Airindia A320 BRIEFINGS PDF

Briefings
Airbus A320 Procedures
Normal Abnormal Emergency
1 EDITED SEPT 2018

Briefings
DISCLAIMER
WHATEVER PROCEDURES OUTLINED HEREUNDER ARE MY PERSONAL NOTES. THEY HAVE BEEN COMPILED
USING VARIOUS DOCUMENTS. THE READER IS HEREBY CAUTIONED THAT THESE PERSONAL NOTES ARE
ONLY A GUIDE TO VARIOUS PROCEDURES AND ARE NOT APPROVED BY AIRBUS OR ANY AGENCY. THE READER
IS ADVISED TO REFER TO OFFICIAL DOCUMENTATION ISSUED BY AIRBUS AND THEIR RESPECTIVE AIRLINES.
THESE NOTES/PROCEDURES CANNOT BE QUOTED DURING TRAINING OR CHECKS AND ARE STRICTLY NOT
FOR INFLIGHT USE. THEY ARE NOT APPROVED BY ANY AIRLINE , AIRBUS OR ANY OTHER STATUTORY
BODY AND ANYONE USING THEM IS DOING SO AT THEIR FREE WILL AND RESPONSIBILITY.
ALTHOUGH EVERY EFFORT HAS BEEN MADE TO ENSURE ACCURACY BY ME AND ANY OTHER CONTRIBUTOR
TO THESE NOTES, WE SHALL NOT BE HELD LIABLE FOR ANY LOSS OR DAMAGE CAUSED BY ERRORS,
OMISSIONS, MISPRINTS OR MISREPRESENTATION OF THE CONTENTS HEREOF. FURTHERMORE ME OR
ANY OTHER CONTRIBUTOR TO THESE NOTES EXPRESSLY DISCLAIM ANY AND ALL LIABILITY TO ANY PERSON
OR ENTITY, IN RESPECT OF ANYTHING DONE OR OMITTED, AND CONSEQUENCES OF ANYTHING DONE OR
OMITTED, BY ANY SUCH PERSON OR ENTITY IN RELIANCE ON THE CONTENTS OF THIS DOCUMENT. THE
OPINIONS EXPRESSED HERE DO NOT REFLECT THE OPINION OF ANY STATUTIORY AUTHORITY, AIRLINE OR
AIRBUS. ALL RIGHTS RESERVED, NO PART OF THIS DOCUMENT MAY BE REPRODUCED,RECAST, REFORMATTED,
OR TRANSMITTED IN ANY FORM BY ANY MEANS, ELECTRONIC MECHANICAL INCLUDING PHOTOCOPYING,
RECORDING OR ANY INFORMATION STORAGE SYSTEM WITHOUT PRIOR PERMISSION FROM ME.
CAPT. VENKAT H. RAM

TRI(A) AIR INDIA
vebnar@gmail.com
CAUTION
CHANGES MAY HAVE TAKEN PLACE IN VARIOUS PROCEDURES SINCE
THIS UPDATE. PLEASE REFER TO THE LATEST FCOM/FCTM/OEB'S/
CIRCULARS FOR ANY CHANGES.
Personal Notes of Capt. V. H. Ram 2 EDITED SEPT 2018

Briefings
CONTENTS
TOPIC Page No.
1 AIRBUS PHYLOSOPHY AND GENERAL PROCEDURES 7

A review of Airbus Golden Rules 7
Task Sharing & CRM 8
Thrust Levers & Engine Masters 8
Use of FCU & MCDU 9
Checklists & ECAM procedures 10
Normal Checklist 10
Emergency Evacuation QRHB Checklist 10
ECAM Procedures for Abnormal Operations 11
Use of Summary 13
LAND ASAP 13
Advisory Conditions 14
OEB's 14
System Resets 15
RECONFIGURATION LAWS 15
Normal Law 15
Alternate Law 18
Direct Law 19
Mechanical Backup 19
Abnormal Alternate Law 19
AIRBUS CONCEPTS 20
The VS1g Concept 20
Ground Speed Mini 20
SRS 21
In case V2 is not entered 21
In case Gross Weight is not entered 21
No FD's Take-Off 21
FD'S trip after Take-Off thrust is set 21
Standard Callouts 22
Take-Off briefing 23
Communication 25
HF Communication 26
Radio Communication Failure - ICAO Procedure 27
Jeppesen SID Briefing 29
Jeppesen STAR Briefing 30
Jeppesen ILS Approach Briefing 31
Approach Briefing 32

Briefings
TOPIC Page No.
2 MEMORY ITEMS 34
Loss of Braking 34
Emergency Descent 3
Stall Recovery 35
Stall Warning on Lift- Off 35
Unreliable Airspeed 35
EGPWS Cautions 35
EGPWS Warnings 36
TCAS Warnings 36
Wind Shear 37
Wind Shear Ahead 37
3 STALLS 39
Understanding Aerodynamic Stall
Stalls Progression for Sweptback Wings 39
Immediate Action for Stall Recovery 40
Practicing Stalls Series in the Simulator 40
Recovery from Clean Stall 40
Recovery fro Approach to Landing Stall 41
High Altitude Stalls 41
Recovery from High Altitude Stalls 41
4 REJECT TAKE-OFF 43
Understanding Reject Take-Off 43
Actions During A Reject Take-Off 43
Low Speed Reject 44
High Speed Reject 44
5 ENGINE MALFUNCTIONS AND ABNORMAL ENGINE STARTS 45

ENGINE MALFUNCTIONS 45
Engine Stall 45
Engine Flameout 46
High Engine Vibrations 46
EGT Exceedance 46
Low Oil Pressure / Low Oil Level 46
ABNORMAL ENGINE STARTS 47
CFM Engine Limitations 47
V2500 Engine Limitations 47
Engine Tail Pipe Fire 48
Types of Abnormal Starts 48
Dry Cranking 49

Briefings
TOPIC Page No.
6 ENGINE FAILURE AFTER V1 50
Sequence of Actions in case of Engine Failure After V1 50
Single Engine Failure After V1 - Procedures in Detail 50
Single Engine VOR Approach 52
Single Engine Default Acceleration Altitude 53
Minimum Acceleration Altitude 53
Maximum Acceleration Altitude 53
7 ENGINE FIRE AFTER V1 54

Sequence of Actions in case of Engine Fire After V1 54
Single Engine Fire After V1 - Procedures in Detail 54
Procedure To Be Followed Till Engine Is Secured 55
8 ENGINE FAILURE IN CRUISE 56

Memory Items 56
Standard Strategy 56
Obstacle Strategy 57
Oceanic Airspace RVSM 57
Fixed Speed Strategy 57
9 LANDING IN DIRECT LAW 58
10 DUAL FCU FAILURE 59

Understanding Dual FCU Failure 59
Flying Raw Data ILS Approach 60
11 UNRELIABLE AIRSPEED 62
Unreliable Airspeed Procedures - Sequence of Actions 62
Memory Items 62
Flying Technique 64
Unreliable Airspeed Procedures - Using Appropriate Tables 66
Flying the ILS Approach 67
12 DUAL HYDRAULIC FAILURE 69

Sequence Of Actions for Dual Hydraulic Failure 69
FORDEC 69
Implication of a Dual Hydraulic Failure 70
Green + Blue Dual Hydraulic Failure 71
Approach Procedure Green + Blue Failure 72
Green + Yellow Dual Hydraulic Failure 73
Approach Procedure Green + Yellow Failure 74

Briefings
TOPIC Page No.
12 DUAL HYDRAULIC FAILURE CONTD…..
Recovering a Hydraulic System If Possible 75
Dual Hydraulic Performance Calculations 75
A 320 Hydraulic System Layout 76
13 ABNORMAL FLAPS AND SLATS 78

Important Points for Abnormal Flaps & slats 7
Procedure to be followed In Case Of A Slat / Flap Abnormality 78
In Flight Performance Tables for Abnormal Slats and Flaps 80
14 FUEL LEAK 81
Detecting a Fuel Leak 81
Fuel Leak From Engine/ Pylon 81
Leak From Engine/Pylon Or Leak Source Not Located 82
Fuel Leak Flow Chart 83
15 PRESSURISATION FAILURE 84
Memory Items 84
Explosive Decompression 84
CPC 1+2 Failure Or Pack 1+2 Fault 84
Procedure in Detail 86
Important Points to Remember 87
16 SMOKE DETECTION AND REMOVAL 88

Sequence of Actions to be Followed 89
Air-conditioning Smoke 90
Smoke Suspected From Cabin Equipment 91
Emergency Electrical Config 91
Avionic Smoke 92
Approach Procedure 93
17 CIRCUIT AND LANDING 94

Normal Two Engine Circuit 94
Single Engine Circuit 95
18 EVACUATION 96
Planned & Unplanned Evacuation 96
Cockpit Anouncements 96
Duties of Cockpit Crew During Evacuation 98

Briefings
AIRBUS PHILOSOPHY AND GENERAL PROCEDURES
Outlined below is a brief description of some important procedures to be followed. For a detailed description
of the same it's imperative to study them from the FCOM and FCTM and Company procedures as outlined in the
Operations Manual.
1.1 AIRBUS GOLDEN RULES A quick review!

