the rudder
trim orders. The rudder trim rotary switch and the rudder
If the flap wingtip brakes are on, the pilot can still operate trim reset pushbutton are not active.
the slats, and if the slat wingtip brakes are on, he can still
operate the flaps. Rotation Mode (EX and CI series only) is a pitch rate demand
control law, providing tail strike protection. The Rotation
If one SFCC is inoperative, slats and flaps both operate at Mode is active from 70 kt during takeoff roll until 10 s after
half speed. lift-off.

If one hydraulic system is inoperative, the corresponding Normal-law flight mode is a load-factor-demand mode with
surfaces (slats or flaps) operate at half speed. automatic trim and protection throughout the flight
envelope.
Spoilers:
• The speedbrakes are spoilers 2, 3 and 4. Automatic pitch trim freezes in the following situations:
• The ground spoiler function involves all spoilers (full • The flight crew enters a manual trim order
extension) • The radio height is below 50 ft (100 ft with autopilot
engaged)
When the aircraft is flying faster than 315 kt or M 0.75 with • The load factor goes below 0.5 g
the autopilot engaged, the speedbrake retraction rate is • The aircraft is in high-speed or high-Mach protection.
reduced (retraction from FULL to CLEAN takes about 25 s).
Flare Mode: When the aircraft passes 50 ft RA, the THS is
A320: frozen. Flare mode is essentially a direct stick-to-elevator
• Max speedbrake deflection (40 ° for spoilers 3, 4 and relationship. The system memorizes the aircraft's attitude at
20 ° for spoiler 2) is available in manual flight only. 50 ft. As the aircraft descends through 30 ft, the system
• The maximum speedbrake deflection achievable is half begins to reduce the pitch attitude to -2 °nose down over a
(25 ° for spoilers 3, 4 and 12.5 ° for spoiler 2) with the period of 8 s. Consequently, to flare the aircraft, a gentle
autopilot engaged; and is obtained by setting the nose-up action by the pilot is required.
speedbrake lever to the half way position.
• On setting the position of the speedbrake lever from LOAD FACTOR PROTECTION: The load factor is automatically
half to full, no increase in speedbrake deflection will be limited to:
achieved. • +2.5 g to -1 g for clean configuration.
• +2 g to 0 for other configurations.
A319/321: Max speedbrake deflection is 25 °.
PITCH ATTITUDE PROTECTION: The pitch attitude protection
For these surfaces (which perform both roll and speedbrake limits pitch attitude:
functions) the roll function has priority. • 30 ° nose up in conf 0 to 3 (progressively reduced to
25° at low speed).
FULL EXTENSION – REJECTED TAKEOFF PHASE • 25 ° nose up in conf FULL (progressively reduced to 20 °
If the ground spoilers are armed and the wheel speed at low speed).
exceeds 72 kt, the ground spoilers will automatically extend • 15 ° nose down.
as soon as both thrust levers are reset to idle. • Indicated by green “=” symbol on the PFD pitch scale.
The flight director bars disappear from the PFD when the
FULL EXTENSION - LANDING PHASE pitch attitude exceeds 25 ° up or 13 ° down. They return to
The ground spoilers will automatically extend when the the display when the pitch angle returns to the region
following conditions are met: Speed brake lever not in the between 22 ° up and 10 ° down.
retracted position or ground spoilers armed and:
• Both main landing gears on ground, HIGH ANGLE-OF-ATTACK PROTECTION: High AOA protection
• Both thrust levers at or below Idle position, or Reverse has priority over all other protections.
selected on at least one engine (and the other thrust • When the High AOA protection is activated, the normal
lever below MCT position). law demand is modified and the sidestick input is an
AOA demand, instead of a load factor demand.
Partial lift dumping function: When the aircraft touches • Without flight crew input, the F/CTL computers
down with at least one main landing gear and when at least maintain the AOA equal to αPROT.
one thrust lever is in the reverse sector, the ground spoilers • The AOA can be further increased by flight crew input,
partially automatically deploy to ensure that the aircraft is up to a maximum value equal to αMAX.
properly sit down on ground.
Pg. 11/30 MH
 • The AOA will not exceed αMAX, even if the flight crew of rudder trim indication, when the aircraft is in cruise
gently pulls the sidestick all the way back. conditions. (Average 0.5 ° right, 0.8 ° left).
• Between the αPROT and αMAX, αFloor protection may • Rudder trim above 1 ° right or 2.3 ° left is acceptable, if
automatically set the go-around thrust. The αFloor will maintenance personnel establishes that the
usually be triggered just after entering αPROT, and the corresponding real rudder position is within 1.5 ° left,
go-around thrust will automatically be applied. and 1.5 ° right.

HIGH SPEED PROTECTION: Following nosewheel touchdown, as the pitch attitude

• The ECAM displays an overspeed warning at VMO + 4 becomes less than 2.5 ° for more than 5 s, pitch trim is
kt and MMO + 0.006. automatically reset to zero.
• High speed protection symbol on speed tape (green =)
at VMO + 6 kt. ALTERNATE LAW: PITCH - FLIGHT MODE (With Reduced
• The autopilot disconnects at VMO + 15 kt and MMO + Protections)
0.04. • In flight, the alternate law pitch mode follows a load-
• At approximately VMO + 16 kt / MMO + 0.04, the pitch factor demand law much as the normal law pitch mode
nose-down authority smoothly reduces to zero. does, but it has less built-in protection.
• If there is no input on the sidestick, the aircraft will • LOAD FACTOR LIMITATION: is similar to that under
slightly overshoot VMO/MMO and fly back towards the normal law.
envelope. • LOW SPEED STABILITY: is active from about 5 kt up to
• A permanent nose-up order is applied to aid recovery about 10 kt above stall warning speed, depending on
to normal flight conditions. the aircraft’s gross weight and slats/flaps configuration.
• When high speed protection is activated, positive spiral A gentle progressive nose down signal is introduced,
static stability is introduced to 0 ° bank angle (instead which tends to keep the speed from falling below these
of 33 ° in normal law), so that with the sidestick values. The pilot can override this demand.
released, the aircraft always returns to a bank angle of • HIGH SPEED STABILITY: Above VMO or MMO, a nose up
0 °. demand is introduced to avoid an excessive increase in
• The bank angle limit is reduced from 67 ° to 40 °. speed. The pilot can override this demand.
• When high speed protection is activated, the pitch trim
is frozen. (A319 and A321 only) ALTERNATE LAW: PITCH - FLARE MODE
• In pitch alternate law the flight mode changes to the
BANK ANGLE PROTECTION: flare mode when the pilot selects landing gear down.
• Inside the normal flight envelope, the system maintains • The flare mode is a direct stick-to-elevator
positive spiral static stability for bank angles above 33° relationship.
• If the flight crew holds full lateral sidestick deflection,
the bank angle goes to 67 ° and no further. ALTERNATE LAW: LATERAL CONTROL
• If the bank angle exceeds 45 °, the autopilot • When flying in pitch alternate law, lateral control
disconnects and the FD bars disappear. The FD bars follows the roll direct law associated with yaw
return when the bank angle decreases to less than 40 °. alternate or mechanical.
• When bank angle protection is active, auto trim is • Only the yaw damping function is available. Damper
inoperative. authority is limited to ±5 ° of rudder deflection.
• In the case of steep turns (bank angle greater than
33°), the PF must apply: Lateral pressure on the ALTERNATE LAW: PITCH - FLIGHT MODE (Without Reduced
sidestick to maintain bank and Aft pressure on the Protection)
sidestick to maintain level flight. • It includes only the load factor limitation.
• If AOA protection or pitch attitude protection is active,
and the flight crew maintains full lateral deflection on DIRECT LAW: PITCH CONTROL
the sidestick, the bank angle will not go beyond 45 °. • The pitch direct law is a direct stick-to-elevator
• If high speed protection is active, and the flight crew relationship (elevator deflection is proportional to stick
maintains full lateral deflection on the sidestick, the deflection).
bank angle will not go beyond 40 °. • No automatic trim: PFD displays in amber the message
“USE MAN PITCH TRIM”.
In normal flight, the rudder trim should stay between 1 ° • Overspeed and stall warnings are available as for
right and 2.3 ° left. alternate law.
• This indication corresponds to a true rudder deflection
within ± 1.5 °, taking into account the permanent offset ROLL DIRECT LAW
• The roll direct law is a direct stick-to-surface-position
relationship.
Pg. 12/30 MH
 • With the aircraft in the clean configuration, the The power transfer unit comes into action automatically
maximum roll rate is about 30 °/s. when the differential pressure between the green and the
• With slats extended, it is about 25 °/s. yellow systems is greater than 500 PSI.
• To limit roll rate, the roll direct law uses only ailerons
and spoilers N° 4 and 5. The PTU therefore allows the green system to be
pressurized on the ground when the engines are stopped.
YAW MECHANICAL CONTROL (DIRECT LAW)
• The pilot controls yaw with the rudder pedals. PTU Inhibit: On ground, if engine master switches are split
• The yaw damping and turn coordination functions are AND parking brake on or nose wheel steering disconnected.
lost.
The RAT deploys automatically if AC BUS 1 and AC BUS 2 are
ABNORMAL ATTITUDE LAWS both lost.
• If for any reason the aircraft goes far outside the
normal flight envelope and reaches an extreme
attitude, the flight control law will be modified. If a DH has been entered, the radio height appears:
• When the abnormal attitude law engages: F/CTL • In green, when DH +100 ft < RA < 2 500 ft
DIRECT LAW becomes active. • In amber, when RA < DH +100 ft (at “Hundred
• When the aircraft returns within the normal flight Above”)
envelope, the abnormal attitude law disengages and
the F/CTL ALTN LAW (without reduced protection) If “NO” is entered as the DH on the MCDU APPROACH page,
remain for the remainder of the flight 0 ft becomes a default value.
When the aircraft reaches the decision height selected on
MECHANICAL BACK-UP the MCDU, DH letters flash amber for 9 s, then remain
• The purpose of the mechanical backup is to achieve all amber above the radio height indication.
safety objectives in MMEL dispatch condition: to
manage a temporary and total electrical loss, the If no DH has been entered, or if both FMGCs fail, the radio
temporary loss of five fly-by-wire computers, the loss height appears:
of both elevators, or the total loss of ailerons and • In green, when 400 ft < RA < 2 500 ft
spoilers. • In amber, when RA ≤ 400 ft
• PITCH: The pilot manually applies trim to the THS to
control the aircraft in pitch. The PFDs display “MAN Landing Elevation (Brown): The top of the brown surface on
PITCH TRIM ONLY” in red. the altitude scale represents the landing elevation (BARO) at
• LATERAL: The pilot uses the rudder pedals as the the flight-planned destination.
mechanical backup to laterally control the aircraft. It is displayed: during flight phases 7 and 8 and if the STD
reference mode is not selected.
SIDESTICK:
• A flight crewmember can deactivate the other sidestick Ground Reference (Red Ribbon): on the right of the altitude
and take full control, by pressing and keeping pressed scale represents the field elevation. This ribbon, which is
the sidestick pb. driven by the radio altimeter signal, is displayed below 570’.
• To deactivate the other sidestick, the flight
crewmember must press their sidestick pb for 40s. The LINEAR DEVIATION: is the difference between the current
other sidestick is permanently deactivated, until any altitude of the aircraft and the theoretical vertical profile of
flight crewmember presses their sidestick pb. the FMS.
• If both flight crew members press their sidestick pb, The linear deviation appears from the top of descent down
the last pilot to press gets the priority. to the MAP altitude.
When the linear deviation is less than 540 ft, the linear
deviation symbol is a green filled circle, located at the
theoretical FMS altitude.
Hydraulic Systems:
Normal system operating pressure is 3 000 PSI (2 500 PSI
when powered by the RAT).
The offset can be between 1 and 50 NM.
An electric pump can also pressurize the yellow system,
which allows yellow hydraulics to be used on the ground Energy Circle:
when the engines are stopped. • The ND will display the energy circle when the aircraft
is in HDG or TRK lateral guidance modes and within 180
NM of its destination.

