My Notes

TABLE OF CONTENTS

NORMAL ABNORMAL
PROCEDURES SIMULATOR
PROCEDURES
GUIDE GUIDE
 Abnormal Procedures Guide
TABLE OF CONTENTS

AIR NAVIGATION

AUTO FLIGHT SMOKE

BRAKES WHEEL

CABIN PRESSURISATION FLIGHT WARNING SYSTEM

ELECTRICAL

ENGINE

FLIGHT CONTROLS

FUEL

HYDRAULICS

ICE & RAIN

LANDING GEAR

MISCELLANEOUS
 Abnormal Procedures Guide
AIR

QRH BLEED 1+2 FAULT

 Abnormal Procedures Guide
AIR

QRH BLEED 1+2 FAULT

INITIAL ACTIONS
Aircraft will slowly start to depressurise. Start a expeditious descent. This MAY need to become and emergency descent. Put seat belt
signs on.
Some MSN aircraft have an ECAM that refers to this procedure. Otherwise refer straight to the QRH.

HOW
This checklist is complicated to interpret. It is very important you take into account the indentation.
 
A leak on one side will not be recoverable, but a bleed fault or low pressure may be.
 
It follows the general order of priority to restore bleed pressure:

• Attempt engine bleed reset. 

• Descend to FL200. APU bleed can be used (won’t work if leak on left side).
• Try engine bleed reset again (may work at lower altitude).
• Use APU bleed. (max FL200, wing anti-ice not available).
• Descent to FL100. Try engine bleed reset again (may work at even lower altitude).
• Use RAM air.
 Abnormal Procedures Guide
AUTO FLIGHT

AUTO FLT FAC 1+2 FAULT

AUTO FLT FCU 1+2 FAULT

 Abnormal Procedures Guide
AUTO FLIGHT

AUTO FLT FAC 1+2 FAULT

INITIAL ACTIONS
Both A/P and A/THR is lost. ALTN LAW becomes active. 
Fly the aircraft. Get PM to monitor you.
Characteristic speeds are lost.

HOW
The characteristic speeds can be obtained from QRH-OPS-Operating Speeds. Flap speeds are placarded.
 Abnormal Procedures Guide
AUTO FLIGHT

AUTO FLT FCU 1+2 FAULT

INITIAL ACTIONS
Both A/P, FD and A/THR is lost. Fly the aircraft. Get PM to monitor you.
FMGC flight plan still available. Follow dashed green line.
Use standby altimeter for level off as FCU BARO defaults to STD.
NB WX radar image is not valid.

HOW
The aircraft remains in NORMAL LAW. Just treat it as a light aircraft now.
Prioritise PM monitoring. Standby altimeter used for minima callouts.
 
NB. You can adjust minima in MCDU by 30ft per hPA from standard.
 Abnormal Procedures Guide
BRAKES

TO DO
 Abnormal Procedures Guide
CABIN PRESSURISATION

CAB PR SYS 1+2 FAULT

 Abnormal Procedures Guide
CABIN PRESSURISATION

CAB PR SYS 1+2 FAULT

INITIAL ACTIONS
No rush. System will default to MANUAL control.

HOW
Brief that workload will be high during the descent for PM. PF should take the radios until the aircraft is depressurised.

Cruise: In the cruise, set the cabin pressure for the appropriate cruise FL.

Descent: Use “blips” of the MAN V/S CTL. 1 sec equals approx 100 fpm cabin rate.
Moving the switch down “descends” the cabin and vice versa.
Aim to keep the cabin altitude at a fixed value. i.e. cabin was 7200 ft at failure.
Descend cabin to 7000 ft and maintain until you can depressurise at 7000 ft AMSL.

Approach: After outflow valve is fully open, PM take radios again and monitor approach.
Consider making initial approach at 160 kts to reduce vertical speed and therefore cabin ROD.
 Abnormal Procedures Guide
ELECTRICAL

ELEC AC BUS 1 FAULT

ELEC AC ESS BUS SHED

ELEC DC BUS 1+2 FAULT

ELEC DC EMER CONFIG

ELEC DC ESS BUS FAULT

ELEC EMER CONFIG

ELEC DC BUS 2 FAULT

 Abnormal Procedures Guide
ELECTRICAL

ELEC AC BUS 1 FAULT

INITIAL ACTIONS
AP 1 if connected will disconnect. It will be available when the DC ESS BUS is powered by the ESS TR.

DECISION MAKING
CM 1 windshield heat is lost. Aircraft is actually CAT 1 (refer to QRH).

HOW
Lavatory smoke detection is lost. Brief crew to monitor.
 Abnormal Procedures Guide
ELECTRICAL

ELEC AC ESS BUS SHED

DECISION MAKING
Automatic AND manual control of passenger oxygen masks is lost.
Consideration should be given to an immediate descent to FL250 or lower.

Note
 
MEL allows dispatch with ALL pax oxy masks inop. This requires extra portable oxygen bottles to be carried above the normal
complement.
 Abnormal Procedures Guide
ELECTRICAL

ELEC DC BUS 1+2 FAULT

INITIAL ACTIONS
AP 2 will disconnect. AP 1 is still available.

DECISION MAKING
Significant increase in landing distance. Calculate as a priority.
APU fire detection lost.
LAV smoke detection lost. Brief crew.
 Abnormal Procedures Guide
ELECTRICAL

ELEC EMER CONFIG

INITIAL ACTIONS
A/P, A/THR, FDs all lost. Only Capt PFD and E/WD screens powered initially. When EMER GEN comes online, Capt ND and FMGC will be
powered.
Remove Thrust Lock and switch off FDs to get Track Line. Flight plan will still be available as a green dotted line to follow.
NB. Characteristic speeds are lost until FAC 1 is reset. Until that happens, either remain at current speed or use VFE limits – 5 KT.
Right aileron control is lost and it moves to a neutral position. Roll tendency can be removed using rudder trim. NB. If the APU is
successfully connected, right aileron control is recovered as ELAC 2 is recovered. FAC 1 reset is to recover rudder trim.
ECAM actions are difficult with single ECAM display. Use QRH ECAM Single Display to help.

NB. If ELEC EMER CONFIG was entered deliberately due to smoke. Pressing the GEN 1 Line pb keeps GEN 1 powered but disconnects GEN 1 from the AC BUSSES. A
power line upstream of the BUSSES still supplies 1 pump per fuel tank.

DECISION MAKING
LAND ASAP Don’t rush but don’t delay landing somewhere. CAT 1 only and significantly increased landing distance. Priority is deciding
where to go. Use cruise section of ELEC EMER CONFIG to aid decision. Centre tank fuel unusable. Not relevant as this is used first. Leaving
at least 12 tons of fuel.
 
A slightly longer diversion may be more sensible if weather / landing distance is longer. It will take about 20 min to run through all of the
checklists anyway.

Consider reason for EMER CONFIG and whether APU can be used. FL250 limit due to battery start.
It IS possible that the APU will couple depending on why both AC busses are not powered.

HOW
Preparation: Use QRH summary. Calculate Vapp as normal but it will be at least 140 kt to prevent RAT stall.
Approach: See.F/CTL ALTN LAW.
Landing: No reverser. Select IDLE only. Max 1000 psi. NWS lost. Stop on runway.
Go around: ALTN LAW will reactivate when gear retracted.
 Abnormal Procedures Guide
ELECTRICAL

ELEC DC BUS 2 FAULT

APPROACH
ELAC 2 is lost after 30 secs, however it is recovered at landing gear extension.
This may mean F/CTL law may upgrade or autopilot becomes available if this failure is combined certain other failures.

Consider lowering gear early to allow automation engagement.

 Abnormal Procedures Guide
ELECTRICAL

ELEC DC EMER CONFIG

INITIAL ACTIONS
AP 1 may still be available. See notes.

DECISION MAKING
Significant increase in landing distance. Calculate as a priority.
All windshield heating is lost. Aircraft is still CAT 3 SINGLE capable.

HOW
AP 1 is only available if DC ESS BUS is recovered using the EMER GEN. This won’t happen automatically. Automatic RAT deployment
requires loss of all AC busses.
 
All static port heating is lost. Review and be alert for unreliable airspeed.
 
Only CPC 1 is working. If this fails and you need to depressurise you will have to switch Pack 1 off and open the Ram Air.
 
As windshield heat is lost, you will be CAT 1 only (refer to QRH). However, an autoland may be your only option if the windshield is iced
up.
 Abnormal Procedures Guide
ELECTRICAL

ELEC DC ESS BUS FAULT

INITIAL ACTIONS
VHF 1 is lost i.e. the current ATC frequency.
 