(Source of information: Airbus Flight Operations & Training Support.)
Airbus GOLDEN RULES FOR PILOTS are operational guidelines and are based on the basic flying principles
adapted to their fly by wire technology. They outline general flying principles while adapting to the modern
day automation. These rules outline the priority of actions taken by crew flying the Airbus fleet of aircraft in
all phases of flight.
Golden Rule 1: Fly, Navigate and Communicate:

In this order and with appropriate task sharing.
Flying the aircraft is the primary most important task of the PF. Nothing should distract the PF from this
task. Both the PF & PM have their tasks clearly outlined and they should perform them as laid down.
The PM must "ACTIVELY MONITOR' all flight parameters and point out deviations.
Both pilots must maintain their situational awareness and must clear any ambiguity immediately.
Golden Rule 2: Use appropriate levels of automation at all times

It is important to use the appropriate level of automation which depends on the situation at hand and the
task being performed. The pilots judgement is important to decide the required level of automation
which includes selecting manual flight.
The implications of the level of automation should be clearly understood before selecting it.
Once the intended level of automation is selected, the pilot must confirm that the expected reaction of
his/her actions have been achieved.

Briefings
Golden Rule 3: Understand the FMA at all times.
Once the PF/PM has made any changes on the FCU, it is immediately reflected on the FMA. It is the duty of
both pilots to Monitor the FMA & Announce the boxed item on the FMA, and Confirm that the change is
as desired. This means that whatever changes are made by the PF, he/she should confirm that the same is
reflected on the FMA, and announce it so that both crew are aware of the change made and understand the
implications of the changes.
Golden Rule 4: Take action if things do not go as expected.

Every action requires an appropriate response by the aircraft. If the PF finds that he has not achieved
this then he/she must react if required by changing the level of automation. If necessary he/she should revert
to manual flight. If the PM finds any discrepancy, he should bring it to the knowledge of the PF, Challenge
the PF, & if required challenge his /her action and if flight safety is compromised, be prepared to take over
controls in dire emergency situations, keeping in view the safety of the aircraft and its passengers.
TASK SHARING
There are various tasks pilots have to perform in modern day flight decks. In order to ease the workload
between both the crew, these tasks have been well defined and assigned to the Pilot Flying (PF) and the
Pilot Monitoring (PM). Flight crew workload varies from low to high depending on the phase of flight, weather,
aircraft system, malfunctions etc., and in order to ensure that these tasks are completed effectively and
efficiently in every phase and situation, SOP's and task sharing have been devised to ensure distribution of
workload between both the crew members. These tasks have been well defined and assigned to ensure the
highest level of safety in different phases of the flight and during abnormal situations. It is therefore of
paramount importance that both the PF & PM understand and follow strictly the SOP's laid down for both
crew members. In normal situations, CM 2 may be the PF and CM 1 the PM, but in abnormal situations,
CM 1 will take over PF duties and CM 2 will revert back to PM duties.
NOTE: Only in Simulator recurrent training, PF & PM roles will remain unchanged for training requirements,
to attain proficiency in handling various emergencies. However to practice evacuation exercise, once
parking brake is set, actions will be seat oriented, that is CM 1 actions are to be performed from the left
seat and CM 2 actions to be performed from the right seat.
THRUST LEVERS & ENGINE MASTER SWITCHES.

The First Golden Rule talks about "AVIATE, NAVIGATE &
COMMUNICATE. All these tasks are the responsibility of the PF.
PF responsibilities include:
THRUST LEVERS, FLT PATH & AIRSPEED CONTROL, AIRCRAFT
CONFIGURATION, NAVIGATION & COMMUNICATION.

Briefings
Pilot Monitoring as the name suggests, is responsible for
Monitoring and reading aloud the ECAM & CHECKLISTS;
Perform required actions & those requested by the PF;
He/She is responsible for using ENG MSTR SWT'S, CB's, IR & other
GUARDED switches after confirmation by the PF, except on ground.
CRM between the PF & PM is very important. Any changes with reference to any system selections, FMGS
modifications or alterations, speed selections, tuning of nav aids, flight path modifications and level changes,
the other crew member must be informed and he/she must acknowledge the same. Standard phraseology
must be used during all cross cockpit communications and for standard callouts. Below 10000ft, sterile
cockpit is mandatory to concentrate on the task at hand.
Usage of FCU & MCDU

FCU : When the Auto Pilot is ON, all changes must be performed by the PF. When the Auto Pilot is OFF
inputs are performed by the PM at the request of the PF. They must be announced in both cases and
the PF must check & announce the PFD FMA targets and mode. The PM must also cross check and
announce "CHECKED". Normally boxed items are called out. The Green & White boxed items are read
without the colour being mentioned while all blue (armed modes) colour is mentioned. In the example given
below the FMA will be read as: THRUST IDLE, DESCENT, ALT BLUE………
Use of SPD, HDG, ALT & V/S Knobs:

WITH AUTO PILOT "ON" FCU changes is with PF
WITH AUTO PILOT "OFF" FCU changes with

PM as requested by the PF
Use of AUTO PILOT & ATHR Pb's:

FCU is a SHORT TERM INTERFACE PF: Allowed to engage.
PM: Can engage upon PF request.
Disengagement only by PF through Instinctive Pb's.
THIS PORTION OF THE EFIS PANEL CAN BE USED BY THE

PF & PM ON THEIR RESPECTIVE SIDES IRRESPECTIVE OF
THE AUTO PILOT SELECTION.

Briefings
MCDU MCDU is a LONG TERM INTERFACE
Refer FCTM AOP-20 P3
The FCTM has clearly defined the rules for task sharing in relation to the use
of the MCDU. These rules keep in mind safe operation and effective CRM
between the PF & PM.
Below 10000FT entries should be restricted to those that have an
operational effect: PERF APPR,NAVAIDS, Lateral change of RWY, Activating
SEC F-PLAN, ENABLE ALTN.
All MCDU inputs must be performed by the PM upon PF request. They
can be performed by the PF during a temporary change of command.
All MCDU changes must be cross checked.
CHECKLISTS / ECAM PROCEDURES

1. All Normal Checklists are Challenge and Response . The PF will initiate the C/L & the PM will challenge
the PF who will respond to the challenge only after verifying that the existing configuration, in response to
the challenge. In case the response is not as desired, the PM must advise the PF and necessary changes
should be made. Where "BOTH" is mentioned, (for V Spds, Baro settings etc.) it is necessary for both PF & PM
to individually confirm and respond to ensure correct settings.
PM (Challenges) PF (Confirms & Responds)

COCKPIT PREPARATION COMPLETED
GEAR PINS & COVERS REMOVED
SIGNS ON/AUTO
ADIRS NAV
FUEL QUANTITY _____KGS
BARO REF(BOTH) 1013(Both)
(Will x-chk and respond 1013)
2. EMER EVAC QRHB C/L is also done by challenge and response in the same manner.
3. ECAM Procedures are to be called for by PF and carried out by the PM under supervision of PF.
IN AIR, before using any guarded switch or fire Pb's, confirmation by the PF is mandatory. ON GND,
confirmation of the PF is not required for guarded Pb's/ fire Pb's if called for by the checklist.

Briefings
ECAM PROCEDURES FOR ABNORMAL OPERATIONS.
The pilot who first notices the Master Caution / Master Warning will call out "Master Warning /Master Caution "
and reset the MW/MC Pb.
1. PM will announce the failure: "HYDRAULIC, GREEN RESERVOIR OVERHEAT"
The failure will be confirmed on the system page

which will be automatically displayed.
2. PF will ask to check if any OEB exist for the said failure & then call for "ECAM ACTIONS "
3. The PM will now read the ECAM are perform the actions as given.
The PM will now read the next line "PTU OFF "; will locate the PTU Pb
on the OVHD HYD SYS PANEL and announce "HYD PTU OFF " &
switch off the PTU; then read the next line on the ECAM, "Green
Engine 1 Pump Off "; Once again locate the Green Engine 1 Pump Pb
on the OVHD HYD SYS PANEL and announce "HYD GREEN ENG
1 PUMP OFF " & switch it off.
4. Once the ECAM actions are completed,
the PM will read out the systems lost as displayed on the ECAM:
"Hydraulic Green Reservoir Overheat; Green

Engine 1 Pump Low Pressure; Green system
Low Pressure" and request to clear the ECAM
"Confirm clear Hydraulics"
5. PF will announce "CONFIRM …CLEAR HYDRAULICS " & the PM will then clear the ECAM.

Briefings
6. The Secondary failures will now be reviewed by the PM;
PM will review Wheel page " Affected System Wheel,

Spoilers 1 & 5 not available, Normal Braking and Auto
Braking not available. Confirm clear wheel"
The PF will check and announce "Clear Wheel "

Once cleared the next affected system will be displayed.
The PM will now review failures on the FLT Control Page;

"Affected system FLIGHT CONTROLS; Green System
not available, Spoilers 1 & 5 not available, Pitch trim with
Yellow System, Left Elevators with Blue System, Rudder
with Blue & Yellow. Confirm clear Flight Controls"
The PF on check and announce "Clear Flight Controls"
The Status page is now displayed.
7. Before reviewing the STATUS Page, one must complete any System reset procedures if any for the said
failure, and if failure is soon after take-off, complete the " After Take-off/Climb Checklist'.
The Status page is reviewed in 2 parts:

1. Approach Procedure
2. INOP Systems.
When reviewing APPR PROC, all items in Blue font
are actions to be performed.
LDG DIST PROC refers to any special procedures including
Landing distance calculations, Summary if any, which
need to be reviewed (eg. HYD DUAL SYS failure).
PM will then read out the INOP SYS.
On completion PM will ask PF " Confirm Remove STATUS"
PF on completion of the review will tell PM
"Remove Status"

Briefings
USE OF SUMMARY. Refer FCTM AOP-30-60 P1/4
The FCTM clearly defines the use of the Summary to ease the understanding of some procedures. Summary
pages are available for the following procedures:
1. Emergency Electrical Config; QRHB Pg. 18.01A
2. Dual Hydraulic Failures; QRHB Pgs. B+Y, G+B, G+Y: 23.01A, 23.02A & 23.03A.
Sequence of actions to follow the Summary.