Pg. 13/30 MH
 • It provides a visual cue of the minimum required FCU: When in managed mode, turning a knob without
distance to land, i.e., the distance required to descend pulling it, displays a value that is the sum of the current
in a straight line from the current aircraft position at its target and the turn action value. The display remains:
current speed down to the altitude of the destination • 45 s on the HDG/TRK and V/S windows and
airport at approach speed. • 10 s on the SPD/MACH window
• The descent profile used to compute the distance takes before the dashes reappear.
into account speed limits, the wind, a deceleration
level-off segment and a 3° final approach segment.
Auto brakes:
LL XING/INCR/NO (blue): The increment (INCR) ranges from If the aircraft makes an acceleration stop and begins to
1 to 20 °, and the number of crossing points (from 1 to 99) decelerate when the wheel speed is under 72 kt, the
automatic braking will not activate because the ground
The UNDO function is available when there is more than one spoilers will not extend.
pending revision in the temporary F-PLN. It can only be used
once by the crew to cancel the last revision in the temporary Automatic braking is activated when the command for
F-PLN. ground spoilers extension is detected, and the wheel speed
is above 40 kt, for MAX mode.
The default tropopause altitude is 36 090 ft. The pilot can
use this field to modify the tropopause altitude (99 990 ft
maximum). FMGC major reset: Loss of F-PLN, GW, CI, CRZ FL, MCDU-
entered speeds and NAVAIDs.
On the WIND pages, wind direction is always true-
referenced. FM resynchronization automatically occurs after a FM reset.
If three successive resynchronisations fail, independent
After Engine start, the INIT B page is no longer available. The mode commences.
flight crew should use the FUEL PRED page for weight and
fuel data insertion, if required. While a RESET/RESYNCH occurs:
The INIT B page should not be completed immediately after • The ND shows “MAP NOT AVAIL”
INIT A, because the FMGS would begin to compute F-PLN • The MCDU may revert to the MCDU MENU page
predictions. This would slow down the entry procedure.
• Auto tuning of Navaids (VOR, DME, ADF) are lost on the
failed side
CHECK IRS/AIRPORT POS: The distance between ADIRS
• AP/FD /A/THR modes may be transiently lost
alignment position and the NAV Database Airport Reference
• A reversion to basic modes (HDG/V/S or TRK/FPA)
Point is at least 5 NM.
occurs if the FM1 (FM2) resets while AP1 (AP2) is
engaged.
The pilot enters the radial in, or radial out, as XXX, XXX being
the radial. An M or T may also be entered, referring to a
If the RESET/RESYNCH succeeds, all functions are recovered.
MAG or a True value.
If five successive resets occur in 4 min, the failing FMGC will
CHECK WEIGHT: The gross weights (GW) computed by the
latch, and single mode operation will start.
flight management computer (FMC) and the flight
• All functions are available on the operative side.
augmentation computer (FAC) disagree by more than 7 t.
• Select the same range and mode on both NDs. (“SET
OFFSIDE RNG/MODE” or “OFFSIDE FM CONTROL”)
DEST EFOB BELOW MIN: The EFOB at destination calculated
by the FMS is less than the MIN DEST FOB value specified on • Both MCDUs are now driven by the one FMGC. (“OPP
the FUEL PRED page, for more than 2 min. The message is FMGC IN PROCESS”)
triggered in flight, except during Takeoff and Climb phases. • Perform a manual reset of the failed FMGC, when
convenient.
If time between two consecutive predetermined automatic
radio height call outs exceeds a certain threshold, the DUAL RESET WITH LOSS OF DATA AND AUTORECOVERY
present height is repeated at regular intervals. Four successive dual resets in 3 min erases all pilot-entered
The threshold is: data (F-PLN, GW, CRZ FL, CI, etc.)
• 11 s above 50 ft
When the system has recovered:
• 4 s below 50 ft
• SELECT DIR TO the required down-path waypoint.
The repeating interval is 4 s.
• SELECT LAT REV at the downpath waypoint and
redefine the DESTINATION.

Pg. 14/30 MH
 • SELECT the FUEL PRED page, and ENTER the ZFW and • No crosstalk between MCDUs: F-PLN revisions have to
ZFWCG values. be achieved on both MCDUs.
• SELECT the PROG page, and enter CRZ FL.
• SELECT the PERF page, and enter CI. MCDU MENU
• CHECK or reengage (as appropriate) the relevant • F-PLN key (B/UP F-PLN page)
speed/Mach target and vertical mode. • PROG key (B/UP PROG page > B/UP IRS 1, 2, 3 pages
• Redefine the flight plan for the remainder of the flight. and B/UP GPS)
• The FM position bias is lost. • DIR key
• The FM position returns to the MIX IRS position.
• FMGS tuning of the ILS and ADF is not possible. BACK UP NAV OPERATION
• Lateral and vertical managed mode cannot reengage • It is recommended to use the TRK/FPA modes
• The “CAB PR LDG ELEV FAULT” ECAM message is • Track between TO and next waypoints is true track
displayed. • D in NM = ▵(FL)/FPA°
• PERFORM a NAV accuracy check, when possible.
• A manual FM position update should be considered, if B/UP F-PLN page:
MIX IRS and actual positions differ by more than 20 New waypoint entry: a pre-existing waypoint identifier or
NM. valid IDENT/LAT/LONG or LAT/LONG entry.