CM1 become PF.
Complete ECAM (use ALL pb) and for AUDIO SWTG to F/O. Put F/O loudspeaker on so that CM1 can monitor ATC.
 
ACP 3 must be now set to transmit and receive on VHF 2.
 
VHF 1 frequency is still available on the remaining RMP 2. Note this down and tune it on VHF 2.

DECISION MAKING
CAT 3 SINGLE is indicated on STATUS. Only CAT 2 is available due to the loss of A/THR.

HOW
Engines can only be shutdown using the FIRE pb due to loss of control of the fuel HP valves.
Brief how this may affect shutdown on stand OR in the event of an evacuation.

NB. Some MSN aircraft will NOT be able to recover VOICE comms with this failure. The AMU is a single point of failure.
 Abnormal Procedures Guide
ENGINE

ENG ALL ENGINES FAILURE

ENG 1(2) THR LEVER FAULT

ENG 1(2) THR LEVER DISAGREE

 Abnormal Procedures Guide
ENGINE

ENG ALL ENGINES FAILURE

INITIAL ACTIONS
Disconnect A/P. Request APU to be started.
Quickly consider where to aim for.
Reduce speed to Green Dot. Climb if required.
“CABIN CREW AT STATIONS”

HOW
If you don’t have time to restart the engine then use the ALL ENGINE FAILURE checklist on the back of the laminated card.
If time is available then use the ALL ENG FAIL in the FCOM.
 
Double height (in thousands) above the ground. That is how many miles you can glide at windmill relight speed. At green dot then is is 2.5
nm per 1000 ft.
 
Right hand aileron is lost in ELEC EMER CONFIG & loss of G+Y hydraulics. The aileron goes to it’s zero hinge moment which causes a
constant roll moment. Rudder trim can be used to counter this. The aileron can be recovered using ELAC 2 if the APU GEN can be brought
online.

How many miles have we got left. Update your plan.

 
Ideally join left base. This will allow you to assess whether you are getting high/low. Turn away/to threshold to adjust.
 Abnormal Procedures Guide
ENGINE

ENG 1(2) THR LEVER FAULT

INITIAL ACTIONS
On ground the FADEC will command idle thrust. An RTO will be performed as it will appear to be an engine rundown. Above V1 an EFATO
will need to be flown.
 
If this happens in the air, the thrust will remain at TO/FLX. After retracting the flaps thrust will reduce to MCT or CLB (MSN dependent).
Activating the autothrust will allow the engine to be controlled.

HOW
CEO:
Idle thrust will be commanded when slats are extended (even if A/THR is on). Plan for single engine approach.
 
NEO:
Plan for an autoland. This will allow the A/THR to control the thrust during the approach and command idle thrust on landing.
If an autoland is not possible, you will need to switch off engine at 500 ft. If you don’t do this, the engine will remain in SPEED mode.

Note: This occurs when BOTH resolvers of one thrust lever fail.
 Abnormal Procedures Guide
ENGINE

ENG 1(2) THR LEVER DISAGREE

INITIAL ACTIONS
On ground the FADEC will command idle thrust OR will be fixed at the takeoff setting depending on the disagreement.
 
If the engine reduces to idle, an RTO will be performed as it will appear to be an engine rundown.
Above V1 an EFATO will need to be flown.
 
If this happens in the air, the thrust will remain at the higher TLA position. At thrust reduction, thrust will be limited to the higher TLA.
Activating the autothrust will allow the engine to be controlled.

HOW
CEO:
Idle thrust will be commanded when slats are extended (even if A/THR is on).
 
NEO:
Plan for an autoland. This will allow the A/THR to control the thrust during the approach and command idle thrust on landing.

Note: This occurs when the 2 resolvers in in Thrust Lever are in disagreement.
 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL ALTN LAW

F/CTL FLAPS/SLATS LOCKED

F/CTL L+R ELEV FAULT

F/CTL STABILISER JAM

F/CTL SFCC 1+2 FAULT

F/CTL SPLR FAULT

 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL ALTN LAW

INITIAL ACTIONS
A/P will disconnect. Protections are lost. Aircraft still very easy to fly.

HOW
Approach: Config 3
Slow to Vapp. Consider 5KTS quicker if LDA permits.
Autothrust OFF
  Gear Down (DIRECT LAW)
 
Go Around: TOGA. Call “GO AROUND FLAPS”
Still need to rotate to correct attitude.
  Consider trimming 3 hands forward.
  Gear UP (ALTERNATE LAW)
NB. Thrust may have to be reduced if pitch up can’t be controlled.

Notes:
Speed stabilities may be available depending on the reason for the failure. No indications for this are available.
Consideration of an additional 5 KTS on the approach speed allows the thrust to remain fixed and you accept small changes in speed.
 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL FLAPS/SLATS LOCKED

INITIAL ACTIONS
Pull for selected speed. The current speed was safe when the failure occurred.
FLY THE AIRCRAFT. Go somewhere safe THEN complete ECAM.

DECISION MAKING
Landing distance will be higher. Can we land or do we need to divert? Divert fuel required must be multiplied by 1.6 for Slats and 1.8 for
Flaps extended. i.e. (FOB – EFOB At Diversion Airport) X Burn Factor. This means we must make a decision early if we need to divert. FL200
is maximum altitude

HOW
Preparation: Refer to QRH Landing with Slats or Flaps Jammed.
For slats only, the pitch limits are (13.9° A319), (11.8° A320). If able to fly faster, may reduce chance of tailstrike.
Brief crew for precautionary landing.
Work out max speed from ECAM (see Notes).
Configure: Stabilised approach. Use SELECTED speed only. VFE NEXT – 5 then next stage of flap.
Approach: A/P useable to 500 ft AGL.
Land: If SLATS only, minimal flare (may need to fly faster if pitch too high).
Go Around: Set TOGA. “GO AROUND, LEAVE FLAPS”
Read FMA. +ve CLB. Gear UP.
At ACCEL ALT. Set CLB thrust. Select MAX SPEED – 10.

Notes: ECAM will tell you a maximum speed. If you have to use the QRH table, it is difficult to interpret.
The slat column actually represents the effect on maximum speed due to slat movement for the corresponding position of
the flap lever. It might just be easier to replace the 3 with a 2. This will reflect the actual position of the slats.

NB. If diverting and flaps are stuck extended then you DO NOT clean up the slats.
 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL L+R ELEV FAULT

INITIAL ACTIONS
Pitch trim only available through manual trimming of the THS. Stabilise flight path.

HOW
Preparation: Plan for a long final, so that you can stabilise the flight path.

Approach: Consider splitting duties. Other pilot control roll.

  Pitch and Power changes should be as small as possible.

Landing: Don’t remove thrust until landing.

Go Around: Must be made early. Apply thrust slowly to avoid losing control.
 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL STABILIZER JAM

HOW
Preparation: Try to trim for neutral elevator (may be harder than on ground).
  If this is not possible, don’t put gear down until Flap 3 and Vapp (see note).

Approach: Make small thrust changes as elevator trimming is now lost.

Go Around: TOGA thrust may not be appropriate due to loss of control.

  Consider setting TOGA to engage SRS but immediately reduce to a lower thrust.
 Abnormal Procedures Guide
FLIGHT CONTROLS

F/CTL SPLR FAULT

INITIAL ACTIONS
There is a potential problem were fluid leaks into the extend chamber on a single spoiler. This prevents the spoiler retracting.
The autopilot may not have authority to counter the roll, therefore disconnect it.

DECISION MAKING
Landing distance and fuel burn will increase.
 Abnormal Procedures Guide
FUEL

QRH FUEL LEAK

QRH GRAVITY FUEL FEEDING

 Abnormal Procedures Guide
FUEL

QRH FUEL LEAK

INITIAL ACTIONS
Note down the time and fuel distribution. Does anything look immediately wrong?
LAND ASAP.. Immediately consider suitable options for diversion. It may be necessary to shut an engine down, so consider CAT 3A minima.

HOW
Use Fuel Leak Checklist. One of last items is NO REVERSERS ON LANDING.

ADDITIONAL NOTES
Advisory occurs with a 1500 kg difference in wing tanks. Reversers should not be used as leaking fuel may be ingested into the engine.
Fuel leak diagnosis follows a set plan of elimination.
 
CONFIRMED VISUALLY
1. Engine/pylon leak confirmed visually or excessive fuel flow. Shutdown engine. Leak stops. DONE.
 