Once all ECAM actions are completed, and 'After T/O C/L is completed, only then should the crew proceed with
the STATUS Pg. In case of Dual HYD or EMER ELEC CONFIG procedures which have summaries, the following
procedure is to be followed.
1. If flight is in cruise phase, then the 'CRUISE' section of the summary should be reviewed first.
2. Fuel requirements, and RCAM landing distance requirements with the said failure should be calculated after
confirming weather and runway availability for enroute alternates. Once FORDEC is completed and a decision
has been arrived at wrt course of action, it should now be executed accordingly. Cabin crew should be
informed and necessary announcement to passengers should be made.
3. Next the Status page should be reviewed and all action taken in the sequence given .
4. LDG DIST PROC APPLY: At this stage the Approach, Landing & Go Around part of the summary should
be reviewed and then review the FMGC pages.
5. Now complete the remaining portion of the Status Page.
6. Next Read & Understand INOP SYSTEMS.
The STATUS PAGE can now be cleared. PM will ask PF " Remove status" to which the PF will respond
"Confirm"
7. It would be a good practice to once again review the Landing & Go Around part of the summary once the
aircraft is configured in approach as a reminder for braking, antiskid, reversers and go around procedures.
5. Land ASAP
In case of certain failures, LAND ASAP is displayed either in Amber or Red, depending on the nature of
emergency and urgency to land (Time-Critical).
LAND ASAP:
Land at the nearest suitable airport.
LAND ASAP:
Time critical emergency, so land at nearest suitable airport where a safe landing can be made.

Briefings
A list of MAY DAY and PAN PAN has been outlined in the Operations Manual. REF AI OPS Manual Part A,
Chapter 5, Pg. 5.
MAY DAY MAY DAY (Squawk 7700) PAN PAN

EMER ELEC CONFIG LDG WITH SLATS/FLAPS JAMMED
UNCONTROLLED / UNDETECTED SMOKE /FIRE LDG WITH RUDDER/STABILIZER JAMMED
DUAL HYDRAULIC FAILURE LDG WITH ABNORMAL LDG GEAR
UNRELIABLE AIRSPEED ENG. TAIL PIPE FIRE
UNCONTROLLED FUEL LEAK TAIL STRIKE
ENG. FAILURE / FIRE UNCONTROLLED HIGH ENG. VIBRATION
EMERGENCY DESCENT IN-FLT MEDICAL EMERGENCY
DITCHING
FORCED LANDING
EMERGENCY EVACUATION
BOMB ON BOARD
VOLCANIC ASH ENCOUNTER
HIJACK
FUEL EMERGENCY
7. Advisory Conditions
Advisory conditions enable the crew to monitor certain drifting parameters. A list of advisory conditions and
the recommended action to be taken is given in the QRHB 01.01A/B. In the event of an advisory condition the
said parameter which is drifting will be pulsing green and the said system page will be displayed automatically.
The crew member who first notices the advisory will announce " Advisory on (SYS NAME)". PF will request PM
to monitor advisory and time permitting PM should refer to the QRHB as some require crew actions.
8. OEB'S (Operation Engineering Bulletins).

OEB's are issued by Airbus to operators to highlight temporary operational changes having significant
operational impact. They are issued parallel to the FCOM & QRH to highlight deviations from initial design
objectives having an operational impact. Procedures outlined in the OEB's must be strictly followed. They are
issued and specify which MSN numbers are affected by the said OEB. During Cockpit preparation it is
therefore important that OEB's affecting that aircraft are reviewed from the QRH, paying particular attention
to RED OEB's since they override an ECAM procedure. Therefore if an ECAM triggers and an OEB for the same
exists, the OEB procedure must be followed as it overrides the ECAM procedure. A detailed explanation of
various effective OEB's is given in the FCOM. There are 2 types of OEB's; RED OEB's & WHITE OEB's.
RED OEB: Compliance of the same is mandatory to avoid serious flight safety implications on aircraft
operation.
WHITE OEB: Compliance of these is necessary to avoid significant impact on aircraft operation.
It is important to understand the various OEB's and their implication for aircraft operation. A detailed
explanation of each OEB is given in the FCOM under OEB-GEN P1/6.

Briefings
9. System Resets
Sometimes computers need to be reset in order to restore normal operation. Airbus has outlined certain
failures which could be recovered by resetting certain circuit breakers, NWS switch etc. Some resets are
allowed both on ground and in flight. Some are permitted ON GND ONLY. Procedures for each reset are
given in QRH 02.01A to 02.02J. Only one reset can be attempted at a time.
10. Reconfiguration Laws.

The handling characteristics of the aircraft are determined by the response between the stick input given
by the pilot and the response by the aircraft. These are called the control laws which basically determines the
handling characteristic of the aircraft. There are 3 laws which depend integrity and redundancy status
of the computers, peripherals and hydraulic systems available. These laws are Normal Law, Alternate Law
& Direct Law.
NORMAL LAW: Normal operating system of the aircraft is governed by this law and single computer
failures does not affect the Normal law. This is indicated by = (green dashes)
ALTERNATE LAW: In case of some multiple computer failures, the integrity and redundancy of the computers
and peripherals are affected, and the aircraft systems being unable to provide all the protections of normal
law, revert to alternate law. Indicated by xx (Amber crosses).
DIRECT LAW: In case of multiple failures, the system reverts to the lowest level which is direct law. This
law provides the basic handling characteristics in case of failures and has no protections, no auto pitch trim.
MECHANICAL BACK UP: In case of a complete loss of electrical flight control signals, the aircraft can be
temporarily controlled by mechanical mode.
NORMAL LAW.
Ground Mode is active when the aircraft is on ground. There is a direct proportional relationship between
the sidestick deflection and deflection of the flight controls. This remains active until shortly after lift-off. It once
again gets active after touchdown, and ground mode resets the stabilizer trim to zero.
The Flight Mode becomes active shortly after take-off and remains active until shortly before touchdown.
Sidestick deflection and load factor imposed on the aircraft are directly proportional, regardless of airspeed.
The Pitch control with the sidestick in neutral position and with wings level, the system ensures a load factor of 1G.
There is no requirement to change pitch trim for changes in airspeed, configuration, or bank up to 33 degrees.
of 1G. At full AFT or FWD sidestick deflection system maintains maximum load factor for flap position.
Sidestick roll input commands a roll rate request which is independent of speed. For a given sidestick deflection,
the roll rate response remains the same. Turn Coordination and yaw damping functions are computed by the
ELAC's and sent to the FAC's. There is no rudder pedal feedback for yaw damping and turn coordination functions.
FLARE MODE transition takes place at 50' RA during landing. The system memorises the pitch attitude at
50 feet and begins to progressively reduce pitch, and requires a permanent AFT pressure on the side stick from
the pilot to achieve a progressive flare. In case of a Go-Around transition back to Flight mode occurs at 50
feet again.

Briefings
The protections available under Normal Law include:
1. Load Factor Limitation.
In Normal Law the side stick provides a load factor proportional
to stick deflection which is independent of aircraft speed unlike
conventional controls. When the side stick is neutral in manual
flight, the system will maintain a 1G load factor and the aircraft
will remain in level flight with no requirement for the pilot to
change the elevator trim, even during a speed or configuration
change. For manual turns up to 33° bank, no side stick back
pressure is required as the system automatically trims the
aircraft to maintain level flight. The system freezes the auto-trim
when the angle of attack becomes excessive, the load factor
exceeds 1.3G or when the bank angle exceeds 33°. If these situations occur as the result of a deliberate
manoeuvre, the pilot must apply back pressure on the side stick to maintain the selected attitude. In all cases,
Load Factor Protection automatically limits the control inputs so that the aircraft remains within G load envelope
limitations and Pitch Attitude Protection limits the aircraft attitude to a maximum of 30° nose up or 15° nose
down.
2. High Angle of Attack Protection
High Angle of Attack Protection which protects against stalling and the effects of windshear has priority over
all other protection functions. The protection engages when the angle of attack is between Vα-Prot and
Vα-Max and limits the angle of attack commanded by the pilot's sidestick to α-Max even with full sidestick
deflection. If the auto pilot is engaged, it is automatically disengaged with activation of High Angle of Attack
protection. α-Floor may be activated by the auto thrust system if engagement parameters are met.