FMS DEGRADED MODE: “FM PREDICTIONS LOST” DIRECT: The DIR TO function operates as for the normal F-
• If vertical managed guidance and/or predictions are PLN, except that RADIAL INTERCEPT and ABEAM functions
required, RE-ENTER a Cost Index (CI) value on INIT A or are not available.
PERF page.
A dual FM failure has different consequences when it occurs
DUAL LATCH: Both FMGCs are inoperative. FM and FG in different phases of the flight.
capability are lost. The system handles target speed and SPD mode as follows:
• FLY raw data. • During approach with LOC and G/S engaged and
• TUNE necessary NAVAIDs using the RMPs. radio height < 700 ft, the target speed is set to
• PERFORM a manual reset of both FMGCs. VAPP as previously memorized, and managed SPD
• A single or double FM auto-reset does not affect an ILS target is maintained.
approach below 700 ft AGL. ILS frequency is locked and • At go-around, the target speed becomes the
AP/FDs remain engaged. memorized go-around speed, which is the higher of
VAPP or the speed when go-around was initiated.
The flight crew can perform two types of FMGC manual Managed SPD target is maintained.
reset: • In all other cases, managed target speed reverts to
A short FMGC reset of 10 s selected, the value being the speed at the moment
• The FMS re-initializes data processing. However, the of the failure.
data entered by the flight crew are memorized (F-PLN,
INIT and PERF data)
A long FMGC reset of 15 min Managed Speed Mode
• All the memory is cleared and the FMS re-initialises all ENGAGEMENT CONDITIONS
data and processing. The SPD target is managed, whenever AP or FD is engaged,
and one of the following occurs:
MCDU NAV B/UP (only EX and CI series): To be used only in • The flight crew pushes in the SPD/MACH knob
case of FM 1 + 2 failure. Can be selected temporarily in case • EXP CLB mode or EXP DES mode is engaged
of FM1 or 2 only failure. • V2 is inserted in the MCDU
• The SRS mode is engaged (takeoff or go-around mode).
The following features are not provided: Note: At takeoff, SRS will not engage if V2 is not available.
• No DATA BASE available (No autotuning, NAVAIDS
must be selected on RMP) When both AP/FD are OFF, A/THR reverts to selected SPEED
• No EFIS CTL PANEL options mode, except when the approach phase is activated on
• No AUTO LDG ELEV MCDU where both managed and selected SPD are available.
• No performance data
• No automatic SPD/MACH change over. The managed speed/Mach target may be set below
• Most of predictions are lost. maneuvering speed but as long as the speed target is
• No AP/FD or Speed managed modes. managed, the FMGS limits the aircraft to the maneuvering
• No multiple lateral F-PLN. Only downloaded F-PLN.
Pg. 15/30 MH
speed of the current slats/flaps configuration (VAPP, F, S, • The flight crew should report any in-flight reset to the
Green Dot). maintenance.
• On Ground only: Other Systems not listed in the
If the managed/selected speed/Mach target is above VMAX System Reset Table can be reset.
(VFE, VMO, MMO) with the autothrust active, the FMGS • In Flight: Never pull the following circuit breakers:
automatically limits the speed to: SFCC, ECU or EEC or EIU.
• VMAX in the case VMAX is equal to VFE, or
• VMAX-5 kt in the case VMAX is equal to VMO/MMO.
[ADV]: Advisories are system parameters that start to
If the selected speed/Mach target is set below VLS with the deviate from their usual operational range. However, an
autothrust active, the FMGS automatically limits the speed advisory does not require flight crew actions, except
to: VLS monitoring.

Selected speed has priority over managed speed. The only

eQRH/FCOM Checklists:
automatic change-over from selected to managed speed
• Grey background title checklists are procedures not
target may occur at go-around mode engagement.
displayed on ECAM.
In flight, if the situation calls for managed speed, both the • Dark background (white on paper) title checklists are
PFD and the MCDU display a message proposing a manual procedures displayed on ECAM.
change. • eQRH procedure titles are red or amber depending on
if the procedure is warning/emergency procedure or
With engines running, the flight crew can select a speed on caution/abnormal procedure.
the FCU only after 5 seconds after lift-off.
TO Memo:
If no V2 is entered at takeoff, the V/S mode engages 5 s
• Appears 2 minutes after second engine start or
after lift-off (no speed reference system). The FCU speed
• At least one engine running and TO CONFIG TEST PB
target is the speed at V/S mode engagement. (A/THR
pressed.
becomes active when the thrust levers are set in the active
• Disappears at TO power application.
range).

LDG MEMO:
The Ground Speed Mini function is active when: The speed is
• Appears below 2000 ft.
managed and The FMS flight phase is the approach phase.
• After a go-around, if the aircraft does not climb above
The Ground Speed Mini function takes advantage of the 2200 ft RA, the landing memo appears only below 800
aircraft inertia, when the wind varies during the approach in ft RA during the subsequent approach.
order to provide an adequate indicated speed target. • Disappears after touchdown at 80 kt.

Managed speed target = VAPP + 1/3*(current headwind

component - tower headwind component). Bleed SD page: Shows Precooler inlet pressure and outlet
The managed speed target has the following limits: temperature.
• VAPP, as the minimum value
• VFE next, in CONF 0,1,2,3 GND HP INDICATION (white triangle with GND): Indicates
• VFE-5 kt in CONF FULL, as the maximum value. that it is possible to connect the HP ground air supply. It
appears on ground only. Does not indicate whether GND HP
is connected or not.
Altimeter Setting:
• If cleared above transition altitude: STD RAM AIR pushbutton opens the ram air valve, provided that
• Cleared to an altitude below transition level and while ditching is not selected. And the outflow valve opens about
passing transition level: QNH 50 %, provided that it is under automatic control and ΔP is
less than 1 PSI.

RESETS: Only perform one reset at a time, unless indicated

An emergency ram air inlet ventilates the cockpit and cabin
differently.
to remove smoke, or if both packs fail.
• Wait 3 s if a normal cockpit control is used, or 5 s if a
circuit breaker is used.
The ram air inlet flap closes during takeoff and landing to
• Wait 3 s for the end of the reset.
avoid the ingestion of foreign matter.

Pg. 16/30 MH
 Switching the MODE SEL pb to MAN, for at least 10 s, then
Pack flow control valve closes automatically in case of pack returning it to AUTO will select the other system.
overheat (on ground only), engine start, or operation of the
fire or ditching pushbutton. The safety valve opens when the cabin differential pressure
Pack Flow: Whatever the crew selects, the system delivers is between 8.2 and 8.9 PSI.
higher flow for any of the following circumstances:
‐ In single-pack operation, CAB PRESS SD Page:
‐ When the APU is supplying bleed air. CAB ALT FT: Appears in red if the cabin altitude goes above 9
550 ft. The digital presentation pulses if the cabin altitude is
The cabin pressurization system: at or above 8 800 ft (resets at 8 600 ft).

Pre-pressurization: During takeoff, increases cabin pressure Cabin V/S is displayed on: Cabin Press, Cruise and Door/Oxy
to avoid a surge in cabin pressure during rotation. At a rate pages.
of 400 ft/min, until the ΔP reaches 0.1 PSI.
Depressurization: After touchdown, gradually releases Each air conditioning system controller regulates the
residual cabin overpressure before the ground function fully temperature of its associated pack, by modulating the
opens the outflow valve. bypass valve and the ram air inlet flap.