NOT SURE WHERE THE LEAK IS FROM – STOP ALL TRANSFERS THAT MAY MASK PROBLEM.
COULD IT BE FROM THE ENGINE OR WING TANK?
Only feed from INNER TANKS. If tanks empty at the same rate, then it is not an engine or wing tank leak.
Skip to LEAK IS FROM CENTRE OR APU FEED LINE.
 
INNER TANKS are emptying at differing rates. Why?
CHECK IF IT’S THE ENGINE 
Shutdown engine.
Leaks stops. Fuel is useable via X-FEED. DONE.
Leak doesn’t stop. Wing leak confirmed. Restart (consider). Maybe reduce thrust on other engine, so that more fuel in leaking tank used. DONE.
 
LEAK IS FROM CENTRE OR APU FEED LINE
Fuel smell in cabin. Leak is from APU feed line. Shutdown APU. DONE.
 
Start feeding from the centre tank when at least one INNER TANK reduces to 3000 kg.
This is a reminder to use centre fuel and prevent it being dumped overboard via surge tanks.
 Abnormal Procedures Guide
FUEL

QRH GRAVITY FUEL FEEDING

INITIAL ACTIONS
There is no immediate rush. This checklist is deferred until fuel MUST be gravity fed to be used.

DECISION MAKING
Refer to Gravity Fuel Feeding Ceiling.
It may be worth delaying the actioning of this checklist to allow you to stay at a higher FL.
NB. An increasing imbalance will develop until the X-FEED is closed.
HOW
When you start the gravity feeding, there will probably be an imbalance. To reduce this, consider reducing the TLA on the side with more
fuel.
 Abnormal Procedures Guide
HYDRAULICS

HYD G+Y SYS LO PR

HYD G+B SYS LO PR

HYD Y RSVR LO LVL

 Abnormal Procedures Guide
HYDRAULICS

HYD G+Y SYS LO PR

INITIAL ACTIONS
Both A/P lost. ALTN LAW becomes active.
Fly the aircraft. Get PM to monitor you.

DECISION MAKING
This failure is easy in the air and hard on the ground.
Braking / most spoilers and both reversers are lost.
CAT 1 only.
Gear retraction is lost.
Aircraft will remain in DIRECT LAW for the go around.
If one of the systems have been lost due to OVHT then it may allow recovery of Normal or Alternate braking. Factor this into DODAR if a
diversion is required to a longer runway.
Refer to QRH Summary.

HOW
Brief the crew that the attitude will be higher than normal.
 
Approach: Decelerate to Vapp in Conf 3. NB as stabiliser is lost it is VITAL to do this step,
otherwise there may not be enough pitch authority in the flare and go around.
  Gravity gear extension.
Disregard “USE MAN PITCH TRIM”.
Landing: Minimal flare due to tailstrike risk.
  No reverser. Make sure you don’t apply reverse as thrust will increase.
  Only 7 braking applications available. Press and steady hold. What about when stopped? Can’t vacate runway.

Go Around: Maintain config and speed, gear won’t retract. May have to reduce thrust if pitch can’t be maintained.
 Abnormal Procedures Guide
HYDRAULICS

HYD G+B SYS LO PR

INITIAL ACTIONS
Both A/P lost. ALTN LAW becomes active.
Fly the aircraft. Get PM to monitor you.

DECISION MAKING
This failure is hard in the air and easy on the ground.
CAT 1 only.
Gear retraction is lost.
Aircraft will remain in DIRECT LAW for the go around.
Refer to QRH Summary.

HOW
Approach: A/THR should be switched off as it is may not be able to maintain speed.
Configure aircraft whilst straight and level. i.e. downwind or long final.
  Set Flap 1. Nothing happens apart from Vmax becomes 215 kt.
Slow to 200 kt. Gravity gear extension checklist.
  At Vfe next – 5 kt = 195 kt. Set Flaps 2 (realistically, set Flaps 2 immediately after gravity extension).
  At Vfe next – 5 kt = 180 kt. Set Flaps 3.
Decelerate to Vapp in Conf 3.
 
Landing: Only Eng 2 reverser. Manual braking with anti-skid on the alternate system.
 
Go Around: Maintain config and speed, gear won’t retract. Max pitch 15° (Some MSN).
  May have to reduce thrust if pitch can’t be maintained. Manual trim is available.
 Abnormal Procedures Guide
HYDRAULICS

HYD Y RSVR LO LVL

HOW
Yellow system will be lost.
Assume that the parking brake will not work. Hold brake pedals down until at least nosewheel is chocked.
 Abnormal Procedures Guide
ICE & RAIN

QRH DOUBLE AOA HEAT FAILURE

 Abnormal Procedures Guide
ICE & RAIN

QRH DOUBLE AOA HEAT FAILURE

INITIAL ACTIONS
Nothing immediately, but you have to remember to refer to this QRH checklist.

HOW
At some point the AOA vanes may freeze. If the 2 affected probes ice up at the same time, the voting system will vote out the only good
one. By switching off one of the affected ADRs you will prevent this occuring.
 
NB. There isn’t a QRH checklist or ECAM for a double PITOT heat failure. In this case, the same principle as above should be considered.
 Abnormal Procedures Guide
LANDING GEAR

QRH LANDING WITH ABNORMAL L/G

L/G SHOCK ABSORBER FAULT

 Abnormal Procedures Guide
LANDING GEAR

QRH LANDING WITH ABNORMAL L/G

INITIAL ACTIONS
This will occur after take off or on landing. Use selected speed. Remain below 220 kt to allow gear cycling. Go somewhere safe to come up
with a plan.

DECISION MAKING
An early decision regarding where to land should be made ASAP. NB fuel burn for divert will be higher if failed gear is extended.
If one main gear is affected, consider reducing the fuel on that side. Reducing fuel will reduce Vapp.
Don’t plan to land below final reserve to allow for one go around.

HOW
Exchange NITS with CM. This is one of the only times when an emergency PA will be required.

Preparation: Move people backwards if NOSE L/G abnormal.

Approach: As gravity gear extension has been used. Reset to normal to reduce chance of gear collapse on ground.
No autobrake.
No A/SKID as remaining wheel may be continuously released as reference speed is incorrect.

At 2000 ft “CABIN CREW TAKEUP LANDING POSITIONS”

At 500 ft “BRACE, BRACE”

Landing: No reverse thrust. No spoilers.

All engines off on touchdown. If both main gear affected, do this in the flare. At least 6° pitch in the flare.
Keep wing up as long as possible if one main gear unaffected.
Keep nose off runway until just before loss of pitch control for Nose L/G abnormal.

Go Around: Normal go around unless you think retracting the gear will cause more damage.
 Abnormal Procedures Guide
LANDING GEAR

L/G SHOCK ABSORBER FAULT

INITIAL ACTIONS
AP AND A/THR MAY be lost. Fly the aircraft.

DECISION MAKING
As gear needs to be kept down and early decision to divert is required.

HOW
If WHEEL N.W. STEER FAULT is also displayed then nose wheels may be at 90°. Delay nose wheel touch down as long as possible.
 Abnormal Procedures Guide
MISCELLANEOUS

LOSS OF COMMUNICATIONS
 Abnormal Procedures Guide
MISCELLANEOUS

LOSS OF COMMUNICATIONS

INITIAL ACTIONS
As soon as you realise you have lost and are unable to regain comms sqwark 7600. Start chrono.

HOW
The overriding priority is always to stay above MFA. Proceed to an airfield whilst maintaining VMC if possible.
Attempt to use other communication means i.e. CPDLC / ACARS to OPS.
 
If ATC have radar, they will be aware of what you are doing and keep other traffic out of the way.
 
Being Radar Vectored:
Proceed to the next expected point without delay. NB UK maintain previous clearance for 3mins. However, be sensible and if you think an
approach is expected and safer. Do that.
 
Radar controlled environment:
Maintain cleared level / heading for 7 mins. Continue with filed flight plan.
 
Procedural environment:
Maintain cleared level for 20 mins. Continue with filed flight plan.
 
Start approach as close to expected ETA and land within 30mins of it. NB. This means use common sense to decide when to start an
approach.
 Abnormal Procedures Guide
NAVIGATION

NAV ADR 1+3 FAULT

NAV ADR 1+2+3 FAULT

NAV RA 1+2 FAULT

 Abnormal Procedures Guide
NAVIGATION

NAV ADR 1+3 FAULT

INITIAL ACTIONS
AP will drop out. ALTN LAW will activate. Speeds only available on CM2 side.

HOW
L/G Gravity extension is required as the safety valve remains closed. NB gear retraction is also lost but not indicated on ECAM.