Briefings
3. High Speed Protection:
High Speed Protection will engage to automatically recover from high speed upset. There are two speed
limitations for high altitude aircraft, VMO and
MMO. The two speeds are the same at
approximately 31,000 feet, below which overspeed
is determined by VMO and above 31,000 feet by
MMO. Activation of High Speed Protection results
in reducing the positive spiral static stability of the
aircraft from its normal 33° to 0°, which means
that if the pilot releases the sidestick, the aircraft
will roll to a wings level attitude. It also reduces
the sidestick nose down authority and applies a
permanent nose up order to help reduce speed
and recovery to normal flight. Activation of High
Speed Protection results in automatic auto pilot
disengagement. Once the speed has decreased below VMO/MMO, Normal Law is restored and the auto pilot
can be re-engaged.
Bank Angle Protection

Bank Angle Protection limits the maximum bank angle of the aircraft. Within the normal flight envelope, if the
sidestick is released when bank angle is above 33°,
the bank angle is automatically reduced to 33°.
With full sidestick deflection, the maximum
achievable bank angle is 67°. If either Angle of
Attack or High Speed Protection are active, full
sidestick deflection will result in a maximum bank
angle of 45°. With High Speed Protection active,
release of the sidestick will cause the aircraft to
return to a wings level (0° bank) attitude.
Low Energy Protection (If Installed)

Low Energy Protection is also available while in Normal Law when the aircraft is between 100ft and 2000ft
with flaps set at config 2 or greater. The FACs compute the low energy warning using parameters of
configuration, airspeed deceleration rate and flight path angle. The aural warning "Speed Speed Speed"
indicates to the pilot that aircraft energy has become too low and that power must be added to recover a
positive flight path angle. α-Floor protection is available and will engage if pilot actions are inappropriate or
insufficient. It is inhibited when either TOGA is selected, Alpha floor or GPWS warning is triggered, in
alternate law or when both radio altimeters fail.

Briefings
ALTERNATE LAW
In Alternate Law, Ground Mode is similar to Normal Law. In Pitch Alternate Law the flight mode is a load
factor demand law similar to the Normal Law flight mode, with reduced protections. Pitch Alternate Law
degrades to Pitch Direct Law when the landing gear is extended to provide feel for flare and landing, since
there is no flare mode when pitch normal law is lost. Auto Pitch trim and Yaw Damping with limited authority
is available. However Turn Coordination is lost. When Pitch degrades from Normal Law, Roll degrades to
Direct Law and roll rate depends on airspeed.
ALTERNATE LAW
ALTERNATE LAW ALTERNATE LAW

WITH PROTECTIONS PROTECTIONS LOST
LOW SPEED STABILITY LOAD FACTOR LIMITATION

HIGH SPEED STABILITY YAW DAMPING ONLY
LOW SPEED STABILITY

An artificial low speed stability function replaces the Normal High Angle-of-Attack Protection. It is available
for all slat/flap configurations, and the low speed stability is active from about 5 Kts up to about 10 Kts above
Stall Warning Speed depending on the aircraft gross weight and flap/slat configuration.
System introduces a progressive nose down command which attempts to prevent the speed from decaying
further. This command can however be overridden by sidestick input. The system also injects bank angle
compensation, so that operation maintains a constant angle of attack. The aircraft can be stalled in Alternate
Law so an audio stall warning consisting of "crickets" and a "STALL" aural message is activated.
The Alpha Floor function is inoperative. The PFD Airspeed
scale is modified. VLS remains displayed while V Alpha
Prot and V Alpha Max are removed. They are replaced by
a red and black barber pole, the top indicating the stall
warning speed VSW.
Green Dashes = in Normal Law are

replaced by amber xx in Alternate Law.
In addition after selecting Landing Gear
down and Direct Law is activated,
USE MAN PITCH TRIM message
is displayed prompting the use of
manually trimming as auto trim is lost.
BANK ANGLE PROTECTION:

Bank angle protection is lost. The Auto Pilot will disconnect if bank angle exceeds 45°

Briefings
HIGH SPEED STABILITY
If the airspeed is above VMO or MMO, a nose up pitch demand is introduced to avoid excessive increase in
speed. This can be overridden by the pilot. Overspeed warning remains available.
DIRECT LAW
In Direct Law, pilot control inputs are transmitted providing a direct relationship between sidestick and control
surface. Control sensitivity depends on airspeed, and auto trimming function is not available. An amber
USE MAN PITCH TRIM message appears on the PFD. No protections are available in Direct Law, which
automatically engages when the landing gear is selected down. Overspeed and stall aural warnings are
available. Yaw is controlled with the rudder and Yaw Damping and Turn Coordination function is lost.
MECHANICAL BACKUP
Mechanical backup is required to achieve all safety objectives and to manage a temporary loss of five fly by
wire computers, the loss of both elevators, or the total loss of ailerons and spoilers.
Pitch control is achieved through the horizontal stabilizer by using the manual trim
wheel, and lateral control through the rudder pedals. Both these controls require
hydraulic power.
A red MAN PITCH TRIM ONLY warning appears on the PFD
ABNORMAL ALTERNATE LAW (Unusual Attitude)

If for any reason the aircraft goes far out of its normal flight envelope, that is enters an unusual attitude, the
flight control laws get modified to provide the PF with maximum efficiency to recover normal attitude. This
law becomes active in the following cases:
1. When bank angle is above 125°;
2. Pitch Attitude above 50° Nose Up or below 30° Nose Down;
3. Speed below 60 to 90 Kts depending on aircraft pitch attitude, or above 440Kt;
4. Mach above 0.91;
5. Angle of attack above 30° to 40°, or below -10°.
When abnormal attitude law becomes active:
Pitch law becomes Alternate without protections and auto trim and other than Load Factor protections.
Roll law becomes Direct law with Yaw Alternate is active.
After recovery from the unusual attitude, and the aircraft returns into the normal flight envelope, abnormal
attitude law disengages and the following laws remain active for the remainder of the flight:
Pitch: Alternate law without protections and with auto trim.
Roll: Direct law
Yaw: Alternate law
There is no reversion to Direct law when the landing gear is extended.

Briefings
Airbus Concepts
1. The VS1g Concept.
As Air flow over the wing increases with the angle of attack, the air pressure decreases and the coefficient
of lift increases. Above a certain angle of attack, the airflow starts to separate from the airfoil. The lift
coefficient increases up to a maximum lift coefficient (CLmax), and suddenly decreases when the AOA is
increased above a certain value.
This phenomenon is called a stall and two speeds can be identified :
- VS1g,which corresponds to the maximum lift coefficient(i.e. just before the lift starts decreasing). At
that moment, the load factor is still equal to one (JAR 25 reference stall speed)
- VS, which corresponds to the conventional stall (i.e. when the lift suddenly decreases. At that moment,
the load factor is always less than one (FAR 25 reference stall speed).
“JAR 25.103 Stall speed

(a) The reference stall speed VSR is a calibrated airspeed defined by the applicant.
VSR may not be less than a 1-g stall speed. VSR is expressed as:
Where:
VCLMAX = [speed of maximum lift coefficient, i.e. VS1g]
nzw = Load factor normal to the flight path at VCLMAX”
Change 15 of JAR 25 (October 2000) introduced this notion of reference stall speed VSR, which is the
same as Vs1g. In the previous version of JAR 25, a direct relationship between VS and VS1g was provided,
in order to ensure the continuity between aircraft models certified as Vs, and aircraft models certified as
VS1g. For JAR, this rapport between Vs and Vs1g is: VS = 0.94 x VS1g
All speeds for the Airbus A320 family are with reference to VS1g.
2. Ground Speed Mini

Ground Speed Mini ensures that irrespective of wind variations and gusts during an approach to landing,
the energy level of the aircraft is kept above a minimum value.
GS mini = VAPP - Tower Head Wind Component
To understand this, lets assume that the calculated Vls is 129kts and the reported tower winds is 30kts.
Vapp = 129 +1/3 HW (1/3rd of 30) = 129 + 10 = 139kts
GS mini = Vapp (139) - HW (25) = 114kts
Now irrespective of the HW Component & Gust, the aircraft ground speed will not drop below 114kts and the
IAS target will increase to ensure that this threshold is always maintained. This will be reflected on the ND.

Briefings
3. SRS (SPEED REFERENCE SYSTEM)
The SRS mode controls pitch to steer the aircraft along a path in the vertical plan at a speed defined by the
SRS guidance law. In SRS mode, the aircraft maintains a speed target equal to V2+10 kts in normal engine
configuration.
‐ When the FMGS detects an engine failure, the speed target becomes the highest of V2 or
current
‐ speed, limited by V2+15 kt. The SRS guidance law also includes:
‐Attitude protection to reduce aircraft nose-up effect during take-off (18° or 22.5° max in case of wind shear)
Flight path angle protection that ensures a minimum vertical speed of 120 ft/min
A speed protection limiting the target speed to V2+15 kt.
ENGAGEMENT CONDITIONS
The
‐ SRS mode engages automatically when the thrust levers are set to the TOGA or FLX/MCT detent (when
a
‐ Flex take-off temperature has been selected), provided:
‐ V2 has been inserted in the MCDU PERF TAKEOFF page
The slats are extended
The aircraft has been on ground for at least 30 seconds.
4. In case V2 is not entered.

If V2 is not entered, the SRS Mode will not engage and the ATHR will not arm. Vertical guidance will not be
available and 5 seconds after lift-off V/S mode will engage at the current speed.
At Thrust Reduction Altitude:
1. SELECT SPD
2. ARM ATHR
3. FD'S SELECT ON
4. MANAGE SPD.
5. In case Gross Weight is not entered.