Before takeoff, and 55 s after landing, the outflow valve fully

With the recommended 180 ° turn technique, on dry
opens to ensure that there is no residual cabin pressure. At
runway, the approximate turn width without margin is:
touchdown, any remaining cabin pressure is released at a
cabin vertical speed of 500 ft/min. • A319 - 21 m (69 ft)
• A320 - 24 m (79 ft)
During descent, the controller maintains a cabin rate of • A321 - 30 m (99 ft)
descent, such that the cabin pressure is equal to the landing
field pressure +0.1 PSI, shortly before landing. The maximum Minimum theoretical pavement width for 180 ° turn:
descent rate is 750 ft/min. • A319 - 20.5 m (67 ft)
• A320 - 22.8 m (75 ft)
ABORT (AB): If the aircraft does not climb after takeoff, the • A321 - 28.3 m (93 ft)
abort mode prevents the cabin altitude from climbing. Cabin
pressure is set back to the takeoff altitude +0.1 PSI.
Least Risk Bomb Location (LRBL) is the center of the RH aft
cabin door.
When FMGS data is not available for automatic
pressurization, the crew only needs to select the landing
field elevation. EXPED PB:
• When the aircraft is in EXP CLB, the target speed is
The controller automatically controls the cabin pressure. It
Green Dot, which is maintained with pitch control.
limits the cabin pressure to approximately 8 000 ft
Autothrust, if active, sets the thrust at CLB THRUST
maximum; and 8.06 PSI during CRUISE mode.
automatically.
• When the aircraft is in EXP DES, the target speed is 340
1 PSI differential pressure corresponds to a 2 500 ft
kt or M 0.8 which is maintained with pitch control.
difference between the aircraft and the cabin altitude.
Autothrust, if active, sets the thrust at IDLE
automatically.
The controller normally uses the landing elevation and the
• When EXPEDITE is engaged, the system disregards SPD
QNH from the FMGC, and the pressure altitude from ADIRS.
CSTR, ALT CSTR, and SPD LIM.
If FMGC data are not available, the controller uses the
captain BARO Reference from the ADIRS and the LDG ELEV
selection. The AIRPORT key serves as a fast scroll key. The flight crew
can press it to call up the next airport (DEST, ALTN, ORIGIN)
Two independent pneumatic safety valves prevent cabin to be displayed on the flight plan page.
pressure from going too high (8.6 PSI above ambient) or too
low (1 PSI below ambient). When NAV mode is engaged, the flight crew can only clear
or modify the TO waypoint by using the DIR key on the
If the pressurization system is manually-controlled, the MCDU console.
outflow valve does not open automatically at touchdown.
In HDG/TRK mode, a waypoint is sequenced when it passes
behind the aircraft, and the aircraft is less than 5 NM from it.
Pg. 17/30 MH
 If the aircraft is above 400 ft, the ILS APPR mode disengages
A “window” constraint: The altitude window consists of two when the flight crew presses the APPR pb, HDG V/S or TRK
altitudes within which the aircraft should fly. The crew FPA engages.
cannot manually enter a “window” constraint.
LOC Convergence function helps the aircraft intercept and
capture the LOC axis. The aircraft is guided with a
Altitude and speed constraints may apply to the climb,
converging track of 20 ° from the LOC axis
descent, or approach phase, but never to the cruise phase.
The 6L/6R fields display “CLB/DES” when the revised PRE-CAPTURE OF THE LOC BEAM: LOC* mode may engage
waypoint is a cruise phase waypoint. These 2 prompts also with the help of FMS position data when the aircraft
display “CLB/DES” when the predictions are not computed. reaches the LOC pre-capture zone. To ensure the capture of
the LOC beam, the aircraft is guided with a 15 ° convergence
angle with respect to runway QFU.
If one AP was engaged when FDs are switched OFF, this AP
remains engaged in the active modes but the FDs are no When the LOC deviation becomes lower than 2.3 dots, LOC*
longer displayed. mode no longer uses the FMS position data for guidance,
but the actual LOC beam deviation to complete the capture
One AP can be engaged on ground if the engines are not of the axis.
running. It disengages when one engine is started. There is no glideslope capture assistance. The flight crew
shall ensure that the aircraft flight path intercepts the G/S
Two APs may be engaged at a time (AP1 active, AP2 in beam.
standby), when the localizer/glide-slope or roll out or go-
around mode is armed or engaged.
LAND mode automatically engages when the LOC and G/S
In the case of TCAS RA, FDs automatically engage in modes are engaged, and the aircraft is below 400 ft RA. No
TCAS/HDG modes and FD bars are displayed accordingly. If action on the FCU will disengage LAND mode. FLARE and
FPV/FPD was previously selected, it reverts to FD bars. ROLL OUT modes will successively engage.

When LAND is not displayed on the FMA, at/or slightly

In SRS mode, the aircraft maintains a speed target equal to
below 400 ft, the landing capability degrades to CAT 1 and
V2+10 kt in normal engine configuration. When the FMGS
the triple click is generated. No autoland is authorized with
detects an engine failure, the speed target becomes the
CAT 1 displayed on the FMA.
highest of V2 or current speed, limited by V2+15 kt.
ALIGN is a sub-mode of LAND mode that lines up the
If during takeoff the flight crew inadvertently sets an
aircraft’s axis with the ILS course (during FLARE mode). It is
altitude on the FCU below the current altitude, the aircraft
not displayed to the flight crew.
will remain in SRS mode unless the flight crew engages V/S
mode.

RWY mode gives lateral guidance orders during takeoff roll The PF can abort the landing and go-around at any time until
and initial climb out (up to 30 ft RA) if a LOC signal is the thrust reversers are selected. However, when the
available. The PFD displays the FD yaw bar. reversers are selected, the landing must be continued.

RWY TRK mode gives lateral guidance on the track the When the flight crew initiates a go-around close to the
aircraft was flying at mode engagement (at 30 ft RA, if NAV ground, they must avoid an excessive rotation rate to limit
was not armed). The FD displays the conventional guidance the risk of tail strike.
bar. The flight crew must wait until the aircraft is safely
established in the go-around before retracting the flaps by
one step and the landing gear.
G/S* or G/S modes may be engaged above the operating
range of the radio altimeters (8 000 ft for TRT, and 5 000 ft
for Collins and Honeywell radio altimeters). The landing The pilot should only use “POSITION UPDATE AT” in case of a
capability displayed on the FMA will reflect the lack of RA major position problem, such as:
validity (CAT 1) until the radio altimeters become active. • On the ground, no flight plan appears on the navigation
But, if the radio altimeters fail, or if the FMGS receives no display and ARC/ROSE NAV mode is selected .
radio altimeter data, LOC, G/S, and AP/FDs will disengage • A “CHECK IRS/FM POSITION” message appears on the
and FDs will re-engage on basic modes. MCDU.
• A “FM/IR POSITION DISAGREE” message appears on
the ECAM.

Pg. 18/30 MH
When the GPS PRIMARY is operative, the POSITION UPDATE
AT is inhibited.

FIG OF MERIT : This field shows how far out the FMGS can
autotune a VOR, VOR/DME, VORTAC, or DME for display or
for computing position.

0 : Up to 40 NM
1 : Up to 70 NM
2 : Up to 130 NM
3 : Up to 250 NM

The “GPS PRIMARY” status combines two different criteria:

• The accuracy criterion: HIGH/LOW accuracy
• An integrity criterion: This is the capability to detect a
failure and provide appropriate warning of it. This
criterion indicates the confidence that the flight crew
can have in the FMS position.

If the GPS PRIMARY status no longer complies with one of

these criteria (Navigation downgraded or integrity lost), the
GPS PRIMARY status is lost and the MCDU and the ND
display the "GPS PRIMARY LOST" message.

No navigation accuracy check is required, as long as GPS

PRIMARY is available.