Notes:
Gravity extension is required because the safety valve is signalled open below 260 KT by ADR 1 & 3.
 Abnormal Procedures Guide
NAVIGATION

NAV ADR 1+2+3 FAULT

INITIAL ACTIONS
Initially refer to SBY instruments.
If the aircraft is fitted with the BUSS, the ECAM will direct you to to the QRH ALL ADR OFF checklist. For older aircraft, you will get any
combination of dual failure i.e. 1+2 & 2+3. Disregard the ECAM and refer to QRH ADR 1+2+3 FAULT.

HOW
The approach will be complicated by the loss of FMS information. Backup NAV may be available.
Automatic pressurisation is lost. Refer to CAB
  PR SYS 1+2 FAULT.
Approach will be a direct law landing using the standby instruments or BUSS.
 Abnormal Procedures Guide
NAVIGATION

NAV RA 1+2 FAULT

INITIAL ACTIONS
If gear is already down, the A/P will disconnect and you will be in DIRECT LAW.

HOW
Preparation: Landing distance and Vapp will need to be calculated due to DIRECT LAW landing i.e. Flap 3 will be the landing flap.
  NB. ECAM will NOT tell you to do this until you are in DIRECT LAW & will therefore also be CAT 1 ONLY.
 
Approach: Changes from NORMAL straight to DIRECT LAW when gear goes extended. AP will therefore disconnect.
Configure to Flaps 3 before gear down.
Use LOC and FPA. (APPR pb does not work). Maybe consider using a V/S instead of FPA to use the F/D not FP/D.
  PM must perform height callouts, but they will be referenced to BARO.

Go Around: May need to forward trim for DIRECT LAW go around.

Notes:
The A/P gains aren’t tuned due to the lack of RA input. This should not be a problem as the A/P will be disconnected when the L/G is
extended anyway.
 Abnormal Procedures Guide
SMOKE

TODO
 Abnormal Procedures Guide
WHEEL

WHEEL N/W STRG FAULT

 Abnormal Procedures Guide
WHEEL

WHEEL N/W STRG FAULT

Refer to L/G SHOCK ABSORBER FAULT.

 Abnormal Procedures Guide
FLIGHT WARNING SYSTEM

FWS FWC 1+2 FAULT

 Abnormal Procedures Guide
FLIGHT WARNING SYSTEM

FWS FWC 1+2 FAULT

INITIAL ACTIONS
No immediate effect, however refer to landing capability below.

DECISION MAKING
No status is available, refer to FCOM. NB.
Even thought auto flight system may be working fine, the aircraft is now CAT 1 due to loss of warning systems i.e. AUTO LAND light.

HOW
When assessing the failure, you can use the title shown on the MEMO side (MEMO is lost) to help with the briefing. i.e.

ECAM WARNING - This needs replacing by active scanning.

 
ALTITUDE ALERT - Keep eye on altitude, particularly if manual flying.

STATUS - You can replace STATUS for any other failures by looking at FCOM.
  - NB status for this failure shows CAT 2 LOST. This is due to lack of warnings.

AUTO CALLOUT - No 1000,500, 100 above, minima, 50,40,30. PM should do this.

MEMO - Higher SA required to aircraft status.

 Simulator
SIMULATOR

SIMULATOR SETUP SIM BRIEFS

STANDARD PHRASEOLOGY EXAMPLES

PANS-OPS

STANDARDS DOC 24

HOW WE LEARN

ASSUMPTIONS

TRI RESPONSIBILITIES

INSTRUCTIONAL TECHNIQUES

BRIEFING GUIDE

DE-BRIEFING GUIDE

SIMULATOR OPERATION

TIPS
 Simulator
SIMULATOR SETUP

INITIAL SETUP REPOSITIONING

Sim Cert, Qual, Defects, Tech Log, H&S Brief 321 I Have Control. Think about X during repos.

Systems Reposition
Master/Total Reset Gear
Crash Inhibit ON Thrust Lever
Link FLT Freeze as Req’d Flap
Volume Park Brake

Position Airport & Runway

Reposition Repair Clear Malfunctions
Engine Masters/pbs

Environment Set ATIS

Turulence / TCAS Restart Engine Restart
System + Fuel Used Reset
On Ground – FLT FRZ OFF

Aircraft Reload
ZFW/CG/Fuel Fuel
Doors/Slides Flight Plan
Off Chocks Weather
Comms (ACP) Failures
---- Full Panel Scans ---- ---- Full Panel Scans ----

Record Save FPLN (After Brief)

Malfunctions? Rebrief Hot Debrief
Re-brief
Pre-emptive brief
Harness ON, Motion ON, Ceiling Lights OFF
 Simulator
SIM BRIEF

FUEL SYSTEM

ELECTRICAL SYSTEM

BETA TARGET

EFATO

FLEX & FLAT RATING

 Simulator
SIM BRIEF – FUEL SYSTEM

FUEL RECIRC
IDG APU
LP

X-FEED

SPILL PIPE

TXR
VALVES L TK PUMP 1 L TK PUMP 2 CTR TK CTR TK
PUMP 1 PUMP 2

OUTER INNER CENTER

Notes

This is for the old fuel system.

Explain the center tank logic. Preferential due to pressure relief sequence values on inner pumps.
The center fuel is used for 2 min after engine start and until slats retracted.
They auto switch off to allow 500 kg headroom in the inner tanks.
NB. The transfer valves open at approx. 750 kg in either inner. It is actually a volume sensed by the Fuel Level Sensing Control Unit (FLSCU).

NEXT PAGE
 Simulator
SIM BRIEF – ELECTRICAL SYSTEM
+ - + -
HOT 1 BAT 1 BAT 2 HOT 1

DC BAT

DC 1 DC 2
DC ESS
SHED

TR 1 ESS EMER
GEN TR 2
TR
STAT
INV
AC 1 AC ESS AC 2
SHED

BTC
GEN APU GEN
1 GEN 2
EXT PWR
Notes how to draw on board.

1. Power sources on bottom. Explain the BTC and Line Contactors. Any source can power the entire system. Not in parallel.
2. Complete diagram for Normal operation.
3. Show how the ESSENTIAL busses are powered. Generally Captains side.
4. Fail the AC BUS but explain similar things would happen with DC BUS 1 or TR 1 failure. So that essential busses are powered. DC ESS bus changes power source.
5. Fail AC 2 side. Show emergency gen. But explain you will be on batteries only first.
6. Show on batteries only. Now show SHED busses that have been hidden until now
 Simulator
SIM BRIEF – BETA TARGET

Beta Target Explanation.

Simple = Centered Beta Target = Minimum Drag. That is all we NEED to know.

It appears at high power / single engine. i.e. 80% with 35% difference. At Takeoff/Go around permitted configs i.e. 1,2,3. May not show for high flex temps.

The sideslip indicator shows lateral acceleration.

However during single engine ops, when the sideslip indictor is centered the aircraft will still be aerodynamically slipping towards the dead engine due to the force
produced by the rudder which is required to balance the asymmetric yaw.

This will cause a secondary effect in roll. In a conventional aircraft, this will be countered by a continuous roll input on the yolk that is instinctively removed by
applying additional rudder towards the live engine. i.e. the slip indicator will NOT be centered.

This feedback to the crew is masked by the Normal law. It will automatically stop this roll, even if the stick is centered.

As we don’t have this feedback, it is calculated for us (beta). It is then added to the sideslip target to become the Beta Target.
 Simulator
SIM BRIEF – ENGINE FAILURE AFTER TAKEOFF (EFATO)

FPM
WLM
OPEN CLB
COM ABOVE EO TOGA-MCT
ACCEL &
PSD TURN
or
FLX/CLB/MCT Above OBS
COMPLETE? “CONTINUE” NAVIGATE
“ECAM”
“STOP ECAM” PACK ON
PUSH TO NOTIFY STOP @ STATUS
LEVEL OFF CREW/ATC
“MY RADIOS” Normal Checklist
Where to? “ECAM Reset/Restart
EFP ACTONS” F S O Additional Procs
Pitch STD/Non STD Trim
Activate
12.5° Engage
“ENGINE” Secondary
Normal Rate AP
“SECURE”
SRS TOGA?
400 AAL
(minimum)
Confirm
Failure
Request
Prevent Gear UP Pull
DAMAGE?
Yaw HDG
Lock Leg Centre
Beta
GEAR Target
UP Golden Rules
V1 Bang Vr
Confirm Fly
“ENGINE” “ROTATE” +VE
“FAILURE” Climb
Navigate
Communicate
Appropriate Task Sharing
• What does ENGINE SECURE MEAN?
• Pitch ground mode blends to flight mode (load factor) over 5 secs. Tendency to overpitch.
• Trim rate is 1 degree / second manual. Approx 15 secs to be in trim.
• If turn required, Flight Guidance bank limits reduced. 15 degree at Characteristic speed – 10 kts to full limit at -3 kts.
• Initial actions by PM is to monitor the flight path.
• Damage assessment. Zero N1, N2. Almost certainly completely obvious otherwise.
• When should PF communicate? Must wait until all confirmation items are complete.
 Simulator
SIM BRIEF – FLEX TEMP & FLAT RATING

• Draw main thrust line.