If Gross Weight is not entered, NO MANAGED SPEEDS WILL BE AVAILABLE other than present speeds,
after coming out of take-off phase. Select SPD, Arm ATHR, FD's ON, Manage SPD.
6. No FD's at Take-Off TOGA

FD's OFF before Take-Off Thrust is set.
No FMA indications will be available
Speed will be defaulted to 100Kts. Select TOGA as FLX Thrust will not be available. SRS will not be
available. Rotate smoothly to 15°
ATHR will not get armed. Once ATHR is selected SPD will drop to 100kts so first select SPD before
arming and selecting ATHR.
At Thrust Reduction Altitude: 1.Select SPD; 2.Arm ATHR; 3.FD's ON; 4.Manage SPD.
7. FD's trip After Take -Off Thrust is set FLX 46 ATHR

Speed will be defaulted to Current SPD or V2 whichever is higher. FLX Thrust is still available.
ATHR will remain Armed. SRS guidance not available. Rotate to 15°
At Thrust Reduction Altitude CLB will flash. Speed should be selected before selecting CLB Thrust since
SPD is defaulted to V2 or SPD at when FD's disengaged.
At Thrust Reduction Altitude: Select SPD, Select CLB Thrust, FD's ON, Manage SPD.

Briefings
STANDARD CALLOUTS
REFER TO STANDARD CALLOUTS IN FCOM PRO-NOR-SOP-90 P1/14
Some deviations superseding the FCOM are given in OPS Manual & highlighted below.
Please refer to AI OPS MAN Chapter 20 pg1 which draws reference to DGCA CAR Section 8 series 'S',
Part II, dt 05.07.2017 & OC 1 of 2013. Under section 20.0 A of Ops Manual, Altitude Callouts; Quote " All
Air India Aircraft shall fly using QNH as the sole barometric altitude reference for Take Off, Approach and
Landing Phases of flight. During climb at transition altitude change over to QNE and during descent at
transition level changeover to QNH". Unquote
STANDARD CALLOUTS FOR TAKEOFF
*STABILIZED as per AI OPS CIR702
*STABILIZED as per AI OPS CIR702:

Quote: "During Take-off power setting PNF should monitor engine parameters and give a call out stabilized
at 1.05 EPR or 50% N1 and then PF sets the thrust lever to take-off power setting" Unquote
STANDARD CALLOUTS FOR APPROACH
*On Pressure ALT
* 1000Ft Callout: Refer to OPS MAN Chapter 29 section 29.1.2 IMC/VMC Standard Callouts:
Quote" Air India Flight crew shall follow that: 1000ft and 500ft Standard Call are based on Pressure Altitude
above field elevation". Unquote

Briefings
NORMAL PROCEDURES
This part is mainly for Ab Initio pilots. Please note that all SOP's MUST repeat MUST be referred to from
FCOM/FCTM and OPS manual ONLY. Given below is only a guide to some items which will come in handy
during FFS, SNY & SLF training. It is important to get into the habit of referring to FCOM / FCTM / MEL, and
updates regularly in case of any doubts or confusion in order to eliminate them.
COCKPIT PREPARATION:
Sequence of procedures should be followed strictly to avoid missing important steps. Follow SPIT;
S - Scan OVHD panel & area of responsibility; P - Program FMGS; I - Instrument check; T - Take-Off
briefing complete. Refer to FCOM, FCTM & OPS Manual for detailed explanation of the same.
TAKE-OFF BRIEFING
Once the cockpit is set and before the trim sheet is presented, a comprehensive take-off briefing must
be carried out by the PF (Pilot Flying).
The Take Off briefing is the most important communication between the two crew members at the
beginning of the flight and sets the tone for the days work. It needs to elaborate and cover all aspects of the
flight so that both crew members are in sync, leaving no room for ambiguity. It must cover flight specific
issues, relevant NOTAMS, Weather, MEL, OEB's and task sharing including automation usage.
Refer to FCTM and AI A320 Operations Circular 727
1. First the technical status of the aircraft must be reviewed. Ensure that all A/C inspections required are valid.
Check to see if anything has been placed under deferred maintenance and relevant MEL requirements.
2. Complete MCDU Briefing.
Always follow a sequence. Eg. DIFRIPPS(Data/INIT A/FLT Plan/RAD NAV/INIT B/PERF/PROG/SEC)
D > Data >Refer to A/C STS Page:
> A/C VT- ___, A3____,V2500/CFM/LEAP______, Tail Strike Clearance____.
A/C Type A319 A320 A321
L/G Comp 13.9° 11.7° 9.7°
L/G Extd 15.5° 13.5° 11.2°
> Data Base Valid Up to_________(X-Chk with current date on clock)
> Idle & Perf Factor _________ check with the flight plan.
I > INIT A pg. Review entered data. DEP, DEST, ATLN, FLT NO, COST INDEX, FLT LVL.
F > Flight Plan Page: Review SID and check all waypoints & constraints. Confirm distance is same as per or
close to that as per flight plan. PF refers to SID chart & PM checks on PLAN mode.
R > RAD NAV Pg.: Ensure Nav Aids for the departure runway are fed and ILS frequency is available is auto tuned.
I > INIT B Pg.: Data as per trim sheet to be entered when available.
P > PERF Pg.: Thrust reduction & acceleration altitudes are modified as per company procedure. V speeds
derived for gross weight once trim sheet data is available.
P > PRG Pg.: Check Nav accuracy, Optimum Altitude(Once INIT B Pg. is filled).
S > Secondary Flight Plan: Either a copy active of the primary or modified for any intersection T/O. In that case,
enter shift and speeds on secondary Perf accordingly.
3. Refer to QRH: Review OEB's for the aircraft. (Check A/C Reg & MSN No)

Briefings
TAKE-OFF BRIEFING Contd…
4. Review relevant MEL requirements for deferred snags & Check for any OPS PROC required as per MEL.
5. Confirm latest WX:
DEP Field WX- Confirm within departure minima or LVTO required.
T/O ALT Wx in case of LVTO Ops
DEST & ALTN Wx review
6. NOTAM for DEP. Airfield / Enroute / Destination airfield review;
7. Rwy is Dry/Wet. In case wet, Wet Corrections to be applied to T/O Spds.
8. Use of Anti Ice will be/not be required.
9. Use of Radar & Air-conditioning
10. ENG Start Proc - (Auto/Pneumatic - X-Bleed, Manual)
11. RWY in Use & Expected Push Back Clearance & Taxi Clearance
12. Next carry out the briefing as per AI A320 Ops Circular 727
This will be a Left/Right Hand seat T/O. Any Failure occurs before V1, I/You (CM1) will call STOP or GO.
( A lack of response to a malfunction could be considered a subtle incapacitation)
If the call is STOP, I/ you (CM1) will apply max reverser and bring the aircraft to a halt on the runway bearing
in mind the wind direction if there is a fire and when possible I/You (CM2) will monitor the deceleration
(auto brakes, reversers and ensure ground spoiler deployment) and inform ATC. When the aircraft comes
to a halt and parking brake set, I/You (CM2) will carry out the necessary ECAM action, in case not displayed
on ECAM, use On Ground Emergency / Evacuation or QRH paper checklist on my/your (CM 1).
In case any failure occurs after V1:
I/You will continue take-off. No action will be taken below 400 ft. except gear up and application of TOGA
will be considered. At 400ft I/You (CM 2), will carry out ECAM actions on my/your (CM1) command
up to 2nd agent discharge in case of an ENG Fire.
If Eng is secured level off at 1500ft to accelerate and clean up.
If Eng is not secured we will level off at EO Max ACCL ALT of 1500ft (As per AI Company Policy) and will
accelerate and clean up only when Engine is secured.
13. Review Evacuation procedure from QRHB by reading out individual actions.
14. Review EOSID if applicable.
End of Briefing.
TRIM/LOADSHEET DATA & V Spds & Flex Temp.

Once the trim sheet is presented, the ZFW/ZFWCG and FOB should be entered in the INIT B page. The
Take-Off weight should be cross checked with the trim sheet figures and STAB setting as per T/O CG should
be entered on PERF T/O page. The PM will then calculate the V speeds for the given weight and after
cross check by the PF will insert them in the T/O PERF page. Shift in case of intersection T/O must also
entered to avoid any bias at the time of T/O update, and for navigation accuracy.
The Secondary Perf page should also be completed as per requirement or should be a copy of the active.
Determining V SPDS.
1. Interpolate speeds. Lower V1 & Higher FLX to be considered when selecting flap.
2. Correction for QNH. Only on Flex.
3. Wet Runway: Apply wet correction on Speeds & QNH. Check for Min Spds & Vmu
4. Code Change: Interpolation is permitted between different codes.