Pg. 19/30 MH
 Adverse Weather Ops Manual, FCTM, FCOM WING ANTI-ICE: When icing conditions are encountered:
Approach Category: IAS at threshold (Vat), which is equal to o The flight crew may turn on the wing anti-ice to
1.3*Vso or 1.23*Vs1g in landing configuration at max prevent ice accretion on the wing leading edge.
landing weight. o The flight crew must turn on the wing anti-ice if there is
evidence of ice accretion, such as ice on the visual
Category C: 121 kt ≤ Vat < 141 kt indicator, or on the wipers, or with the SEVERE ICE
DETECTED alert. This is to remove any ice accumulation
Avoid operations from contaminated runways. Delay take-
from the wing leading edge.
off or divert if possible.
o On ground when wing anti-ice is switched on, the anti-
• Damp : Surface shows change of colour due moisture.
ice valves open for about 30 s for self-test sequence,
• Wet : Surface is soaked but no significant patches of
then close as long as the aircraft is on ground.
standing water.
• Contaminated : Extensive water/snow/ice patches
Only LEAP Engines (EX and CI series): Operational check of
visible.
the engine anti-ice valves after engine start at the beginning
Takeoff from Contaminated RW: of each ETOPS flight.
• Appropriate Field length performance corrections to be
applied. FCOM-NOR-SUP-ADVWXR: Extended flight in icing
• Normal take off config. conditions with slats extended should be avoided. Holding in
• All braking devices should be serviceable. icing conditions should be in clean configuration.
• TOGA power Flying With Ice Accretion: Extended flight with slats
• No tailwind extended in icing conditions should be avoided.
• Crosswind limit 15 kt (10 kt for slippery RW) • With wing anti ice operative:
• Not allowed if depth of contamination exceeds 13 mm. o Config 0, 1, 2, 3 : Min speed = VLS + 10 kt
• Radio altimeter may not compute valid data. o Config FULL : Min speed = VLS + 5 kt
• With wing anti ice not operative:
Ice Crystal Icing: Conditions:
o Min speed : VLS + 5 kt or Green Dot
• TAT stays near 0o C
• In visible moisture with amber or red weather radar
returns below a/c. Clear Air Turbulence (CAT):
• Appearance of liquid water on windshield. (Different Identification:
sound than rain) • On charts for isobaric surface, such as 300 mb, if 20 kts
• A/T unable to maintain speed. isotachs are spaced closer than 60 nm, there is
• Light to moderate turbulence sufficient horizontal shear for CAT.
• Static discharge around windshield (St. Elmo’s fire) • CAT areas are marked on Significant Wx charts.
• Smell of Sulfur or ozone • If winds aloft in OFP or charts change more than 5
• Increase in humidity kt/1000’ vertical shear is likely.
• Cloud tops above typical cruise levels (above • If zero-degree isotherms are closer together than two
tropopause) degrees of latitude, vertical shear is likely.
• Curving jet streams may have turbulent edges than
During flight in IMC, avoid flying directly over significant straight ones.
amber or red returns. If ice crystal icing is suspected, exit
icing conditions. Request a route change to minimize time Avoidance/Management/Exit:
over red and amber radar returns. • Fly turbulence penetration speed.
• Jet stream CAT can be avoided by changing flight level
Icing Conditions: Icing may be presumed to occur when the or course.
Total Air Temperature (TAT) is less than +10 °C, or if the o A turn to right in north hemisphere places aircraft
outside air temperature (SAT) is between 0 °C and -20 °C in more favorable winds.
with a relative humidity of 55 % or more. o If temperature is falling, descend, if rising, climb. If
it remains constant, climb or descend.
ENG ANTI-ICE: Engine anti-ice must be set to ON when icing • PIC to make PA if required
conditions exist or are anticipated, except during climb and • (Refer SOP PA announcement in Climb/Cruise)
cruise when the SAT is below -40 °C.
Take-off: In high turbulence, wait for target speed + 20 kt
Turn on engine anti-ice during all ground operations when, (limited to VFE – 5) e.g., wait for F+20 before setting Flaps 1
icing conditions exist or are anticipated.
In Flight:
• Areas of know turbulence, associated with CBs should
be avoided.
Pg. 20/30 MH
• Selective use of manual gain helps assess the situation
• A weak echo should not be a reason to underestimate a
CB. AIRBUS OPERATING PHILOSOPHY
• Avoid by at least 20 NM upwind.
• Keep A/P and A/T on. Disconnect A/T in case of
❖ Design Principles:
excessive thrust variations.
o When A/THR is engaged, thrust lever position
• If flying manually, try to maintain attitude and not
determines max authorized thrust that may be
altitude. Consider descending below OPT FL to increase
commanded by A/THR
buffet margin.
o When using manual thrust, thrust lever position
determines current thrust.

Low Level wind shear avoidance (LLW) :

Recognition: Un commanded changes in flight conditions by ❖ Flying in Reconfiguration Laws: When at high altitude,
(+FAM procedures) descend to approximately 4,000’ below REC MAX ALT
• 15 kt indicated airspeed to increase buffet margin. At high speed, maneuver
• 5o pitch attitude with care and use small control inputs.
• 500 fpm vertical speed o Alternate Law: Handling similar to normal law in
• 1 dot displacement from the glide slope normal flight envelope.
• 10o heading o Direct Law: Avoid large thrust, sudden speed brake
• Unusual thrust activity changes. Give time to re-trim
• Wind/ground speed variations o Mechanical Backup: Objective is to maintain safe
and stable attitude and not flying accurately.
Take off: ▪ Pitch: By pitch trim wheel. Smooth inputs.
• Delay if possible ▪ Roll: Rudder. Wait for aircraft reaction.
• Use maximum take off thrust
• Use longest RW
• Be alert for airspeed fluctuations during take off and ❖ Abnormal and Emergency Procedures Sequence:
initial climb. o Memory or Immediate OEB actions
• If wind shear is encountered near rotation speed, there o OEB
may not be sufficient runway left to stop. o ECAM Actions
• Initiate a rotation so as to be airborne before the end of ▪ Perform – “Clear (System)”
the runway even if airspeed is low. ▪ LAND ASAP (Red): Nearest Airport
• Stall warning takes the precedence. ▪ LAND ASAP (Amber): Suitable Airport
▪ SD Pages – “Clear (System)”
“MONITOR RADAR DISPLAY”
▪ “STATUS” – “STOP ECAM”
• Assess severity on weather radar display.
▪ Any normal C/L, System Resets, additional
• Delay approach or divert.
procedures (ENG RELIGHT)
• Use Flaps 3 for landing, optimize go around climb ▪ “CONTINUE ECAM” – Read Status (preview)
gradient. ▪ “Remove Status” – “ECAM Actions Completed”
• Managed speed, provides GS mini. ▪ Any QRH, FCOM procedures
• Increase VAPP up to VLS + 15 kt in case of gusty cross ▪ Recall STATUS – Assess situation
wind up to 20 kt. ▪ Time permitting, refer FCTM, MEL
“GO AROUND, WINDSHEAR AHEAD” ▪ FORDEC
• Set TOGA for go around.
• May change configuration if WS is not entered. ❖ Advisory: Different sensors for advisory and ECAM
• May require full back side stick input to follow SRS or alert.
minimize loss of height. o Announce “Advisory on xyz system”
o PM to monitor drifting parameter
Experience: First command rating, minimum 100 hours PIC o Time permitting, refer QRH to check triggering
experience on type before being released to fly in adverse condition and recommended action.
weather conditions.

MEL: Weather Radar, Windshield Wipers SPEEDS

For performance (field) limited airfields: Thrust reversers,
Anti-Skid, Spoilers, All wheel brakes. VS : Stalling speed. Not displayed.

Pg. 21/30 MH
• All the operating speeds must be referenced to a speed For AIR INDIA A320 EDTO operations, the fixed/selected one
that can be demonstrated by flight tests. This speed is engine diversion speed is 0.78M/320kt at MCT.
designated VS1g.
• VSmin (for conventional aircraft) = 0.94 * VS1g Flight plan calculations done at M .80 / 350 kt.
• The FCOM uses VS for VS1g.
Different diversion distances for different types.
VLS : Lowest Selectable Speed. Approx. distances in NM:
• Represented by the top of an amber strip along the 60 min: 404, 90 min: 596, 120 min: 790
airspeed scale on the PFD. In landing configurations
(CONF 3 and FULL) VLS is always equal to, or greater Standard Obstacle Fixed Speed
than, VMCL. Descent M .78 / Green M .78 / M .80 /
to ceiling 300 kt, Dot, MCT 320 kt, 350 kt,
F : Minimum speed at which the flaps may be MCT MCT MCT
retracted at takeoff. Cruise LR Revert to FL per FL per
ceiling, standard FCOM, FCOM,
• In approach, used as a target speed when the aircraft is
LR Speed once 320 kt, 350 kt,
in CONF 2 or CONF 3. It appears when the flap selector
obstacle MCT MCT
is in position 3 or 2. cleared
Descent IDLE, M .78 / 300 kt / 250 kt
S : Minimum speed at which the slats may be to Destn
retracted at takeoff.
• In approach, used as a target speed when the aircraft is Other Critical systems: Failure of more than one of the
in CONF 1. It appears when the flap selector is in following systems may warrant diversion: One IDG, APU,
position 1. Blue Hydraulic System.

O : Green dot speed. Procedures:

• Engine-out operating speed in clean configuration. (Best Cockpit preparation:
lift-to-drag ratio speed). o Fuel X Feed valve check
o EEP, ETP and EXP on FMS fix pages.
ALPHA PROTECTION SPEED: The top of a black and amber
strip along the speed scale indicates this speed. It represents After Start (EX and CI series only):
the speed corresponding to the angle of attack at which o Engine anti-ice valve check
alpha protection becomes active.
• It is displayed when in pitch normal law. In-flight, Before EEP: If weather forecasts at EDTO alternates
below normal minima, re-routing or turn back required.
ALPHA MAX SPEED: The top of a red strip along the speed
scale indicates this speed. It represents the speed
corresponding to the maximum angle of attack that the GUARDED SWITCHES
aircraft can attain in pitch normal law.
o It is displayed when in pitch normal law.
❖ CALLS PANEL
STALL WARNING SPEED (VSW): The top of a red and black
EMER (BLACK):
strip along the speed scale defines this speed. It is the speed
o When pressed: Two pink lights flash on all area
corresponding to the stall warning.
• It is displayed when operating in pitch alternate or
call panels. The “EMERGENCY CALL” message
pitch direct law. appears on all AIPs. A high-low chime sounds
three times, on all of the loudspeakers.
OVERSPEED alert, and VLS displayed on the PFD, are o When an emergency call is made from the cabin
computed according to the actual flaps/slats position to the cockpit: On the EMER pb-sw: The amber
CALL light flashes. The ATT lights will flash on all
VFE and VFE NEXT displayed on the PFD according to the Audio Control Panels (ACPs). Three buzzers will
FLAPS lever position. If not displayed, use the placard sound consecutively (for approx. three seconds
speeds.
each).
o The cabin call system will reset, when the cabin
EDTO
crewmember hangs up the handset.