• Explain why engine is flat rated & draw flat line. i.e. temp is not only limit, N1, combustion pressure.
• Draw in TREF for the flat rating.
THRUST • Draw in minimum thrust of 75% permitted by regulation. This occurs at a temperature (max FLX).
• Highlight that this is a PRETEND temperature, to tell FADEC to produce less than max thrust.
• Explain that any temp above TREF is a reduced thrust takeoff, up to max FLX.
• Draw in actual thrust produced at a particular OAT.
• Show that FLX Temp MUST therefore always be above the OAT. It is a PRETEND temp. We can’t pretend
that it is colder than it is. i.e. we can’t pretend we have MORE thrust.
• For example If thrust required is max flex i.e. min thrust e.g. at 70°C, the thrust produced at the real OAT
say 50°C is higher. This provides an additional safety margin.

Max Thrust

Actual Thrust

Safety
Margin

Min Thrust
Allowed

TEMPERATURE
TREF OAT FLX
 Simulator
SIM BRIEFS – FUEL SYSTEM

FUEL RECIRC
IDG APU
LP

X-FEED

CTR TK
L TFR
L TK PUMP 1 L TK PUMP 2 CTR TK
R TFR

WING CENTER
 Simulator
STANDARD PHRASEOLOGY

GROUND CREW

ATC GROUND

ATC DEPARTURE

ATC AREA

ATC APPROACH
 Simulator
GROUND CREW

COCKPIT GROUND, CAN WE REMOVE THE EXTERNAL POWER.

ALL DOORS & HATCHES ARE CLOSED, GROUNDCREW & EQUIP CLEAR & STEERING BYPASS PIN IS INSTALLED.

RELEASE BRAKES

COMMENCING PUSHBACK.

CLEAR TO START.

PUSHBACK COMPLETE. PLEASE SET PARKING BRAKE.

DISCONNECTING. WAIT FOR MY HAND SIGNALS ON THE RHS.

 Simulator
ATC GROUND

PASS YOUR MESSAGE.

CLEARED to Malaga via NOKIN 1R Squawk 5655.

STARTUP APPROVED, CONTACT ground 121.7.

PUSHBACK APPROVED, facing west.

TAXI left on LIMA to LIMA 1.

TAXI on delta, HOLD SHORT of taxiway bravo.

DESCEND / CLIMB FL250 (NB. Don't use RECLEARED).

 Simulator
ATC DEPARTURE

After Departure MAINTAIN RWY HEADING, CLIMB to ALTITUDE 5000 ft QNH 998 HECTOPASCALS. (anything below 1000 hPa).

R28 LINE UP AND WAIT ( give reason ).

R28 LINE UP. ( no expected delay ).

R28 CLEARED FOR ( IMMEDIATE ) TAKE OFF. SURFACE WIND 120 DEGREES / 10 KNOTS. NB. Only use TAKE OFF with a take off clearance.

CANCEL LINE UP CLEARANCE, ACKNOWLEDGE.

Departing A320 at time 0656 reported wind shear at 800 ft, 20 kt airspeed loss.
 Simulator
ATC AREA

TURN LEFT HEADING 180 DEGREES, BASE LEG.

CONTINUE HEADING

RESUME OWN NAVIGATION Mayfield.

HOLD AT ROSUN expect 1 time round the hold (other delay).

HOLD AT MIRSI DELAY NOT DETERMINED.

DESCEND FL100, CROSS 5 miles before DCS AT OR BELOW FL160.

STOP CLIMB FL250. ACKNOWLEDGE.

CONFIRM climbing FL200.

MAINTAIN FL250 BREAK, BREAK, Ryanair 123 AVOIDING ACTION, TURN LEFT IMMEDIATELY HEADING 250.
 Simulator
ATC APPROACH

CLEARED FOR VISUAL APPROACH, REPORT FINAL.

GO AROUND, I SAY AGAIN, GO AROUND, ACKNOWLEDGE.

REPORT ESTABLISHED ON FINAL APPROACH TRACK. (RNAV)

EXPECT RADAR VECTORS FOR AN ILS APPROACH R28.

VECTORING for an ILS APPROACH R28. TURN LEFT HEADING 180 DEGREES.

LEAVE TNT HEADING 300 DEGREES.

R34 CLEARED TO LAND, SURFACE WIND 280 DEGREES 10 KTS.

CLEARED ILS R28.

TURN RIGHT HEADING 180 DEGREES. REPORT ESTABLISHED ON THE LOCALISER.

DESCEND ON THE GLIDEPATH, REPORT 4 DME.

MINIMUM FUEL CALLS.

MINIMUM FUEL – ATC will not automatically provide expedited approach. They should give miles to run or further delay.
MAYDAY FUEL - ATC will treat as normal mayday i.e. give them what they want.
 Simulator
PANS-OPS

REQUIRED GRADIENTS

RACETRACK & REVERSAL PROCEDURES

HOLDING
 Simulator
REQUIRED GRADIENTS

TYPICAL NET TAKE-OFF FLIGHT PATH

st t
hru
C T T reendo
M G
b@
Clim
Min
Flap t Retract Flaps
im b to Heigh 1500 ft
Cl tion
rac
Ret
c tion
Retra Min
Gear
400 ft
35 ft

1st 2nd 3rd 4th

> 0% 2.4% 0% 1.2%

APPROACH & MISSED APPROACH

IAF
Initi
al A
ppro
ach
S eg m
ent
300 m IF
Intermediate Ap
proach Segmen FAF Final
t
ediate
150 m Interm 50 m
MAPt 2.5% 30 m

Initial
 Simulator
RACETRACK & REVERSAL PROCEDURES

NB Timings should be wind corrected.

RACETRACK 45° / 180° REVERSAL

1-3 min or to FIX

*

D
&
C
T
CA
in
m
15
1:
1-3 min or to FIX

* Timing starts abeam facility or wings level.

Note direct entry on 30° offset. For 1 min racetrack fly 1min.
For longer racetrack use max 1:30 min and parallel for the remaining time.
80° / 260° REVERSAL

1-3 min or to FIX

BASE TURN
30°

30°
FIX
o r to
min
1-3
You can proceed directly
outbound if within 30° of
the course.
 Simulator
HOLDING

NB Timings should be wind corrected.

PARALLEL
(SECTOR 1)

Radial 090

OFFSET 70° DIRECT

(SECTOR 2) (SECTOR 3)

DETERMINING ENTRY

If hold is to right. Put OFFSET to right.

Which sector is the inbound RADIAL in?
That is the entry.

Superimpose mentally the hold as a gross error check.

MAX SPEEDS

230 kt upto FL140. 1:00 min legs.

240 kt above this. 1:30 min legs.
280 kt turbulence.
 Simulator
STANDARDS DOCUMENT 24

GENERAL

FLIGHT TOLERANCES

SCENARIOS
 Simulator
GENERAL

An LST is a skill test for issue of a license or rating.

An LPC is a proficiency check to maintain privileges. Revalidation before expiry date. Renewal after expiry date.

Health and Safety briefing is taken very seriously. Brief required for briefing room as well as simulator.

The sim needs to be checked that it is qualified & approved for the training/testing. Tech log needs to be checked. A visual inspection of
the surrounding area needs to be made.

People don’t like being watched/assessed. Care should be taken to put people at ease and explain the goal of always improving.

Mistakes will happen. Small mistakes that are self corrected don’t need debriefing. We all do it.

5 Rs used for fails. Result, Reasons, Retest Requirements, Retraining, Restrictions (Ramifications).

Only debrief 2-3 major points. In order of severity (not chronological).

Facilitation involves the student in the learning process which has a stronger effect on improvement.
 Simulator
SCENARIOS

EFATO close to V1 with big V1/Vr split should be avoided as it is easier to handle. Change scenarios between candidates i.e. different
weights / airfields etc.

RTO should be taken to a conclusion. We’ve stopped and done the checks. WHAT NOW? Don’t always use high speeds.

LVO RTOs should be at minimum authorized RVR. Airfield must have correct lighting. Assessment of taxi in LVOs is required.
Stop bars may not be controllable in the sim. Clearance to cross must be received.

