A320 CYCLIC A2 SIMULATOR - 2025

A320 CYCLIC A2 SIMULATOR - 2025

Vu
dpeAnh Tuan
GUIDE - MAFT
– V1.0
PACIFIC AIRLINES | TOC BUILDING – TAN SON NHAT AIRPORT - HCMC
 A320 CYCLIC A2 SIMULATOR - 2025

RECORDING OF REVISIONS

DOCUMENT VERSION ISSUE DATE

A320 CYCLIC A2 SIMULATOR 2025 1.0 06/06/2025

LIST OF MODIFICATIONS

VERSION ISSUE DATE REASONS FOR CHANGE

1.0 06/06/2025 Document published

Prepared by Approved by

CPT. VU ANH TUAN CPT. TRAN NGUYEN PHONG

Manager Airbus Fleet Training General Manager Operation Training
Date: 06/06/2025 Date: 06/06/2025

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 A320 CYCLIC A2 SIMULATOR - 2025

A. INTRODUCTION

Simulator A1/2 follows OMD, section 7.6

It covers these main items:
 ATA – 22
 ATA – 34
 UPRT Training (follows OMD 4.43)
 Circling
 RHS Training for Instructors
This Instructor Guide should be read in conjunction with the SWAY: Flight Crew Guide and
Formstack Runsheet.

B. LOCATION

 SIM A2 – NOI BAI

C. SIMULATOR SAFETY AND MODIFICATION STATUS

 We are using FTC/CAE simulator VN-018 as well as BAA simulator VN-035.

 The remaining simulators at both facilities are not to be used unless approved by
GMOT/MAFT.
 For FTC Simulator. Log into Pacific Airlines account on the briefing room’s computer
using this info:
o Username: .\PA (dot backslash PA – no case sensitive)
o Password: A320pacific
I will store our training materials there in case you need to use them.

D. CREW COMBINATION
A2: 1 Set of Crew in 1 simulator section. For correct Running sheet for simulator A2, DPE
will be required to select crew combination (STD: CAPT+FO or Non-STD: CAPT+CAPT/
FO+FO). If Non-STD crew is selected, the running sheets for each captain and FO are
different. DPE select 1 crew member as Captain (FO) 1 and the other as Captain (FO) 2.

E. SIMULATOR A2 – GENERAL

 The LOE in SIM A2 expands on the concept of multiple scenarios, which provide
alternative pathways to achieve desired event(s) as identified in the Matrix.

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 A320 CYCLIC A2 SIMULATOR - 2025

 Even though they are designed with the similar Airbus defined class of equivalence (5)
for their major failures, scenario (i) is very demanding for pilot support role and could be
very good if used to evaluate a more experienced First Officer. The complexity and
pressure of this exercise can be overwhelming for a new cadet.

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SIM A2 DETAILS
Sequence: OPC

CLICK TO
PART NO ITEMS
NAVIGATE
1.1 RTO (LVO)

1.2 EFATO (LVO)

1.3 Holding and LVO Failure Management (LVO)

1.4 OEI CAT I ILS – NO AP - LAND

PART 1:
CAPT OPC
1.5 OEI CAT II ILS (LVO)

1.6 OEI GO AROUND (LVO)

1.7 OEI CAT II ILS – AUTO LAND (LVO)

1.8 OEI NPA - LAND

2.1 EFATO

2.2 Holding and Management

PART 2:
2.3 OEI NPA
FO OPC
1.6 OEI GO AROUND

1.4 OEI CAT I ILS – NO AP - LAND

BREAK 10 MINS

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 A320 CYCLIC A2 SIMULATOR - 2025

Sequence: LOE

PART SCENARIO NO ITEMS PAGES

3.1 MEL APPLICATION

3.2 TCAS/Weather avoidance

3.3 Minor Failure

General
3.4 Diversion
structure
3.5 Major failure

3.6 APPR AND LANDING

3.7 EVACUATION ON GROUND

PART 3.5.1 FAC 1+2 FAULT

3: LOE 3.5 Major 3.5.2 FCU 1+2 FAULT

failure ATA 22 -
AUTO FLIGHT 3.5.3 RUDDER TRAVEL LIMIT SYSTEM

3.5.4 DUAL FMGC FAULT

3.5.5 ADR 1+2+3 FAULT

3.5 Major
failure ATA 34 3.5.6 IR 1+2(2+3)(1+3) FAULT
NAVIGATION
3.5.7 RA 1+2 FAULT

4. (T3 ONLY) 4.1 MEL APPLICATION – ATA 30

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4.2 STALL RECOVERY

4.3 STEEP TURNS

DUAL HYD
4.4 DUAL HYD FAILURE (B+Y)
FAILURE
4.5 AEO NPA AND LANDING

4.6 EVACUATION ON GROUND

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EXERCISES
1.1 RTO (LVO)