Briefings
COMMUNICATION
Communication is a important part of aviation. Be it cross cockpit communication, between cockpit and cabin or
with ATC, clarity and correct phraseology is of utmost importance. Read back of ATC instructions is mandatory
to ensure clarity and understanding of them. Be patient and respect the transmission of other aircraft and wait for
them to read back instructions received from ATC. Do not use "BREAK BREAK" to interrupt between read back
unless in an emergency. Being patient will go a long way in maintaining a relaxed composure during crucial
ground operations especially at busy airports and in peak operational hours. Respect ATC workload at all times.
Avoid any unnecessary arguments. Once again USE CORRECT PHRASEOLOGY & BE COURTEOUS.
CALLING DELIVERY:
1. Monitor ATIS and write down WX.
2. BOM DELIVERY, AI_____.
Once ATC responds, pass on your msg:
Call sign, parked at Bay V32L, Reg VTSCL, Information J monitored, QNH1013, requesting clearance for
HYD(Dest), Flt Level requested 330.
Write down clearance received and read back as given.
WHEN READY FOR PUSHBACK

BOM DELIVERY, AI______, (TNB) souls on board through security*_______, requesting changeover.
BOM GND AI_______, Bay 32L, request Push & Start,
Read back push back clearance as given and communicate the same with PF
* Through Security is a mandatory as per Indian ATC requirements.
WHEN READY FOR TAXI

BOM GND AI______ request taxi clearance
Read back push back clearance as given and communicate the same with PF
WHEN TAKE OFF / LANDING CLEARANCE RECEIVED

ATC: AI____ cleared for take-off RWY 27, winds 270/15kts or
ATC: AI____ cleared to land RWY 27, winds 270/15kts
Read Back: Cleared for Take-off RWY 27, AI_____ Or Cleared to Land RWY 27 AI____.
Do not read back winds.
Level clearances must be read back by prefixing the term FL. For example if ATC clears you to climb FL220,
the correct read back is Cleared climb FL220, AI___ & not Cleared climb 220.
The following ATC instructions require a full read back. 'ROGER' is not an appropriate read back.
1. ATC departure instructions, delivery clearance & STAR clearances.
2. Push back & taxi instructions or any other instructions received on GND
3. Airway or route clearances, Level Changes, Frequency Changes.
4. Instructions relating to time restrictions of crossing waypoints.
5. Heading / Speed instructions
6. Approach Clearances.

Briefings
HF Transmission.
While flying over oceanic routes, it become necessary to transmit on HF to relay position reports.
1. First tune in the frequency;
2. Establish Contact; Mumbai Radio, Mumbai Radio, AI 952;
3. Once contact is established, pass on your message
1. Call sign
2. From ______ to _______
3. Flight Level Maintaining
4. Estimates
5. SELCAL
AI 952, DXB to HYD, Maintaining FL 290;
Estimating RASKI at time 2333; ANKOX 2353, KARKU 0014,
SELCAL _ _ _ _, AI 952.
On receipt of your message ATC will read back and give a call on SELCAL,
On receipt of SELCAL, Transmit "SELCAL check ok"
In case SELCAL check not received, transmit,
NEGATIVE SELCAL, repeat SELCAL _ _ _ _.
Next at every way point one must pass on the position report. For eg. When crossing RASKI;
1. Mumbai Radio, Mumbai Radio AI 952, Position;
On response from Mumbai, pass on your position report,
AI 952, FL 290, Checked RASKI at 2333, Estimate ANKOX 2353, KARKU next.
This is to be done at every waypoint till in contact with VHF over KARKU.

Briefings
LOST COMMUNICATION - ICAO PROCEDURE
The aircraft must comply with the Radio Communication Failure Procedures of Annex 10, Volume II,
and with those of the following procedures as are appropriate. The aircraft shall attempt to establish
communications with the appropriate air traffic control unit using all other available means. In addition, the
aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for such
instructions as may be issued by visual signals.
An aircraft equipped with an SSR transponder is expected to operate the transponder on Mode A Code
7600 to indicate that it has experienced air-ground communication failure.
If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be
maintained between the aircraft having the communication failure and other aircraft, based on the
assumption that the aircraft will:
In VMC:
1. Continue to fly in visual meteorological conditions;
2. Land at the nearest suitable aerodrome; and
3. Report the arrival by the most expeditious means to the appropriate air traffic control unit
In IMC:
In IMC or when conditions are such that it does not appear likely that the pilot will complete the flight in
accordance with the prescribed VMC RCF procedures above:
1. Unless otherwise prescribed on the basis of a regional air navigation agreement, in airspace where
procedural separation is being applied, maintain the last assigned speed and level, or minimum flight
altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a
compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan; or
2. In airspace where an ATS surveillance system is used in the provision of air traffic control, maintain the
last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:
i) The time the last assigned level or minimum flight altitude is reached; or
ii) Time the transponder is set to Code 7600 or the ADS-B transmitter is set to indicate the loss of air-
ground communications; or
iii) The aircraft’s failure to report its position over a compulsory reporting point;
whichever is later and thereafter adjust level and speed in accordance with the filed flight plan;
3. When being vectored or having been directed by ATC to proceed offset using RNAV without a specified
limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next
significant point, taking into consideration the applicable minimum flight altitude;
4. Proceed according to the current flight plan route to the appropriate designated navigation aid or fix
serving the destination aerodrome and, when required to ensure compliance with 5), hold over this aid or
fix until commencement of descent;
5. Commence descent from the navigation aid or fix specified in 4) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has been
received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the
current flight plan;
6. Complete a normal instrument approach procedure as specified for the designated navigation aid or fix;
and

Briefings
7. Land, if possible, within 30 minutes after the estimated time of arrival specified in 5) or the last
acknowledged expected approach time, whichever is later.
A note concerning departing aircraft experiencing RCF: If the aircraft has been vectored away from the
route specified in the flight plan then the flight crew is expected to comply with the procedures published in
the appropriate regional air navigation agreement and included in the SID description or published in the AIP.
Partial Radio Communication Failure

Where it has been established that the aircraft’s radio receiver is functioning, continued control can be
effected using SSR code/ADS-B transmission changes or IDENT transmissions to obtain acknowledgement
of clearances issued to the aircraft.
Any manoeuvring instructions shall be such that the aircraft would regain its current cleared track after
having complied with the instructions received. Special attention to avoid misinterpretation should be paid
when the aircraft is located near an airway turn.
Complete Radio Communication Failure

When a controlled aircraft experiencing complete communication failure is operating or expected to operate
in an area and at flight levels where an ATS surveillance service is applied, separation minima based on
ATS surveillance systems may continue to be used.
However, if the aircraft experiencing the communication failure is not identified, separation shall be applied
between identified aircraft and all unidentified aircraft observed along the expected route of the aircraft
with the radio communication failure, until such time as it is known, or can safely be assumed, that the
aircraft with radio communication failure has passed through the airspace concerned, has landed, or has
proceeded elsewhere.

Briefings
JEPPESEN CHART BRIEFINGS
SID (STD INSTRUMENT DEPARTURE) Important points to cover:
Hyderabad India RNAV SID, 10-3B, DT: 27 APR 18
Airport elevation 2028ft; Transition Altitude 7000ft.
Read the instructions 1 to 4 as given.
VABDI 5 Departure
Lost Communication Procedure review.
SID MIN CLB Gradient required review.
SID Routing; VABDI 5.
SID TRANSITION:
VABDI : HS227(-5600), HS129(6000-), HS 127(7000-),
VABDI
Briefing:
HYD India RNAV SID, 10-3B, dated 27 Apr. 18. Airport elevation 2028ft, Transition ALT 7000ft; 1. RNAV…..
…………….(Read Instructions 1 to 4 as given)…………………………unless otherwise authorised by ATC.
VABDI 5 departure; In case of lost communications (Review Lost Comm procedure as given).
These SID's require a minimum climb gradient of 400ft/nm up to 3000ft. (check & ensure that it can be met).
VABDI 5 DEP Transition VABDI: HS227 at or below 5600ft, HS129 at or below 6000ft, HS 127 at or below
7000ft, VABDI (PM must X-Chk on FMGS and ND PLAN mode on ND to ensure all SPD & LVL restrictions are
are available. All SID's must be flown in managed mode to ensure all restriction are met. Ensure CSTR pb is
selected on for awareness.

Briefings
STAR (STD INSTRUMENT ARRIVAL ROUTE) Important points to cover:
Hyderabad India RNAV STAR, Chart Dt 27 APR 18,
10-2C, Airport Elev 2028ft, Trans Level ______,
Read Instructions 1 to 5 as given.
LEDOB 8 RWY 09R RNAV ARRIVALS,
In case of Holding over SARKA I/B CRS 010 ,

MHA FL90, Max FL 180, Spd 230kt, 10nm non
std hold left hand pattern.
STAR transition& routing with constraints.
Lost Communication Procedure review.
Briefing:
HYD India RNAV STAR, SARKA 6, dated 27 APR 18 10-2C. Transition Level FL __, ARP elev 2028ft;
If unable t comply with STAR…………….(Read Instructions 1 & 5 as given)………………at end of STAR.
LEDOB 8 RWY 09R Arrivals. In case of holding over SARKA, 10nm Non Std hold, left hand pattern I/B Crs
010°. MHA FL90, Max FL 180, Max Spd 230kt.STAR Routing: LEDOB - HS225-HS226(FL85-)-HS321(7000-)
HS228(Spd 210kt, 3600+), thereafter expect vectors for ILS/ VOR approach RWY 09R.
In case of lost communications ….(Review Lost Comm procedure as given).