2D approaches shall be flown using the Constant Descent Final Approach (CDFA) method. Reduces work load.

Go arounds should mainly use published missed approaches. Manual thrust/AP off. Completed when clean (above 1500 ft if competent).

Incapacitation should continue to conclusion. Subtle incap checks SOPs work. Should be checked in LVOs regularly.

Delaying vectors should not always be provided. A procedural clearance will allow assessment of FMGC programming.

ATC should not be proactive. This allows crews to show their initiative.
 Simulator
HOW WE LEARN

During initial training, it is important to get it correct first time. Primacy is the effect of the things we learn first are easier to remember.
Focus on the harder concepts first. Reviewing the harder concepts at the end helps us retain this information.
 
The “Learning Pit” describes the process we go through when learning something new. Make students aware of this if they are nervous or
frustrated with progress.
 
Facilitation is extremely effective in improving understanding and retention. If it is used, questions must not be too open. i.e. “What
happens to the flight control modes after take off”.
 
Maintaining students motivation is absolutely essential in the learning process. For difficult students this may be a reminder of an
impending LST etc.
 Simulator
ASSUMPTIONS

During a type conversion, remember that the candidates knowledge of the aircraft is very low. Be careful not to assume too much.
 
If the candidate is new to you, assume they have not been briefed on the correct seating position. Ask the question.

If not then emphasise the importance of getting it correct to prevent subsequent overcontrolling/landing problems.

1. Sit comfortably and upright. Hands on thighs and slide across to sidestick.
2. Use manual and electric controls to adjust eye height. Combing / FMA / Red Dot.
3. Adjust wrist height to rest wrist. There should be no gaps between forearm. Should be able to use small wrist movements for control.
4. Adjust rudder pedals so knees are bent and would allow full pedal deflection.
 Simulator
TRI RESPONSIBILITIES

Simulator before use needs the following checked. Qualification (what type of training is possible), Approvals (what type of training has
been approved by authority) and Tech log.
 
Simulator and classroom briefings are extremely important. H&S of candidates is YOUR responsibility.

Classroom:
Point out fire alarm test and route from classroom. Toilets. Refreshments. Mobile phones.
 
Simulator:
Start outside. Show escape routes and exits.
Put bags down simulator.
Start at front of simulator.
Guarded switch on pedestal.
Motion & CLS buttons & Emergency buttons.
Fire extinguisher (to get out only). Fire warning light.
Kickout panels.
Ropes.
 
Motion should only ever be on when candidates have their full harness on.
It MUST be switched off if seats are being swapped.
 
CAA DOC 1158 MPA Type Rating Schedule required items will need signing off. TRI must ensure these are to test standard. TRE will check all
mandatory items and a selection of the other items.
 
TRI is also an instrument rating instructor. Knowledge of instrument flying techniques and procedures (PANS-OPS) need to be maintained.
 
Refer to Part-FCL 920 Instructor Competencies
 Simulator
INSTRUCTIONAL TECHNIQUES

Simulator before use needs the following checked. Qualification (what type of training is possible), Approvals (what type of training has
been approved by authority) and Tech log.
 
Simulator and classroom briefings are extremely important. H&S of candidates is YOUR responsibility.

Classroom:
Point out fire alarm test and route from classroom. Toilets. Refreshments. Mobile phones.
 
Simulator:
Start outside. Show escape routes and exits.
Put bags down simulator.
Start at front of simulator.
Guarded switch on pedestal.
Motion & CLS buttons & Emergency buttons.
Fire extinguisher (to get out only). Fire warning light.
Kickout panels.
Ropes.
 
Motion should only ever be on when candidates have their full harness on.
It MUST be switched off if seats are being swapped.
 
CAA DOC 1158 MPA Type Rating Schedule required items will need signing off. TRI must ensure these are to test standard. TRE will check all
mandatory items and a selection of the other items.
 
TRI is also an instrument rating instructor. Knowledge of instrument flying techniques and procedures (PANS-OPS) need to be maintained.
 
Refer to Part-FCL 920 Instructor Competencies
 Simulator
BRIEFING GUIDE

WHO Taylor the briefing to the experience levels of the candidates. TELL cadets, maybe SELL to experienced pilots.
WHAT Must be specific. i.e. EFATO with NO DAMAGE. Continue until clean.
WHY Requirements for LST/LPC etc.
WHERE What stage of course. What should they know by now i.e. Cockpit Prep etc.
 
4 Ts
Tell them what you are going to tell them - What they can expect (scope).
Tell them
Tell them what you’ve told them. - (stand back. Review for instructor).
Test them. - A few important items only.
 
Don’t brief the board. Silence whilst writing is OK.
 
Main Brief
State Aims - Minimise written work on board. Pictures are better. Facilitate details.
If they know what they are doing, don’t write it down.
Relate aims to the required competencies framework.
 
Be practical - Instructor is using experience of why, how, reasons, common errors etc.
You should be able to take the board into the sim and use as a HOW TO.
 
Be specific - i.e. take Flaps 1 AT 15 miles to run. They can adjust this with experience.
Include things that aren’t in the profile i.e. for engine out go around. What are you doing with your feet. You must pull back stick
as pitch power couple is not there etc.
 
Summary brief
Used to check knowledge or effectiveness of main brief (if given by other instructor). Mostly facilitation. Perhaps no boardwork at all.
 
Pre-Briefing
Used prior to starting a new exercise to refresh their memory. Facilitate.
Let them brief themselves if possible.
 Simulator
DE-BRIEFING GUIDE

Debriefing
Give them/you 5 minutes to compose your thoughts.
Analyse your notes. Pick 2-3 MAIN points. Should be related to AIMS of the exercise. Any affecting safety should be included. Let trivia go.
Very difficult. Spending too much time on trivial things dilutes the benefit of the debrief.
 
Should generally be a maximum of 15 min. Tell them how long it will take.
Much longer and they will switch off.
 
Facilitation should be used predominantly. They should be talking more than you.
i.e. “How was the first EFATO?”
“Why was the second one better?
Main points should be in priority order (don’t use chronological).
Some minor points.
Relate them to the required competencies.
Overall general standard. Focus on positives.
Further actions (what to do to improve).
 
Get them to summarise main points (recency). Facilitate. OR
“If you take one thing away with you. What is it?”
Key Learning Points.
 
 
Hot debrief
Keep it simple. What went wrong and what to do to fix it.
 Simulator
SIMULATOR OPERATION

When repairing the aircraft before a reposition, operate the irreversible switches yourself. This prevents negative transfer i.e. not cross
checking. Other controls are ok.
 
The reference runway needs to be changed during an exercise i.e. diversion, circling etc. This is so the approach aids / lighting is correct.
 
After hot debrief / end of an exercise.
Reposition (this takes time). Unfreeze when repositioned (stops a lot of sim problems).
Repair aircraft. Take your time.
Reset fuel / failures.
New scenario.
Rebrief.
 
When acting as ATC, make sure you act realistically. Max heading intercepts are 30°.
 Simulator
TIPS

Defensive candidates are difficult to deal with. Don’t get involved in a “win the debrief”. Don’t be personal. Use terms like, “perhaps
consider this”.
 
Use appropriate wx. If the exercise is circling. We want to complete the exercise. Make sure cloud base & vis is well above required amount.
 
For an EFATO. Ensure there is a gap between engine failure speed and Vr. This separates the rudder input from the pitch input. If
overpitching is happening, consider switching off FDs off to avoid having the SRS pitch bar visible.
 
For an RTO, make sure the failure occurs well before the V1 speed to ensure they stop.
 Simulator
FLIGHT TOLERANCES

ALTITUDE OR HEIGHT

Normal Flight ± 100 ft

Simulated Engine Failure ± 100 ft NB Exceeding these limits 2 or 3 times is okay if corrected in a timely manner. ± 200 ft is a fail.
3D & 2D -75 ft below profile. +75 ft above profile when below 1000 ft AAL.
Glideslope ½ scale deflection.
Go Around at MD(A) + 50 ft / 0 ft.

NB. For a go around at minima, the aircraft WILL go below M(DA). A fail will be for slow / incorrect actions or delay in initiating actions.

TRACKING

Radio Aids ± 5° (i.e. 1 dot for VOR). Must be able to settle within this range. Corrections made in correct sense.
ILS ½ scale deflection.
RNP ½ RNP value. Brief deviations to full RNP are permitted.
FMS Tolerance Difference between chart and FMGC. 3° lateral, 0.1° vertical.