Description Rejected take-off in LVO

Location VVNB 11R
ECAM Options as per running sheet
Event Trigger 135 kts (V1-21)
End Point Alert Cancellation
Training and Assessment Criteria
Apply correct FCOM RTO procedure MKE
Technical
Make the “Alert Order”; “Alert Cancellation” PA as appropriate KE
Confirm that an Evacuation is not required and consider the K E
technical status of the aircraft before taxiing (Brake temps,
system integrity etc.)
Effective situation awareness and decision SD
Non-technical
Effective communication with ATC, cabin C
 Ensure ATC be notified with correct RT
Supporting
 Consider aircraft inspection before taxiing the aircraft (high speed TRO)
Information
 Consider Dome light and Brake Fans once the aircraft has stopped
Distracters ATC calls
Risk to event Incorrect SOP

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1.2 EFATO (LVO)

Description Engine FAILURE at V1 - LVO

Location VVNB 11R
ECAM Options as per running sheet
Event Trigger At V1
End Point ECAM actions completed
Training and Assessment Criteria
Comply with LVO SOPs KE
Fly the aircraft within OMD 5 tolerances ME
Effective use of rudder and rudder trim to center the Beta target M
Technical
Correctly identify the failure and complete ECAM KE
Fly the published OCP track within tolerance. KME
Make the best use of the remaining systems KE
Effective communication with ATC C
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness SD
Supporting NIL
Information
Distracters ATC and Cabin Crew calls.
Incorrect SOP
Risk to event OCP Tracking and/or poor management of terrain clearance
Poor manipulation including pitch and rudder control when flying OEI.

1.3 Holding and LVO Failure Management

Aircraft will be prepared for a CAT II approach – return to VHHH. After crew
Description reported ‘Ready’ for CAT II Approach, Automation malfunction will lead to
landing capability downgrade to CAT I.
Location VHHH 07L
ECAM N/A
Event Trigger ECAM Actions completed
End Point Commencement of Approach
Training and Assessment Criteria
Technical Assess whether desired approach capability is affected by A/C KE
systems, crew limitations or ground facilities (NOTAMs etc.)
Calculate FLYSMART landing distance, assess relevant chart(s) for KE
approved runway LVO exits (if applicable) and determine relevant

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auto brake setting

Complete the briefing utilizing company LVO documentation (can KE
be done in briefing room)
Correctly identify the landing capability downgrade when KE
failure(s) happens
Apply the correct steps in CPH – LVO Failure Management E
Effective communication between crew members including CE
briefing when downgrade to CAT I
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness regarding SD
landing capability downgrade
 Consider and brief the limitation when using auto land with OEI
(Configuration and Reversers)
Supporting
 Due to significant climb gradient required on the Missed approach
Information
tracks, considerations should be given to which procedure to be
followed in case of a Go Around.
Distracters ATC calls.
Risk to event Incorrect SOP and/or not apply CPH

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1.4 OEI CAT I ILS (NO AP)

Description OEI ILS CAT I – AP OFF

Location VVNB 11R
ECAM N/A
Event Trigger 8nm RWY 11R or in real time from previous sequence
End Point Aircraft stopped on the RWY
Training and Assessment Criteria
Complete an ILS approach manually flown in accordance with ME
Technical
SOPs and within the required tolerances.

Supporting  Ensure correct use of rudder and rudder trim.

 When visual, ensure the aircraft tracks the localizer and does not
Information
descend below the G/S (duck under)

Distracters ATC instructions.