Pg. 22/30 MH
❖ OXYGEN PANEL guarded position. If the differential pressure is greater
than 1 PSI, then the ram air inlet remains closed.
MASK MAN ON (RED):
o (In AUTO) This allows the cabin oxygen mask
doors to open automatically when the cabin ❖ ELEC PANEL
altitude exceeds 14,000 feet.
o MAN ON: The cabin oxygen mask doors open IDG 1/2 (RED): The IDG switches are guarded and
regardless of cabin altitude. normally spring-loaded out. When pushed, the IDG
disconnects from its drive shaft and can only be
reconnected by maintenance.
❖ EMER ELEC PWR PANEL o FAULT: An amber FAULT light indicates an IDG oil
outlet overheat or low oil pressure. Inhibited
EMER GEN TEST switch (black): When pushed and held below 14% N2.
with only the battery power supplying electrical power,
the AC ESS bus is powered by the static inverter.
Normally the EMER GEN TEST switch is used by ❖ HYDRAULIC PANEL
maintenance.
RAT MAN ON (RED): The RAT will extend. However,
RAT MAN ON (RED): this switch is dedicated to pressurizing the blue
o (In AUTO) The Ram Air Turbine extends hydraulic system only and does not provide emergency
automatically, if AC bus 1 and 2 are not electrically electrical power.
powered and speed is above 100 knots.
o MAN ON - The RAT extends and couples the emergency BLUE ELEC PUMP (BLACK): OFF - When the BLUE ELEC
generator. The switch is always powered. PUMP switch is selected to OFF, the electric-driven
pump is de-energize and the OFF light illuminates
white.
❖ EVAC PANEL

COMMAND (BLACK) ❖ FIRE PANEL

o ON:
ENG 1/2 FIRE PB (RED): An electrical signal:
• In the cockpit:
o Silences the aural warning
− EVAC light flashes red, horn sounds.
o Arms the squibs (Squib light illuminates)
• In the cabin:
o Deactivates the Integrated Drive Generator (IDG)
− EVAC lights flash at FWD and AFT attendant
o Cuts off the FADEC power supply
panel.
o Closes the fuel LP valve
− Evacuation tone sounds.
o Closes the hydraulic fire shutoff valve
OFF: The alert is stopped.
o Closes the engine bleed valve
o Closes the pack flow control valve
❖ CABIN PRESS PANEL
APU FIRE PB (RED): An electrical signal:
DITCHING (black):
o Silences the aural warning
ON: The operating system sends a “close” signal to the o Arms the squib (Squib light illuminates)
outflow valve (if not in manual control), emergency o Deactivates the APU Generator
ram air inlet, avionics ventilation inlet and extract o APU shuts down
valves, pack flow control valves. o APU fuel pump is turned off
o APU bleed and cross bleed valves are closed.

❖ AIR COND PANEL

❖ ENG MAN START PANEL
RAM AIR SWITCH (black): In the event of a dual pack
failure or for smoke removal, ventilation can be ENG MAN START (BLACK):
obtained by the ram air inlet. o ON (in blue): Initiates Dry, Wet cranking or manual
start sequence depending on ENG MODE selector
The ram air inlet opens if differential pressure is less and ENG MASTER lever
than 1 PSI, if the DITCHING switch is in its normal
Pg. 23/30 MH
o OFF: Aborts manual start sequence or stops dry ▪ Dispatch with MAINTENANCE messages displayed
crank. on the STATUS SD page is permitted without
condition with few exceptions.
▪ 01 refers to items located on the overhead panels
❖ CARGO SMOKE PANEL ▪ 05 refers to indications on the PFD
▪ 06 refers to indications on the ND
DISCH PB (RED): ▪ 07 refers to indications on the SD pages
o Ignites the squib, thereby discharging the extinguishing ▪ 08 refers to indications on the EWD
agent in the affected cargo compartment. ▪ 09 refers to ECAM alerts
o Within 60 seconds, the amber DISCH light comes on ▪ 10 to 95 follows the ATA Spec 2200.
when the associated bottle is fully discharged. o The last pair of digits is the item rank.
▪ Item ranks from 01 to 49 are for Airbus MMEL
items.
❖ SIDE CONSOLE PANEL ▪ Item ranks from 50 to 99 are for additional items
introduced by AIR INDIA in the MEL items.
COCKPIT TO CABIN ALERT (BLACK): The alert buzzer sounds
in the cabin; and the red light comes on, in each attendant’s ❖ MEL Operational Procedures (MO): Gives the operational
area. procedures that are associated with the MEL items.
o The operational procedure must be applied before
each flight.
MEL o However, the dispatch condition might specify a
The decision of the Commander of the flight to have different periodicity
inoperative items corrected before the flight will take
precedence over the provisions contained in the MEL. ❖ ENROUTE MEL: Any MEL item that does not contain
The Commander may request requirements above the maintenance procedure denoted as (m) in the MEL is
minimum listed, whenever in his judgment such added called “ENROUTE MEL”.
equipment is essential to the safety of a particular flight o If a defect is detected by cockpit crew after door
under the special condition prevailing at the time. close for departure and before takeoff, the cockpit
crew will first carry out the ECAM/QRH actions
❖ MEL Entries (ME): Lists all the ECAM alerts. required.
o ECAM advisory and ECAM memo messages are not o Check the MEL for the fault and if the same does not
listed in the "MEL Entries" section. require Maintenance Action as per MEL, the PIC may
o An ECAM alert may cover one or several failure proceed to the destination and report the defect.
modes of the monitored system. For each failure o If any action is required as per MEL, the action may
mode, the AIRCRAFT STATUS column may indicate be accomplished by the flight crew member in
the following status: accordance with FCOM.
▪ NIL : When there is only one failure mode, the o The captain will make an entry in the deferred
AIRCRAFT STATUS column indicates NIL. maintenance section of the “Aircraft Technical Log”
▪ Actual alert : This indicates that the monitored on completion of the sector flying.
system is inoperative. The failure mode is the o If (m) item exists, aircraft must return to bay for the
failure of the monitored system. corrective action/deferral by AME.
▪ False alert : This indicates that the monitoring
system is inoperative. The failure mode is the ❖ Repair Interval: excluding the day of discovery
failure of the monitoring system. The monitored o A: No standard interval is specified, however, items in
system remains fully operative. this category shall be rectified in accordance with the
dispatch conditions stated in the MEL.
❖ MEL Items (MI): Lists all the MEL items with the o B: 3 consecutive calendar days
associated dispatch conditions. o C: 10 consecutive calendar days
o A code of three or four pairs of digits identifies each o D: 120 consecutive calendar days
MEL item.
o First three digits follow ATA Spec 2200. CIRCULARS
o Second pair of digits:
▪ 00 refers to maintenance messages on the 858 M : Engine Start Valve Manual Ops – LEAP Engine
STATUS SD page.
▪ Almost all MAINTENANCE messages have a repair • APU is the only acceptable (mandatory) mean to start
interval C. an engine with manual operation of the start valve.

Pg. 24/30 MH
 • In case one or both are not qualified; and RA triggered,
disconnect AP, disregard FDs (FDs OFF as per memory
854 M : New FWC standard on Neo aircraft
action) and follow old procedure.
Evolution of previous version including some new ECAM
alerts.
846 M : Altitude Deviations - Unauthorized deviation (FCU
altitude) from assigned (ATC) altitude by 300’ in non-RVSM
852 M : FOQA Trends airspace and 200’ in RVSM airspace.