Briefings
ILS APPROACH CHART BRIEFING. Important points to cover:
Hyderabad India ILS APP Rwy 09R, Chart
dated 24 AUG 18, Index 11-1
BRIEFING STRIP:
1. Frequencies
2. LOC freq 108.5IHYD, Final App Crs 090°
ARP Elev 2028ft, Rwy 1969ft
MSA 3600ft from HIA VOR; Trans Lvl FL__
3. Missed Approach Proc.
4. Highest Obstacle SW of the field at 2559ft
5. LOC(GS out) Descent Profile.
6. Procedure Briefing
7.ILS / LOC Descent angle 3° & ROD
8. Minima Briefing for both ILS & loc (GS out)
Rajiv Gandhi HYD India ILS Approach Rwy 09R. Chart dated 24 AUG 18 Index 11-1; LOC freq 108.5 IHYD
Glide angle of 3° ( X-Chk on PFD, ND & RAD NAV pg.). APT Elev 2028ft, Rwy 1969ft, MSA 3600ft from HIA
VOR. Trans Lvl FL____(as per ATC). DME required for the approach. Initial APP ALT over the VOR is
4600ft proceed O/B on radial 245°, descend to 3600ft upto 8D HIA. Then commence right base turn to
intercept LOC. Further descent on glide, to cross 4D IHYD at 3240ft. DA 2170ft. In case of G/S out follow
LOC GS out descent profile down to DDA of 2480ft(2430 + 50). In case of missed app ..(review missed app
procedure). Minima required for the APP is 550mt, & with ALS out is 1500mt & current visibility/RVR is __.
In case or Radar Vectors: Review all frequencies, MSA, etc given in the Briefing Strip . Review Minimas
and Missed Approach Procedure.

Briefings
APPROACH BRIEFING
The Approach Briefing should be completed well before top of descent, when workload is low. It should once again
be very comprehensive covering all aspects of the approach, landing and ground operations for completing the
flight. FCTM PR-NP-SOP-160 P29/30 give the salient points that should be included in the briefing.

Briefings
APPROACH BRIEFING CONTD….
Aircraft status is checked, DMR entries), effecting/ not effecting the flight. (in case effecting, then review the same).
Tail strike clearance ___________, callout at ______.
Weather at destination (review ATIS), ALTN WX review.
Fuel for ALTN, Extra Fuel & Time check
TOD time & distance determine.
RWY in use ______. Expected STAR________. (Review STAR and X-check waypoints with constraints) on Plan Mode
on ND. Enroute holding as per STAR, MHA, SPD. Review MORA &MSA.
Review Approach type and Carry out Approach Chart briefing.
use of reversers, whether max or idle, and auto brakes / manual brakes
Review RWY condition, usable lengths, lighting, high speed vacation points, expected taxi clearance.

Briefings
MEMORY ITEMS / COMPUTER RESETS / OEB'S
MEMORY ITEMS
REFER FCOM PRO-ABN-ABN-MEM P 1/2 FOR LIST AND APLICABILTY OF MEMORY ITEMS
The following procedures should be applied without referring to paper.
1 LOSS OF BRAKING PRO-ABN-BRAKES-P 1/20
2 EMERGENCY DESCENT PRO-ABN-MISC P1/62
3 STALL RECOVERY PRO-ABN-MISC P2/62
4 STALL WARNING AT LIFT - OFF PRO-ABN-MISC P4/62
5 UNRELIABLE AIRSPEED PRO-ABN-NAV P1/52
6 EGPWS CAUTIONS PRO-ABN-SURV P1-8/20
7 EGPWS WARNINGS PRO-ABN-SURV P8-11/20
8 TCAS WARNINGS PRO-ABN-SURV P12-16/20
9 WINDSHEAR PRO-ABN-SURV P17/20
10 WINDSHEAR AHEAD PRO-ABN-SURV P18-19/20
1. LOSS OF BRAKING PRO-ABN-BRAKES-P 1/20

IF NO BRAKING AVAILABLE:
REV ……………………………… MAX
BRAKE PEDALS ………………. RELEASE
A/SKID & N/W STRG …………. OFF
BRAKES ………………..………… PRESS (Max Brake Pr 1000psi)
IF STILL NO BRAKING:
PARKING BRAKE………………. SHORT SUCCESSIVE APPLICATIONS
2. EMERGENCY DESCENT PRO-ABN-MISC P1/62

IMMEDIATE ACTIONS:
1. CREW OXY MASKS ………………………………… USE
2. SIGNS………...……………………………………... ON
3. EMER DESCENT ……………………………… INITIATE
Descend with Autopilot engaged.
4. THRUST LEVERS(If ATHR not engaged)… IDLE
If ATHR engaged, check FMA for THR IDLE displayed.
5. SPEED BRAKE ……………………………………… FULL
WHEN EMER DESCENT ESTABLISHED:
6. ALTITUDE SELECT ……………………………….. FL 100 or MEA
7. ENG MODE SELECTOR ………………………… IGN
8. ATC …………………………………………………… NOTIFY
ATC CALLOUT:
Mayday Mayday Mayday, (call sign) commencing emergency descent due ………………………….
9. ATC XPDR …………………………………………… 7700

Briefings
3. STALL RECOVERY PRO-ABN-MISC P2/62
REFER TO STALL SERIES BRIEFING
1. NOSE DOWN PIITCH CONTROL………………… APPLY
2. BANK………………………………………………… WINGS LEVEL
3. WHEN OUT OF STALL(No longer stall indications)
THRUST…………… INCR SMOOTHLY AS NEEDED
SPD BRKS………… CHECK RETRACTED
FLT PATH……………RECOVER SMOOTHLY
4. BELOW 20000 FT(If in clean config)………………FLAP 1 SELECT
4. STALL WARNING AT LIFT - OFF PRO-ABN-MISC P4/62

1. THRUST………………….. TOGA CALLLOUT "STALL TOGA"
2. PITCH ATTITUDE……….. 15°
3. BANK……………………… WINGS LEVEL
5. UNRELIABLE AIRSPEED PRO-ABN-NAV P1/52

AP/FD ………………………………………… OFF
ATHR ………………………………………… OFF
PITCH/THRUST: (Depending on stage of Occurrence)
IF Below THRUST REDUCTION ALTITUDE……………………… 15°/TOGA
IF Above THR RED ALT and BELOW FL 100 ……………………10°/CLB
IF Above THR RED ALT and ABOVE FL 100 …………………… 5°/CLB
FLAPS ……………………………………… Maintain current CONFIG
SPEEDBRAKES ……………………………Check Retracted
LDG GR ……………………………………… UP
When at or above MSA or Circuit Altitude - Level off for trouble shooting.
For detailed explanation refer notes on Unreliable Airspeed briefing
6. EGPWS CAUTIONS PRO-ABN-SURV P1-8/20

DURING NIGHT OR IMC CONDITIONS, APPLY PROCEDURE IMMEDIATELY. DO NOT DELAY ACTION
FOR DIAGNOSIS.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered
cautionary. Take positive corrective action until the alert stops or a safe trajectory is ensured.
1. "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "CAUTION TERRAIN" -

"OBSTACLE AHEAD"
2. "SINK RATE"
3. "DON'T SINK"
4. "TOO LOW GEAR" - "TOO LOW FLAPS"
5. "GLIDESLOPE"

Briefings
1. "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "CAUTION TERRAIN" -

OBSTACLE AHEAD
During Night or IMC:
AP…………………………. OFF
PITCH……………………. PULL UP
(Pull to full back stick and maintain in that position)
THRUST LEVERS …….. TOGA
SPD BRAKES ………….. CHECK RETRACTED
BANK ……………………… WINGS LEVEL or ADJUST
During daylight or VMC:

FLIGHT PATH…………………………. ADJUST
7. EGPWS WARNINGS PRO-ABN-SURV P8-11/20
PULL UP" - "TERRAIN AHEAD PULL UP" - "AVOID TERRAIN" - "TERRAIN TERRAIN PULL UP" -
"OBSTACLE AHEAD PULL UP"
AP………………………… OFF
PITCH……………………. PULL UP
THRUST LEVERS…….. TOGA
SPEED BRAKES………. CHECK RETRACTED
BANK……………………. WINGS LEVEL/ADJUST
8. TCAS WARNINGS PRO-ABN-SURV P12-16/20

DO NOT PERFORM A MANEUVER BASED ON TA ALONE.
IN CASE OF RA: GREEN FLY
AP(if engaged) ……… OFF TO AREA
BOTH FD'S ………… OFF
Respond promptly and smoothly to an RA by adjusting or maintaining RED NO FLY
the pitch, as required to reach the green area and/or avoid the red area AREA
of the vertical speed scale. Respect STALL, WINDSHEAR AND GPWS warnings and inform ATC
GO AROUND PROCEDURE must be performed when RA "CLIMB "or "INCREASE CLIMB" is triggered
on final approach:
When "CLEAR OF CONFLICT " is announced, resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as required.