Incorrect SOP
Risk to event Poor Pitch and Rudder handling
Go Around

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1.5 OEI CAT II ILS (LVO)

Description OEI ILS CAT II (LVO) – followed by a Go Around
Location VVNB 11R
ECAM N/A
Event Trigger 6nm RWY 11R
End Point Missed Approach
Training and Assessment Criteria
Complete an ILS CAT II in accordance with SOPs and within the MEA
Technical
required tolerances.
Supporting Nil
Information
Distracters ATC instructions.
Risk to event Incorrect SOP

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1.6 OEI GO AROUND

Description Missed approach – Engine out

Location VVNB 11R
ECAM N/A
Event Trigger At CAT II Minima
End Point After Take-off/Climb Checklist
Training and Assessment Criteria
Follow the correct procedure (Missed approach or OCP) including ES
Technical Tracking, Acceleration Altitude …
Complete engine out go-around in accordance with SOPs KME
Effective Crew SA and decision making SD
Non-technical
Effective Communication with ATC (especially when flying OCP) C

 Rotate the aircraft to the engine out pitch attitude (FD pitch bar
provides accurate guidance)
 In manual flight, to apply sufficient rudder pressure to center the Beta
Supporting target and then trim the rudder pressure to zero
 Retain the AP if selected, otherwise re-engage once the rudder trim is
Information
reset
 FMA calls (Ensure NAV / GA TRK as required)
 Consider appropriate procedure to follow based on CLB gradients,
missed approach initiation altitude, available navigation…

Distracters ATC calls

Incorrect SOP
Risk to event
Poor Pitch and Rudder handling if in manual flight

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1.7 OEI CAT II ILS – AUTO LAND (LVO)

Description OEI ILS CAT II (LVO) – followed by an Autoland

Location VVNB 11R
ECAM N/A
Event Trigger 6nm RWY 11R
End Point Aircraft stopped on the runway
Training and Assessment Criteria
Complete an ILS CAT II in accordance with SOPs and within the MEA
required tolerances.
Technical During the landing rollout, keep the auto pilot engaged until KE
ready to leave the runway centerline (localizer centerline tracking
protection)
Effective crew situation awareness and decision making SD
Non-Technical
 Autoland with OEI should only be done with Flaps Full (Limitation –
Supporting A320) and Aircraft weight is below the maximum landing weight.
Information  Auto Rollout with OEI should only be done provided that: no more than
idle thrust is used (Limitation)
Distracters ATC instructions.
Risk to event Incorrect SOP

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2.1 EFATO
Description Engine FAILURE at V1
Location VVNB 11R
ECAM Options as per running sheet
Event Trigger At V1
End Point ECAM actions completed
Training and Assessment Criteria
Fly the aircraft within OMD 5 tolerances ME
Effective use of rudder and rudder trim to center the Beta target M
Technical Correctly identify the failure and complete ECAM KE
Fly the published OCP track within tolerance. KME
Make the best use of the remaining systems KE
Effective communication with ATC C
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness SD
Supporting NIL
Information
Distracters ATC and Cabin Crew calls.
Incorrect SOP
Risk to event OCP Tracking and/or poor management of terrain clearance
Poor manipulation including pitch and rudder control
 A320 CYCLIC A2 SIMULATOR - 2025

2.2 Holding and Management

Description Aircraft will be prepared for a VOR Approach returning to VHHH

Location VVNB 11R
ECAM N/A
Event Trigger ECAM Actions completed
End Point Commencement of Approach
Training and Assessment Criteria
Assess whether desired approach is affected by A/C systems, SKE
Technical crew limitations or ground facilities (NOTAMs etc.)
Calculate FLYSMART landing distance. E
Effective communication between crew members CE
Non-technical
Effective prioritization and task management CLSD
 Due to significant climb gradient required on the Missed approach
Supporting tracks, considerations should be given to which procedure to be
Information followed in case of a Go Around.
 Consider EQRH: One Engine Inoperative – Straight-in Approach
Distracters ATC calls.
Risk to event Incorrect SOP and/or not apply CPH

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2.3 OEI NPA

Description VOR approach may be flown as both 2D or 3D Approach

Location VVNB 11R
ECAM N/A
Event Trigger Hold Exit
End Point Missed Approach
Training and Assessment Criteria
Technical Complete a VOR approach (2D or 3D) in accordance with SOPs KEA
Non-technical Effective communication between crew members CE
 Slope should be continuously if commencing Selected Vertical.
Supporting
 If commencing Selected vertical (2D) modes (LOC FPA, NAV FPA, TRK
Information
FPA) recommended approach technique is Early Stabilized (FCTM)
Distracters ATC calls.
Risk to event Incorrect SOP

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3.1 MEL APPLICATION

Description 28-07-01A FOB Indication on the FUEL SD page

Location RWY threshold
ECAM N/A
Event Trigger At the start of LOE
End Point N/A
Training and Assessment Criteria
KNO, PRO MEL is applied correctly with (o) procedure
OB
COM Effective communication between crew members
- This MEL is a distraction. Crew member has to monitor fuel more closely which
Supporting
would take up more mental space than normal.
Information
- Instructor can chose any other MEL as long as it serves the same purpose.
Distracters Nil
Risk to event Incorrect or insufficient MEL (O) procedures being applied.
 A320 CYCLIC A2 SIMULATOR - 2025