• Pitch low at touchdown (A319) • When receiving altitude clearance, set cleared value
• Long flare distance (A321) immediately in altitude window. Even before read back.
• Path low in approach at 400’ (A320) • Both crew members to cross-check verbally
• High v/s in approach (1000’-500’) (A320 NEO) • Ensure cleared altitude is above MSA, be aware of
minimum vectoring altitudes.
• Standard phraseology, cross-check FMA, PFD
• “Leaving __ for __” when more than 500 FPM V/S is
851 I : FUEL L(R) INNER(OUTER) TANK HI TEMP ECAM
established and departing previous altitude.
message
• “1000’ to go”
• May occur during high ambient temperature (>45o C) • One head in, one head out (in VMC)
conditions. • When using V/S, remember to change FCU altitude as
• Try to keep the temperature in the inner tanks low by well.
o Delay refueling as much as possible before
departure.
o Reduce time between engine start and take off. 845 M : Limitations of Aft CG envelope of A320 Neo Aircraft
o For short turn arounds, arrive with as much cold
soaked fuel in outer tanks as possible.
o For long turn arounds, arrive with as less fuel as
possible. 844 I : Common Flight Report Book

850 M : Reinforced Speed Check, only for all NEO A320 843 M : Thrust Reduction, Acceleration & Engine Out Max
Aircraft (OEB 59) Acceleration Altitudes

• Wrong airspeed may cause erroneous elevator Default Thrust reduction / Acceleration altitudes: 1500’ /
1500’
deflection at rotation and hence degraded rotation
mode. Recommended Thrust reduction / Acceleration altitudes:
• Two PFD indications must be crosschecked with the ISIS 500’ / 800’ (or as recommended in EFB T/O PERF application
airspeed indication. – Green Initiatives, Fuel Policy Circular)
• ISIS becomes ‘must be operative’ item in MMEL.
• A difference of 20kt is to be considered unreliable Engine Out Max Acceleration Altitude: MAXALT displayed in
airspeed. EFB T/O PERF application.
• Silent airspeed crosscheck at 80 kt Engine Failure on Take Off: Securing the engine has priority
• 100 kt crosscheck is reinforced. over acceleration/configuration change.

• If an engine failure occurs prior to THR RED ALT,

maintain T/O thrust (or TOGA) till 1500’ or engine
847 M : AP/FD TCAS Mode
secured, whichever is higher but not above MAXALT.
• When a TA a triggered, TCAS mode is armed. • PUSH TO LEVEL OFF > Accelerate, Clean Up > Green Dot
• When a RA a triggered, TCAS mode engages. Provides Speed > Pull ALT knob to initiate climb > LVR MCT > Pull
vertical guidance. Speed
• If FDs are disengaged, they automatically engage. • If engine failure occurs after THR RED ALT > Apply
• BOTH flight crew members must be qualified. TOGA, SRS mode will engage > Maintain TOGA till
• Confirm in preflight briefing and check a/c config in Engine Secure or 1500’ whichever is higher > Level off,
QRH. accelerate, clean up > Green Dot Speed > Select MCT
(check A/T active on FMA) > Pull ALT to climb. (MAXALT
not applicable)

Pg. 25/30 MH
One Engine Out Go Around: Maintain default values in • AME will advise to carry out MEL (74-31-01A & 74-31-
MCDU in both cases whether in single engine approach 02A) OPS Procedure to prevent possible start abort and
followed by GA or dual engine approach followed by engine subsequent return to bay.
failure during GA.

Do Not Modify ACC ALT if:

• Windshear reported. 821 I : Salient Features of A320-251N NEO aircraft
(including furnishing, differences, emergency equipment)
Do Not Modify THR RED ALT or ACC ALT if:
• ATC restrictions or SID constraints or noise abatement
procedures require so.
818 I : Soft Go Around (SGA) Function
• At Category C airfields with special procedures.
With both engines operating, a lower thrust can be sufficient
to perform a safe go around. Full thrust (TOGA) go arounds
842 I : Potable Water Uplift may cause somatogravic illusion (SI) during night or low
• 50% - All domestic sectors visibility.
• 50% - Training or Ferry Flights The SGA function targets either 2000 fpm or 2300 fpm rate
• 75% - Long Haul or Ultra Long Haul Flights. of climb depending on a/c type.

Available only when all engines are operating. Else TOGA

thrust must be used.
841 M : CDSL Emergency Code: Default 0763#, New 13524#
for keypad with (N)
• To initiate a go around, thrust levers to TOGA to:
o Disengage approach mode
835 M : Fuel Spillage/Overflow from vent surge tanks o Engage go around guidance (SRS GA TRK or SRS
during refueling/taxying. NAV)
o Engage go around phase of the FMS.
May occur in following conditions: • Without delay, thrust levers back to FLX/MCT to:
• Any inner tank/wing tank booster pumps ON. o Engage SGA mode (MAN GA SOFT). If it doesn’t,
• Center tank transfer PB ON. move thrust levers to TOGA detent.
• Center tank mode selector PB MANUAL. (Will not • AP or FDs provides 2000 fpm or 2300 fpm climb rate.
happen in AUTO) • At any time, TOGA thrust is required, set thrust levers to
TOGA detent.
• At GA Thrust Reduction Altitude, thrust levers to CL
To avoid such spillage, follow SOP and ensure following:
detent to:
• Cross-feed PB OFF.
o Disengage MAN GA SOFT
• CTR Tank Mode Selector PB in AUTO. (MAN if CTR tank
o Engage CLB guidance
fuel is < 200 kg after refueling)
o Activate A/T
• CTR tank L and R XFR PB are OFF. (AUTO if CTR tank
fuel is > 200 kg after refueling) For aircraft without SGA function, if TOGA thrust is not
required:
• To initiate a go around, thrust levers to TOGA
832 I : ADS-B OUT endorsement : All A320 family aircraft are • Then thrust levers to climb CL detent
endorsed. Mixed fleet operation: Check SGA capability during descent
preparation

Explain GA strategy during briefing: “In case of a go around, I

828 M : Security Check List (Bomb search)
will use soft go around thrust. If an unexpected situation
Upon receiving bomb threat warning from ATC or if credible
occurs, I may use TOGA thrust”.
suspicion regarding aircraft sabotage exists, the PIC may at
his discretion initiate search.

816 M : LEAP 1A with Low EGT margin on NEO aircraft

822 I : ENG IGN SYS FAULT on LEAP-1A Engines • Starting issues in high OAT (>30o C)
• Hot day margin deterioration – greater than 53o C
• IGN A(B) FAULT may occur due to software issue. • Hot start or ENG STALL ECAM warning during Automatic
Start
Pg. 26/30 MH
Both Engines Hot day margin deterioration – greater than With gear up and locked, only NO SMOKING signs will
53o C and OAT > 30o C illuminate, enabling EPSU charging.

• Perform Manual Start – Extend dry cranking for 90 to

120 seconds prior to Eng Master ON.
• Start Second Engine on cross bleed. Adjust thrust to 799 I : New Type of emergency equipment on A320 aircraft
supply 38 PSI instead of 25 PSI.

One Engine Hot day margin deterioration – greater than 53o

798 I : Cabin/Cockpit Alert System (Installed on All A320
C and OAT > 30o C
enhanced, A319 (VT-SCF onwards) and A321 aircraft
• Start opposite engine first.
Used to indicate a possible violent incident to cabin and/or
• Start Second Engine on cross bleed. Adjust thrust to cockpit crew members.
supply 38 PSI instead of 25 PSI.
Cockpit alert: Originated from cockpit. PBs one each at LHS
and RHS side console panel. Initiates flashing AMBER and
808 M : FOQA Trend: Un-stabilized Approaches
PINK light on ACPs and COCKPIT ALERT on AIP. High-chime
Final Landing Configuration by 1500’ AAL and stabilized on loudspeakers. All resets after 30 seconds automatically.
approach by 1200’:
Cabin alert: Originated from cabin. Indicated by red ‘CABIN
• G/S interception above 2000’ AAL (e.g., Mumbai) ALERT’ light on central pedestal. Can be reset from ‘CABIN
o Speed managed ALERT’ PB on central pedestal.
o 5 NM to FAF, Flaps 1
o G/S pointer 1 dot above > Flaps 2
o 2000’ AAL > Gear Down > Flaps 3 > Flaps Full* >
Landing C/L 790 M : APRROACH CLIMB GRADIENT AT DUBAI OMDB

Standard Approach Climb Gradient is 2.1%

• G/S interception at or below 2000’ AAL (e.g., Delhi)
o Speed managed Dubai 12L 3%
o 5 NM to FAF, Flaps 1 30R 5%
o G/S alive > Flaps 2 > Gear Down > Flaps 3 > Flaps 12R 5%
Full* > Landing C/L 30L 2.72%