SPEED

All Engines ± 5° kt (NB. Company manuals may specify +10 kt / -5 kt.

Engine Out +10 kt / -5 kt.
Climbing (jet) ± 10 kt (briefly to ± 15 kt).
V2 Brief excursions below permitted in 2 nd segment (between gear retracted and accel) if corrected
without delay.

NB Allowance should be made for turbulence and handling qualities of aircraft when making an assessment.
 Normal Procedures Guide
TABLE OF CONTENTS

FLIGHT PARAMETERS

STABILITY CRITERIA

APPROACH USING FINAL APP GUIDANCE

HIGH LEVEL AIRSPACE (HLA) PROCEDURES

LOW VISIBILITY OPERATIONS

RNP (AR) APPROVED TO 0.3NM OPS 23/22 JET2 IS NOT APPROVED

CIRCLING APPROACH

TAILWIND/CROSSWIND > 20KT TAKEOFF

BALKED LANDING

DISCONTINUED APPROACH

ENGINE FAILURE AFTER TAKEOFF (EFATO)

NON PRECISION APPROACH (MANAGED)

 Normal Procedures Guide
FLIGHT PARAMETERS

APPROACH

SPEED +10 / -5 KT ”SPEED”

VS >1000 fpm “SINK RATE”
PITCH +10° / -2.5° “PITCH”
BANK 7° “BANK”

NAVIGATION

LOC ½ dot “LOC”

GS ½ dot “GLIDES”
VOR ½ dot (2.5°) “COURSE”
VDEV ½ dot (50 ft) “V-DEV”
RNP AR ½ dot (0.05) ”LAT-DEV”

NON-PRECISION (NAV) 1 dot (0.1 nm) “CROSSTRACK”

NDB 5° “COURSE”

LANDING

BANK 7° “BANK BANK”

PITCH +10° “PITCH PITCH”

GO AROUND

PITCH +20 / +10 “PITCH”

NOT CLIMBING “SINK RATE”
 Normal Procedures Guide
CIRCLING APPROACH

GENERAL
F/O limit is 5KM visibility. CAT C 4.2nm, 180 KT. CAT D 5.3nm 205 KT (N/A easyJet).
PAPI required at night.

PREPARATION
Put landing runway in Secondary F/PLN. NB just the runway is required but you can modify the go around to approximate the original
Instrument approach go-around.

APPROACH
CONF 3 with gear down.
MDA +100ft push to level off.
Turn 45°.
30 secs from wings level. (aim for approx 2.5nm offset).
Activate SEC FPLN downwind.
3 sec for each 100 ft above TDZ (non wind corrected). STABILITY CRITERIA.
Level base turn.
AP/FD off before descending.
Turn final with initial 25° bank.
Must be stable by 400 ft. See

GO AROUND
Initial turn towards landing runway. Climb in circling area until able to establish on instrument runway missed approach.
 Normal Procedures Guide
TAILWIND/CROSSWIND (>20KT) TAKEOFF

Stabilise at 50% N1. Stick full forward. Rapidly increase to approx. 70% N1. Above 15KT groundspeed, increase to takeoff
thrust by 40KT groundspeed (about 5 sec).
 Normal Procedures Guide
BALKED LANDING

This is a go around initiated after the flare but before application of reversers (you must stop after this point).
CM1 becomes PF. Announce “I HAVE CONTROL, TOGA”.
Press and hold the takeover button.
Adjust pitch attitude until aircraft is beginning to move away from the ground. NB, this usually means holding the attitude, but may
need a pitch down initially to prevent a tailstrike.

Once climbing away, don’t delay pitch up towards SRS and call “GO AROUND FLAPS”.
NB. CONFIG FLAPS NOT IN T.O. CONFIG and CRC may sound. This must be disregarded.
 Normal Procedures Guide
DISCONTINUED APPROACH

When below the missed approach altitude, you must perform a standard go around procedure. You may have to immediately reduce
the TLA into the CLB gate.

Announce “CANCEL APPROACH”.

Press the LOC or ARM pb (HDG & V/S will result).
Set sensible V/S and Lateral mode.
Make sure gear is selected up.
Keep current speed until you have a reason to change it.

NB. Copying the ACTIVE F-PLN will allow you to activate the SECONDARY due to flight plan dumping as you approach the destination.
 Normal Procedures Guide
ENGINE FAILURE AFTER TAKEOFF (EFATO)

INTIAL ACTIONS

PF PM
Pitch towards 12.5 degrees (ensures aircraft becomes airbourne). Monitor flying. Confirm +ve climb (include pitch angle).
Gear Up. Gear Up.
Then follow SRS (may require pitch down).
If required start EO SID turn Prompt EO SID.
Once pitch is stable (no rush), trim rudder.

@ MINIMUM 400 AGL (WHEN WORKLOAD PERMITS)

PF PM
(CONFIRM THE FAILURE include loud bangs etc)
“NO OEBS, MY RADIOS, ECAM ACTIONS” Perform ECAM, Confirm Thrust Lever, Eng Master & Fire pb.
When Thrust Lever & Fire pb confirmed
“ATTENTION CREW AT STATIONS” & MAYDAY call. Engine off (No damage), 1 bottle (Damage) or Fire out.
“ENGINE SECURE”
When Engine secure, above EO ACC & V2 speed no longer needed.
“STOP ECAM”
Push VS = 0 & “ACTIVATE SECONDARY”
Clean upto Greendot.
Pull OP CLB.
Either FLX -> CLB -> MCT or TOGA -> MCT. “CONTINUE ECAM ACTIONS”

ABOVE EO ACC ALT (Only do this when clean)

PF PM
Turn towards HP. Continue ECAM until “STATUS”.
When open x-feed start a timer. Check again in 5 min.
”STOP ECAM” Consider Engine Restart at this point.
 Normal Procedures Guide
NON PRECISION APPROACH (MANAGED)

LIMITATIONS
A319 Engine Out. Flight Director only approaches in any managed lateral mode i.e. FINAL APP, NAV V/S and NAV FPA.
FMGC tracks can be off by 3 degrees laterally & 0.1 degree vertically. NB variation is ignored as great circle tracks are flown.
Final APP down to -10 degrees or as specified. MDA must still be adjusted.

APPROACH
Vertically 1 dot = 100ft. Callout is at ½ dot. Limit is ¾ dot (75ft below).
Capture envelope is 0 to 150ft above the vertical profile.

CONTINGENCIES
Approaches are very simple to fly as long as the flight plan is sequenced correctly. Therefore concentrate the brief on downgrades and
what you are going to do. NB if raw data is available and correct, you can keep flying in managed mode.
 Normal Procedures Guide
STABILITY CRITERIA

Configuration

In Landing Config by 1000 ft ARTE for straight in approaches. 500 ft for circling/visuals.

Speed
Speed must be VLS to Vapp +10 KT. Appropriate thrust set.

Approach Path Limits

½ Scale Deflection on ILS.
5° for NDB/VOR.

Wings level ( < 15 ° ) by 500 ft for visual, 300 ft for circling, 200 ft for offset IAP.

Transient Deviations
Deviations are permissible due to wx if corrected in a timely manner. Include in brief if anticipated.

**** Modify this or flight parameters section once OMB read.

 Normal Procedures Guide
APPROACH USING FINAL APP GUIDANCE

GENERAL
Required Navigation Performance (RNP) approaches are achieved using Performance Based Navigation (PBN) i.e. self monitoring.
Overlay approaches are just non-precision approaches but the performance is measured using raw data.
FINAL APP is just a way of flying the vertical path. Either VNAV/LNAV or LNAV minima can be used. But if below the minimum
temperature, you must use selected vertical guidance and the LNAV minima.

PREPARATION
Check minimum equipment is available. Generally 1 of FMGC, GPS PRIMARY, ND etc. Company specific. Check RNP value. See notes.
The Final Descent Point (aka Vertical Intersection Point) is not necessarily at the FAP. It may occur before this point. Prior to this is the
level deceleration leg (not level on new FMS). This will be seen in the MDCU. Beware of when you press the APPR pb.

APPROACH
Press APPR pb inbound TO waypoint and intercepting vertical profile. If TO waypoint and previous waypoint is less than 2nm, you must
be level before pressing the APPR pb. This prevents early activation of FINAL APP.
VDEV, XTRK & LDEV callouts apply when flying an RNP approach. See FLIGHT PARAMETERS.

MANAGEMENT OF DEGRADED NAVIGATION

NAV ACCURACY DOWNGRAD (BOTH SIDES)
FMS1 / FMS2 POS DIF
GPS PRIMARY LOST (Use other AP). Check raw data for overlay approach.
NAV FM/GPS DISAGREE

NOTES
PBN approaches names will all be changed to RNP to avoid the confusion. i.e. RNAV(GPS) R18 will become RNP R18.