3.2 [MEM] TCAS TA/RA

Description Opposing traffic

Location Climbing out
ECAM N/A
Event Trigger TCAS TA/TCAS RA
End Point Clear of conflict
Training and Assessment Criteria
FPM, - Disconnects automation if required
FPA - Follows TCAS RA with appropriate manual handling
- Re-engages automation when safe
PRO - Follows memory actions for TCAS RA promptly
OB
- Complies with recovery and ATC re-clearance
PSD - Reacts instantly and correctly to RA
- Prioritizes TCAS over conflicting ATC instructions
- Assesses when to resume normal flight path and safe return options
Supporting N/A
Information
Distracters ATC calls
Any stall, GPWS, windshear warnings
Risk to event

THUNDERSTORM AVOIDANCE

Description Thunderstorm on en-route tracks – Mandatory as part of Cyclic matrix and IOSA
Location En-route
ECAM Nil
Event Trigger Nil
End Point Deviation completed
Training and Assessment Criteria
PRO, KNO Avoid thunderstorm following guidelines in OMA 10.1.1 and FCTM-
AS-WXR-Operations in convective weather
OB
COM Effective communication with ATC
SAW, PSD Effective crew decision making and situation awareness
Supporting Refer to OMA and FCTM
Information
Distracters ATC
Incorrect SOP
Risk to event
Weather Radar selected OFF on NDs

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3.3 MINOR FAILURE

Description Minor system failure

Location Climbing out
ECAM Any ECAM
Event Trigger FL120
End Point ECAM action completed
Training and Assessment Criteria
PRO Correctly identify and apply ECAM Procedure
OB
KNO Consider how the failure would affect
Supporting  Minor failures are distractions and should be related to the up-coming
Information major failures
Distracters ATC calls
Risk to event Incorrect SOP

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3.4 DIVERSION

Description A major issue which would require immediate diversion

Location Climb out/cruise
ECAM Nil
Event Trigger Any
End Point End of LOE
Training and Assessment Criteria
PRO - Correctly and promptly apply procedures
PSD - Assesses weather, technical, or medical situation
- Selects suitable diversion airport
OB - Evaluates fuel, terrain, and alternate options-
COM - Communicates effectively with ATC regarding route change
- Informs cabin crew and passengers clearly
- Coordinates with dispatch or operations if required
- The reason for immediate diversion can be any of these: slow/rapid
Supporting
decompression, passenger needs emergency medical care, engine failure in
Information
cruise,…
Distracters ATC & Cabin calls
Incorrect SOPs
Risk to event
Poor OMs knowledge

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3.6 NON-PRECISION APPROACH AND LANDING

NON-PRECISION APPROACH and LANDING. This is a mandatory item for pilot’s

Description
OPC but carried out at the end of his/her LOE.
Location VHHH (VOR) or VMMC (LNAV ONLY)
ECAM N/A
Event Trigger Commencement of Approach
End Point Aircraft stopped on the runway
Training and Assessment Criteria
Technical NPA flown in accordance with SOPs within OMD tolerances KE
Non-Technical Effective Crew SA, decision making, communication SD

Supporting  Brief and check all requirements using CPH (LNAV Approach)
Information  FCOM Limit altitude for using AP on an NPA

Distracters ATC calls

Incorrect SOP
Risk to event
Go Around

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3.7 Evacuation on Ground

Description Evacuation on Ground after landing due to Uncontrollable Fire.

Location VHHH 07L
ECAM APU FIRE
Event Trigger Main Gear Touch Down
End Point Evacuation initiated
Training and Assessment Criteria
Correctly identify and apply ECAM Procedure E
“Alert Order” to cabin crew when the Aircraft has stopped on KELS
Technical
RWY
Emergency Evacuation Checklist is carried out correctly E
Effective with ATC to request Fire Service and other supports on C
ground. Clear and precise communication to ATC when initiate
Non-technical the Evacuation
Effective Crew SA and decision making to evacuate with SD
uncontrollable fire
Supporting
 Refer to ASPM 9 for details
Information
Distracters ATC and Cabin Crew calls
Incorrect SOP
Risk to event
Poor Communication