A321 is performance limited at MLW for approach on 30R,

802 I : Functional Test on Weather Radar 12R. To improve margins:
• PACKS OFF: For approach and landing
• Not to be carried out on EX and CI series. For a/c with • Use Config 3
auto tilt and multi scan. • To increase go around weight, increase Vapp by .8 kt for
• To be carried in absence of wx returns in auto tilt and every 1000 kg (check landing distance)
multi scan selection. • Request RW 12L or 30L
o RADAR – ON
o TILT/MULTISCAN – MAN
o Range – 40 NM (both NDs)
789 M : In Flight APU Restart for EDTO Ops
o ND Mode – MAP
o Tilt – 5o UP to gradually zero. (DO NOT GO BELOW 1st flight of 1st and 15th day of every month
0) 1. Climb: Start APU passing 10,000’ and keep it on till
o Ground, surrounding weather, if any, should be TOC or 30,000’
displayed on NDs. Else WX Radar is not functioning 2. Descent: Start APU passing 25,000’ , check
properly. parameters and shutdown.
o TILT/MULTISCAN – AUTO 3. Record in PDR

801 I : No Smoking and Exit Light 788 M : EVAC COMMAND SYSTEM

No smoking switch to be kept in AUTO during cockpit EVAC COMMAND SELECTOR : CAPT & PURS
preparation.
With Gear down and locked, AUTO position will illuminate If no order is received from cockpit and there is absolutely
both NO SMOKING and EXIT lights. no doubt about the necessity of the evacuation (extreme

Pg. 27/30 MH
structural damage, intensive internal/external fire) the cabin 763 M : No reading material to be kept on oxygen mask
supervisor shall order evacuation immediately. flaps in cockpit.

785 I : Fixed Oxygen System on A320 family aircrafts 754 M : Departure contingency procedures for VOCL and
VABB to be referred via Jeppesen charts 10-7 SPECIAL
All Lavatory Oxygen Systems are Gaseous (15 or 22 minutes)
ENGINE FAILURE PROCEDURE.
All Cabin Oxygen Systems are Chemical (15 or 22 minutes)

753 M : En-route Briefing to be conducted on flight with

776 I : WQAR on A320 Family Enhanced A/C
more than one hour duration to cover ENGINE FAIL
• Wireless Quick Access Recorder scenario and Emergency Descent scenario.
• 100% FOQA monitoring
• 2 Airtel Sim Cards with international roaming and 8 GB
flash drive 750 M : ZFW, ZFWCG and characteristic speeds

• ZFW and ZFWCG values on INIT B page are used for FMS
predictions computations and calculation of
769 I : Load Sheet via ACARS characteristic speeds such as VLS, S, F, Green dot.
From CLC BOM : BOMOLAI • To be entered during CP using CFP or final trim sheet.
• PF checks or revises before pushback or start.
Preconditions • PM crosschecks.
• Flight Plan initialized on INIT A page – automatically
initializes ATSU
• IRS alignment completed (Full or Fast)
722 M : Spurious HYD B/G/Y RSVR OVHT ECAM alert
• VHF 3 must be on DATA
May be caused due to SDAC misbehavior. If The ECAM alert
When CLC transmitted load sheet is received on ACARS
comes with OVHT indication on HYD SD page, but without
• “COMPANY MSG” memo in Green on EW/D
associated FAULT light on the overhead panel, crew may
• MCDU MENU light illuminates if MCDU is not in proper
suspect SDAC misbehavior and ignore alert.
mode

Flight Crew Actions

• MCDU MENU > ATSU > AOC MENU > RECEIVED 721 M : Carriage of Oxygen Cylinders for Medical Use
MESSAGES
• Load sheet is 5 pages > Accept or Reject. • Subject to clearance from medical department.
• In case of REJECT, reply via ACO MENU > FREE TEXT to • Only O2 cylinders provided by Engineering Department
BOMOLAI are permitted to be carried on board.
• PRELIM data may be entered on INIT B and PERF TO • For MEL requirement and forms, refer circular.
pages.
• In case FINAL load sheet is rejected by crew or there’s
LMC, revised load sheet may be sent via Free Text 704 M : New Vibration Reporting Form – Detailed (VRS)
Message (FTM) > reply “ACCEPT” via FTM or it is
printed(to be signed).
• Physical copy or signature is not required. 692 M : F/CTL SPLR FAULT
Other Messages Caution may be triggered during flight control check. Follow
• Crew may request “LOADSHEET” via FTM computer reset table of QRH to reset all SECs. If the same
• ECAM green memo “COMPANY DATA LINK STBY” means ECAM triggers again, back to bay. If the cation clears,
data link temporarily unavailable but not lost. continue normal ops.
• ECAM amber memo “DATA LINK COMPANY FAULT”
means data communication is lost.
• ECAM green memo “VHF 3 VOICE” > transfer from voice
679 M : ACARS Datalink
to data via RMP or MCDU.
• VHF transceiver 3 is mainly for datalink.
• Except in exigency, maintain DATA on VHF 3
• Always enter correct flight number in FMGC INIT page.
Pg. 28/30 MH
 • If no response from cockpit the second time, call the
cockpit though interphone.
676 M : All international flights to operate on current NAV
• If no reply on interphone call, cabin crew applies
database only.
‘emergency access procedure’.
• Emergency access code # > continuous buzzer and OPEN
light flashes in cockpit > 20 seconds > green light on
656 M : Use of arm rest while operating flight controls is keypad comes on for 5 seconds during which door is
mandatory. unlocked.
• If at any time emergency code is entered > buzzer and
OPEN light > Cockpit crew to LOCK the door > Call cabin
629 M : High Engine Vibrations crew on interphone
• After the flight > Leaving cockpit > Pull out CB T13
• A sudden increase in vibration level indicates a possible
deterioration of the engine.
• During take-off, the vibration indication should be CDSS Inoperative, N/A:
stabilized once the thrust is set. • Cabin crew to identify self on interphone and then
• If an advisory threshold is reached, rejected take off request access.
should be considered.

511 M : Inflight Deployment of Thrust Reversers

623 M : Fan Cowl Doors Latch
Refer to ECAM Warning / MEL Entry chapter of the MEL
It is essential to visually inspect that fan cowl doors are before deciding to accept aircraft under MEL.
properly closed latched during exterior inspection of each
flight.
510 M : Loss of Parking Brake due to Yellow HYD failure

• Do not apply loss of braking ‘Memory Actions’.

615 M : Nose Wheel Steering Failure
• Inform engineering in advance about assistance
• In case of nose wheel steering failure, hand wheel required for parking with chocks on.
cannot be used. Only means for lateral ground control is • With normal breaking available through Green HYD
differential braking. system, shut down engine 2 first > request chocks on
• Not recommended to use differential braking to vacate nose wheel and right main wheels > shut down engine 1
runway after landing in such cases.
• Advice company or ATC in advance, if possible, for
towing assistance after landing. 477 M : Main Landing Gear Actuator

In case of landing gear retraction or extension delay,

associated with a door abnormal indication, wait for about 2
614 M : Ground Engine Start with Storage Pneumatic Bottle
minutes if time permits, leaving the landing gear lever in the
• Storage pneumatic bottles have finite volume and selected position, before applying the ECAM actions.
supply pressure might vary during usage.
• Recommended to use manual engine start procedure
instead. 468 M : Ground Spoilers Resetting / Undesired Max Braking

• After landing, crew must disarm the ground spoilers.

• Before takeoff, while arming MAX autobrakes, crew
585 M : Locking and Operation of cockpit door
must ensure spoilers retracted.
Routine access (CDSS):
• Cabin crew enters (normal code)#
• Check Camera 1, 2, 3 display 442 M : Center Tank Booster Pump Failure (N/A?)
• Identify the crew > Unlock
• If the entry is not authorized by the crew > Door Lock • Whenever center tank refueling is done, the operation
Switch > Lock > Emergency access, buzzer and keypad of center tank booster pumps must be checked during
are inhibited for 5-20 minutes. cockpit preparation.
• Second time cabin crew enters (normal code)# > Repeat • If AUTO FEED FAULT ECAM warning triggers in flight, it
above procedure should be reported in PDR.

Pg. 29/30 MH
424 M : Pilot’s Defect Report

C/F defects are those which are either observed by cockpit

crew or AME during flight or inspection and are C/F under
provisions of MEL.

285 M : FLEX indication on FMA

• If thrust levers are set to FLEX detent, and if FMA does

not show FLX indication and A/T is not armed > thrust
levers to TOGA immediately > check thrust limit on
upper ECAM matches N1 target
• Before 80 kts, check thrust set
• If TOGA thrust set, continue using same initial speeds >
above 100’ RA, arm A/THR
• If TOGA thrust limit is not displayed on upper ECAM,
abort takeoff.

251 M : Un-commanded engine shut down

Un-commanded engine shut down prior to take-off must be

recorded in PDR for proper investigation and action.

91 M : Cockpit crew to disarm all doors after ferry flight if no

cabin crew on board.

Pg. 30/30 MH