Enroute = 2.0nm.
Terminal = 1.0nm when <= 50 nm or <= 15,000 ft.
Approach = 0.3 nm (GNSS) otherwise (0.5 nm) when <= 15nm or <= 5 nm to final approach. OR coded in the active leg.
 Normal Procedures Guide
HIGH LEVEL AIRSPACE OPERATIONS (HLA)

GENERAL

T9 & T290 require HF and also monitoring 128.360 (emergency and intervention ONLY). SLOP is possible in 0.1nm increments. easyJet
aircraft can only do 1 or 2nm (always to the right).
Obtain clearance as soon as possible (at least 40 min before Shanwick area.
Update position report if ETA has changed by 3 min (or more).

ENTRY

121.5 on VHF1 & 123.45 on VHF2. NB 128.360 is monitored on Tango routes (for emergency & intervention ONLY).
SLOP is possible in 0.1nm increments. easyJet aircraft can only do 1 or 2nm (always to the right). Do NOT do on Tango routes.
30 min AFTER oceanic entry point squawk 2000. NB. 10 min for Tango routes.

DIVERSION

Turn minimum 30° off track. Turn lights on. Use TCAS. Squawk 7700. Get clearance if possible.
Fly 5 nm offset OR proceed on track as required.
Descend below FL290 and fly at 500 ft above/below normal level.

NB Minimise altitude loss as much as possible until 5nm off track.

WEATHER AVOIDANCE

Turn minimum 30° off track. Above 5 nm change level by 300 ft. 0-179° (easterly) descend if avoiding to north of track.
 Normal Procedures Guide
RNP (AR) NOT APPROVED

PLANNING
Available on NEO & Some CEO – QRH OPS Aircraft Config Summary. Some can only do RNP 0.3. Lowest is RNP 0.1. Check crew & AOC.
Must check GPS PRIMARY availability at ETA using prediction tool. Onboard RAIM doesn’t account for GPS unserviceability / mask angles.
Use CCI & NOTAM for aid deselection / disabling radio position updating. Refer to RNP (AR) aide memoire.

APPROACH PREPARATION
For failures, check RNP aide memoire check or PRO-SPO-51 PBN RNP AR to see if approach is possible.
Set RNP in MCDU. It will automatically set usually at the IAF, but will default to 0.3. Only use lower RNP values if lower minima is needed.
Check wind / max speed / temperature limits. Max altimeter difference 100 ft.

APPROACH
Autopilot must be engaged before passing the IAF. DIR TO radial in must be used to establish on lateral path. APPCH pb pressed 2nm
before FDP. GPS PRIMARY LOST must NOT show. Both GPSs must be in NAV mode.
Both NDs should show TERR if wx not a factor.
½ dot call “LAT-DEV”, 1 x RNP go around.
½ dot call “V-DEV”, ¾ dot BELOW go around.
Minimum use height for AP is 250 ft. NB DISCONNECT AP message is just a reminder there is no Autoland.

MANAGEMENT OF DEGRADED NAVIGATION

All of the requirements above must be met before you pass the IAF (not 1000 ft).
An approach MAY be continued with an engine failure at discretion of commander. No accel on RF leg during go around.

CONTINUE (single failure, use other side) GO AROUND (dual failures or disagrees)
GPS PRIMARY LOST GPS PRIMARY LOST (Both)
NAV ACCUR DOWNGRADE NAV ACCUR DOWNGRADE (Both)
FMGC FMGC (Both)
GPS FMS1/FMS2 POS DIFF
EFIS DU (i.e. NAV display) FM/GPS POSITION DISAGREE
MCDU FINAL APP (selected vertical is not permitted)
AP AP (Both). NB you can still use FD with RNP = 0.3 only.
 Normal Procedures Guide
LOW VISIBILITY OPERATIONS

LIMITATIONS
A320 CEO Only. Must be Conf FULL when single engine. Wind limitations vary by MSN. Check limitations if wind is strong.
Headwind 30 kt, crosswind 20 kt, tailwind 10 kt. A321 crosswind 15 kt, idle reverse only.

DEPARTURE
Take off alternate is required if wx/performance precludes an immediate return. Use CAT IIIA minima to consider the engine out case.
The alternate must be within 320nm.
Brief carefully and include, routing (headings), be stationary when checks completed, can you return i.e. CAT 3A or CAT 1 (overweight).
What are you going to do after an RTO.
PED PA must be made (QRH) or delegate to Cabin Manager.
Below 150m Multiple RVR (all are relevant) must be achieved.
Below 125m you also need centreline lights @ 15m, edge lights @ 60m.
TDZ can be replaced by pilot assessment. 90m visual segment is met by all easyJet aircraft. You don’t have to count lights.

APPROACH BAN
The required minima must be achieved before descending below 1000 AAL or the final descent point if DH > 1000 ft. If weather goes
below this after passing these points you can continue.

MAXIMUM NUMBER OF APPROACHES

Only 2 approaches can be made if go arounds are due to weather. Exceptionally a 3 rd is allowed if wx has significantly improved or the
previous go around was non weather related and landing is assured (Ref A8.[Link]).

MINIMA (midpoint is 75m, 125 without rollout guidance, stop end is 75m) NB consecutive lights don’t have to be centreline)
CATEGORY DH/RVR LIGHTS COMMENTS
CAT I 200ft 550m Elements of approach/runway Only TDZ RVR needed. Can be manually flown.
LTS CAT I 200ft 400m Same as CAT II Only TDZ RVR needed
CAT II. 100ft 300m 3 lights + 1 lateral element
OTS CAT II 100ft 350m Same as CAT II
CAT IIIA <100ft 200m 3 lights.
CAT IIIB <100ft 75m None. NB if using a DH 1 is required RVR from any runway at the airfield is okay.

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 Normal Procedures Guide
LOW VISIBILITY OPERATIONS

LIDO
If CAT IIIB minima is available then you can use standard CAT IIIA minima. Company means NO DH. CAT II DH may be above 100 RA due
to local terrain (you aren’t over the runway yet).

APPROACH TIMELINE
Above 1000 AAL - Complete any ECAM and adjust RVR/DH required.
Below 1000 AAL - You can continue if a non-FMGS failure occurs (ND is one). i.e. if you don’t get a triple click.
800 RA- LDG INHIBIT
700 RA- ILS Freq/CRS locks. Perf page locked (you can’t adjust Vapp).
500 RA- NOT STABLE GO AROUND or Continue.
400-350 RA - LAND. FCU is locked until you land or go around. CM1 check course.
100 RA- PM “ONE HUNDRED”. i.e. Alert Height (NO DH entered).
- Only call from PF is “CONTINUE” or “GO AROUND FLAPS”.
40 RA - FLARE
30 RA - Thrust reduces to IDLE.
10 RA - RETARD call. Promptly reduce thrust levers to idle.
ROLLOUT / REV GREEN / DECEL
AP Disconnect.

CONTINGENCIES
Converted Met Visibility can be used to replace an RVR, but only to 800m. Not permitted for take off.
Failures or downgrades below 1000RA require a go-around. CM2 can Autoland in an emergency.
Below 200 RA, the Autoland Light arms. Mandatory go around if illuminated. The following causes cause it:

Both A/P loss.

Loss of LOC > 15 RA
Loss of GS > 100 RA
Excessive LOC/GS deviation.
RA difference > 15 ft.
Long Flare
Early/Untimely Flare.
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 Normal Procedures Guide
LOW VISIBILITY OPERATIONS

GROUND LIGHTING
If CAT IIIB minima is available then you can use standard CAT IIIA minima. Company means NO DH. CAT II DH may be above 100 RA due
. . . . . Taxi Edge
. . . . . Taxi Centreline
. . . . . Rapid Exit
. . Runway Guard (Alternating)
. . . . . Last 900m
. . . . . Last 300m
GROUND MARKINGS

Last marking before runway. Not necessarily the CAT 1 hold.

Dotted line looks like the touchdown zone markings. This is the runway side.

This indicates a hold for a CAT II/III runway. It tells us that there is another hold point beyond it.

POST FLIGHT
You must fill out the the Tech log if you have performed an Autoland.
 Simulator
DEBRIEFING GUIDE

1. Plan it. Prioritise it.

2. Clear any major points first.

3. Facilitate the learning points.

4. Emphasise the positives.

5. ALWAYS summarise to conclude. i.e. “if you take one thing away with you today, what is it?”