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3.5.1 FAC 1+2 FAULT

Description Dual FAC fault

Location Inbound VVNB
ECAM AUTO FLT FAC 1 + 2 FAULT
Event Trigger ECAM
End Point Aircraft landed
Training and Assessment Criteria
PRO - Correctly manage dual FAC failure.
OBs FPM - Need more active rudder management and careful roll/yaw coordinati
on during flight, especially in crosswinds or turbulence.
- Fly the aircraft within limits (AP, ATHR inop)
Supporting - The rudder travel limit system, rudder trim control, yaw damper and PFD
Information characteristic speeds are lost
Distracters ATC calls
Risk to event - Fail to maintain terrain awareness, aircraft energy awareness

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3.5.2 FCU 1+2 FAULT

Description Dual FCU fault

Location Inbound VVNB
ECAM AUTO FLT FCU 1 + 2 FAULT
Event Trigger ECAM
End Point Aircraft landed
Training and Assessment Criteria
PRO - Correctly manage dual FCU failure. (ECAM, FCOM,..)
OBs
FPM - Fly the aircraft within limits (AP, ATHR inop)
- Make the best use of the remaining systems
● All FCU display windows and lights blanks ,controls are inoperative
● On PFD :
▪ FMA is blank except in GO AROUND and LAN TRACK mode
▪ Flight path vector is displayed
▪ ALT SEL flag appears
Supporting ● On ND : ROSE mode with map ( 80 NM ) displayed
Information ● The weather radar image may be lost ,if the image remains displayed it
must be disregarded,red “WXR RNG“ message

- Both FCU channel failed , barometer reference automatically goes to 1013 hpa
.USE STANDBY ALTIMETER , do not insert MDA( MDH) value on the MCDU PERF
APPR /The PM must perform the standard callouts (HUNDRED ABOVE and
MINIMUM) using the STBY altimerter
Distracters ATC calls
Risk to event - Fail to maintain terrain awareness, aircraft energy awareness

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3.5.3 RUDDER TRAVEL LIMIT SYSTEM

Description Rudder travel limit system inop

Location Inbound VVNB
ECAM AUTO FLT RUD TRV LIM SYS
Event Trigger ECAM
End Point Aircraft landed
Training and Assessment Criteria
FPM - Need more active rudder management and careful roll/yaw coordinati
on during flight, especially in crosswinds or turbulence.
- Fly the aircraft within limits
Supporting - Should avoid crosswind landings
Information
Distracters ATC calls
Risk to event - Fail to maintain terrain awareness, aircraft energy awareness

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3.5.4 DUAL FMGC FAULT

Description Dual FMGC fault

Location Inbound VVNB
ECAM N/A
Event Trigger Single FMGC failure
End Point Aircraft landed
Training and Assessment Criteria
FPM - Controls aircraft manually using raw data (HDG/VS or TRK/FPA)
- Maintains safe and stable flight path
- Smoothly handles degraded modes without overcontrolling
SAW - Recognize implications of FMGC loss (loss of FMS nav, guidance, and p
erformance functions)
OB - Monitors position using raw data (VOR/DME, IRS)
- Maintains mental picture of route and terrain
WLM - Avoids task saturation during high workload
- Manages priority between navigation, flying, and communication
- Uses automation aids (e.g., FD off, TRK/FPA) wisely if partially availabl
e
1. SINGLE FMGC FALURE :
- Flight crew can recover the AP by selecing the oder AP,the ATHR
remain operative
- Flight plan information om the affected ND may be recovered using
the SAME RANGE as the opposite ND
- >>>> Crew consider a FMGC reset as detailed in QRH

2 DUAL FMGC FAILURE :

○ AP/FD and A/THR are lost
○ FMCGC (TIME OUT ) display on both MCDU
○ Both NDs display “MAP NOT AVAILABLE
Supporting ○ Fly raw data
Information
GOLDEN RULES :
○ Loss of AP/FD and A/THR manual fly
○ Remove FD flag ( FDs….OFF )
○ Use the bird (FPV) ( TRK/FPA ….SELECT)
○ THR LK : READ N1 , then move the thrust levels ( O ) accordingly

COMPUTER RESET :
○ A recovery may result in the loss of all pilot -entered data
(FPL,GW,CRZ FL , CI…)
○ NAV B/UP MODE :
○ IF The reset of both FMGCs are unsucceful, use the back-up
navigation degraed mode

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Distracters ATC calls

Flight manually using with Bird
Standard call out when excess parameter from PM support
Risk to event
Handling (over control)
Instrument scanning

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3.5.5 ADR 1+2+3 FAULT

Description All ADR inop

Location Inbound VVNB
ECAM NAV ADR 1+2+3 FAULT
Event Trigger Single ADR fault
End Point Aircraft landed
Training and Assessment Criteria
FPM - Controls aircraft manually using standby instrument
- Maintains safe and stable flight path
- Maintains pitch and power settings appropriate for phase of flight
- Avoids overcontrolling in absence of reliable airspeed
PRO - Apply ECAM ADR 1+2+3 FAULT procedure then QRH ALL ADR OFF
OB SAW - Recognizes unreliable airspeed symptoms (e.g., pitch disconnect, stall
warning, ECAM warnings)
- Uses pitch/power tables or memorized values
- Maintains terrain and airspace awareness despite degraded data
WLM - Prioritizes flying the aircraft over troubleshooting
- Delegates non-flying tasks effectively
- Avoids distraction from ECAM/QRH overload during critical phases
- Meaningless Air data and ATC switching
Supporting - Loss of automatic cabin pressure control, stall warning, auto flap retraction
Information - Alternate law
- Gravity gear extension
Distracters ATC calls
- Incorrect procedures
- Fail to maintain terrain awareness, aircraft energy awareness
Risk to event
- Fail to navigate using remaining tools
- Flying into icing, windshear area

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3.5.6 DUAL IR FAULT

Description Any 2 IRs fault

Location Inbound VVNB
ECAM NAV IR 1+2(1+3)(2+3)
Event Trigger Single IR fault
End Point Aircraft landed
Training and Assessment Criteria
FPM - Flies safely using backup attitude (ISIS) and raw data
- Manages degraded pitch/bank indications and no flight director
- Maintains stable control in alternate law if triggered
PRO - Applies QRH/FCOM procedures
SAW - Identifies and understands the effect of dual IR failure (loss of FD, degr
OB aded nav, unreliable attitude)
- Monitors remaining IR3 and/or ISIS
- Maintains awareness of degraded system state throughout flighta
WLM - Avoids overload while transitioning from automation to manual flying
- Delegates tasks effectively under high workload (PF/PM roles)
- Uses time efficiently for replanning or briefing
Supporting - Alternate law
Information
Distracters ATC calls
- Incorrect procedures
Risk to event
- Fail to maintain terrain awareness, aircraft energy awareness

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3.5.7 RA 1+2 FAULT

Description Dual Radio Altimeter fault

Location RJFF
ECAM NAV RA 1 AND 2 FAULT
Event Trigger Inbound IAF
End Point Aircraft landed
Training and Assessment Criteria
PRO - Correctly follow FCOM/FCTM procedures for dual RA failure.
OBs
SAW - Adapting mental model to rely on baro altimeter and other cues.
Supporting - FCTM suggests the final stage of the approach be flown in raw data, and the
Information AP/FD behavior may not be reliable when approaching the ground
Distracters ATC calls
Risk to event - Fail to maintain terrain awareness, aircraft energy awareness

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ENGINE FAILURE IN CRUISE

Description Engine 2 serious damage with abrupt power loss.

Location En-Route
ECAM ENG 2 FAIL
Event Trigger FL350
End Point LEFT WING LEAK
Training and Assessment Criteria
Identify the engine failure in cruise and apply correct initial SKE
actions and start the descent.
Technical
Complete ECAM related to Dual Engine Failure ELC
Make the best use of the remaining systems SKD
Effective startle management SL
Prioritization and task management L
Non-technical
Effective communication between crew members. C
Effective crew decision making and situation awareness. SDL
Supporting Nil
Information
Distracters ATC calls
Risk to event Incorrect SOPs

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4.4 DUAL HYD FAILURE (B+Y)

Description DUAL HYD FAILURE (B+Y)

Location VHHH or VMMC
ECAM HYD B+Y SYS LO PR
Event Trigger FL200
End Point Aircraft stops on the RWY
Training and Assessment Criteria
Correctly identify and apply ECAM Procedure KE
Correctly use HYD B+Y SYS LO PR SUMMARY of the QRH KE
Use the fuel penalty factor table of the QRH KE
Manually fly the aircraft within OMD 5 Tolerances with no AP and M
Technical degraded flight controls.
Correctly apply QRH L/G GRAVITY EXTENSION (If applicable) E
Correct VAPP determination with failure and compute the landin KE
g distance with failure
Brief the actions after landing with N/W STRG INOP KS
Non-technical Effective Crew SA and decision making SD
Supporting Nil
Information
Distracters ATC and cabin crew calls
Risk to event Incorrect SOP