Briefings
9. WINDSHEAR PRO-ABN-SURV P17/20

A red flag "WINDSHEAR" is displayed on each PFD associated with an aural synthetic voice
"WINDSHEAR WINDSHEAR WINDSHEAR". If windshear is observed by pilot observation apply
the following recovery technique:
IF BEFORE V1:
The take-off should be rejected only if significant airspeed variations occur below V1 and the pilot
decides that there is sufficient runway remaining to stop the aircraft.
IF AFTER V1:
THR LEVERS ………TOGA
REACHING VR ……… ROTATE
SRS ORDERS ……… FOLLOW
This includes the use of full back stick if demanded.
Note: 1. If engaged, the autopilot disengages when α greater than α prot
Note: 2. If FD bars are not available, use an initial pitch attitude up to 17.5° with full back stick
if necessary. If needed to minimize the loss of height, increase this pitch attitude.
Airborne, Initial CLB or Landing:

THR LEVERS ……… TOGA
AP if engaged ……… KEEP
SRS ORDERS ………FOLLOW
This includes the use of full back stick if demanded.
Note: 1. If engaged, the autopilot disengages when α greater than α prot
Note: 2. If FD bars are not available, use an initial pitch attitude up to 17.5° with full back stick if necessary.
If needed to minimize the loss of height, increase this pitch attitude.
DO NOT CHANGE CONFIGURATION(FLAPS/SLATS, GEAR) UNTIL OUT OF SHEAR.

CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF SHEAR.
10. WINDSHEAR AHEAD PRO-ABN-SURV P18-19/20
On Aircrafts fitted with PWS
The WINDSHEAR AHEAD message is displayed on both PFD's and is colour coded depending on the
intensity and location of the windshear. Before taking action the crew should make positive verification
that hazard exists or else can disregard the warning if there are no positive signs of possible windshear
conditions.

Briefings
WINDSHEAR ADVISORY
MONITOR RADAR DISPLAY
WINDSHEAR CAUTION
WINDSHEAR AHEAD
WINDSHEAR AHEAD
GO AROUND
WINDSHEAR AHEAD
WINDSHEAR WARNING
WINDSHEAR AHEAD RED WINDSHEAR AHEAD WINDSHEAR AHEAD

1. BEFORE TAKE OFF: Delay take-off or choose most favourable runway.
2. DURING TAKE OFF RUN: REJECT TAKEOFF (Inhibited above 100kt till 50ft)
3. WHEN AIRBOURNE: THR LEVERS …………… TOGA
SRS …………………………FOLLOW
Use full back stick if required.
4. LANDING:
GO AROUND PERFORM
AP if engaged KEEP ON
Use full back stick if required.

Briefings
STALLS
UNDERSTANDING AERODYNAMIC STALL
A stall is a condition in aerodynamics and aviation wherein the angle of attack increases beyond a certain
point such that the lift begins to decrease. The angle at which this occurs is called the critical angle of attack.
Air flow separation begins to occur at small angles of attack while attached flow over the wing is still dominant.
As angle of attack increases, the separated regions on the top of the wing increase in size and hinder the
wing’s ability to create lift. At the critical angle of attack, separated flow is so dominant that further increases
in angle of attack produce less lift and vastly more drag. This is characterised by severe buffeting.
SWEPTBACK WINGS:
Modern airliner wings have been designed to minimize drag
at the design cruising Mach number. The aerodynamic
design of the wing is based on the necessity to reduce wave
drag and lift induced drag, and may be modified to reduce
wing bending moments and weight. These compromises
mean that the way the air starts to separate as the angle
of attack approaches the stall, and what forces are
generated as it does so, may be significantly different than
what most pilots are expecting.
in the figure, on a typical airliner wing, the air will start to
separate about 2/3rds of the way from the root to the tip.
It starts on the aft portion, so the forward section of the wing
is still developing normal lift. This results in a gentle pitch
up. As the angle of attack is increased, the separation will
move forward and across the wingspan, but these
separations are still aft of the CG, so the aircraft will
continue to have a gentle pitch up. It is only after the
inboard part of the wing stalls that there will be any pitch
down at all, but in reality, this will likely just appear as a
cessation of the pitch up.

Briefings
IMMEDIATE ACTIONS FOR STALL RECOVERY
The immediate key action is to reduce the AOA. For this the nose is pitched down. Simultaneously thrust
must be reduced to idle so the aircraft will not have a tendency to pitch up. The wings must be level.
The reduction of AOA will ensure that airflow over the wing will be restored and bring the aircraft out of stall
conditions. As a general rule, minimizing the loss of altitude is secondary to the reduction of AOA, as the first
priority is to regain lift. As the AOA reduces below the AOA stall, lift & drag will return to their normal values.
The secondary action is to increase energy. When stall indications have stopped, increase thrust smoothly
as needed and must ensure that SPEED BRAKES are retracted. Immediate thrust application upon stall
recognition is NOT APPROPRIATE. Due to the engine spool up time, the aircraft speed increases which results
from increased thrust is slow, and does not enable the aircraft to reduce AOA instantaneously. Furthermore,
for under wing mounted engines, the thrust increase generates a pitch up tendency that may prevent the
required reduction in AOA.
Practicing Stall series in the Simulator:

Preparations to carry out Stall Practice:
1. Ensure no loose articles
2. Mode Selector to IGN
3. TCAS to TA
4. Auto Pilot Off
5. FD's Off
6. FPV On
7. FAC 1+2 Off
8. Thrust Levers Idle
9. Maintain height with FPV
As speed drops below Vls, maintain back pressure to maintain altitude till Stall warning sounds.
RECOVERY FROM CLEAN STALL:

PITCH THE NOSE DOWN INSTANTLY!
At Stall Warning: Pitch the Nose Down instantly.
Aircraft attitude should be close to or slightly
below the horizon. Maintain downward pressure to
counter the effect of the aircraft trying to push
the nose up till positively out of stall conditions.
Ensure THRUST is at IDLE.
2. When out of Stall conditions: When stall warning and buffet are no longer present:
a) Thrust Increase: Move THR LVRS all the way up to CLB gate. Note engine spool up will take time.
b) If below 20000ft, Select Flap 1; If above 20000ft maintain CLEAN configuration.
3. As engine spool up and energy is regained, Pitch the nose up and passing 'S' speed, retract flaps and
regain lost altitude by pitching the nose above the horizon. Attitude should be close to around 10°.
Be careful to not let the speed drop in this process. Be prompt on the controls and avoid any jerky or
rapid movements so as to avoid secondary stall warnings.

Briefings
Practising the Approach to Landing stall:
In addition to the preparation to put the aircraft in Alternate Law as given above;
1. Activate & Confirm Approach phase on Perf Page;
2. Select Flaps 1, 2 & 3 on schedule;
3. Select 50% N1;
4. Select Gear Down; Aircraft now is in Direct Law;
5. Bank 25° right or left;
6. Maintain Bank angle and Altitude till aircraft stalls.
RECOVERY FROM APPROACH TO LANDING STALL:

1. Pitch Nose Down Instantly
2. Simultaneously level the Wings & Check Speed Brakes are retracted.
3. Once out of stall condition, increase thrust. Note engines are already spooled up so will respond instantly;
4. Pitch nose up to around 10° smoothly avoiding jerky movements to avoid a secondary stall;
5. Out of VLS select Go Around flaps;
6. Positive climb select gear up;
7. Clean up on schedule and recover lost altitude.
Note that an approach to landing stall will occur very close to the ground, that is around 1500FT
AGL or below. Hence the response must be very quick and prompt.
HIGH ALTITUDE STALLS

Stalls at high altitude may display very different characteristics than low altitude stalls and require somewhat
different aircraft handling techniques during recovery. Loss of airspeed indications in flight can result from
blocked pitot-static probe systems due to, inadvertently leaving them covered before take-off, ice accretion
while on the ground and/or in flight, volcanic ash encounter, insect activity blocking the probe intakes, or
ancillary equipment failures that can lead to this situation. Pilot misunderstanding of the problem and/or
mishandling of the aircraft has been implicated in some of the accidents, and this indicates a need to improve
pilots’ awareness of the nature and handling of loss of airspeed indications, and handling of high altitude stalls.
A stall is recognised by:
1. Increased severe buffet and uncontrolled stall warnings.
2. A lack of pitch authority;
3. A lack of roll control;
4. Inability to arrest descent rate;
RECOVERY FROM HIGHER ALTITUDE STALL.

Stall recovery is of top priority. Only after positively recovery from a stall, should altitude recovery be initiated.
Sweptback wing turbojet aircraft at high altitudes may stall at low angle of attack due to Mach effects.
1. Immediately disconnect the Auto Pilot and select FD’s OFF;
2.Pitch Nose Down & bring Thrust to Idle without delay. This will require nose to be pitched down well below
the horizon but not more than 10°. Maintain the downward pressure till stall indications have ceased.
Expect high rate of descent and altitude loss. The elevator is the primary control to recover from a stalled
condition, because without reducing the angle of attack, the airplane will remain in a stalled condition until
ground impact, regardless of the altitude at which it started.

Briefings
RECOVERY FROM HIGHER ALTITUDE STALL CONTD……....
Note: If ADR indications are lost, check ISIS for speed indications.
3. Confirm Speed brakes are retracted.
Speed increase at high altitudes is slow so when stall indications are positively no longer present,
4. Increase thrust and slowly level off aircraft. Use FPV. Ensure secondary stall doesn't occur. All actions
should be smooth and gentle.
Note that significant loss of altitude may take place during the recovery process.
5. If ADR indications are not available or are unreliable, follow Unreliable Airspeed Indications checklist in
QRHB for pitch and thrust settings for level off and troubleshooting. Maintain level flight and do not try to
climb back to regain lost altitude.
6. Declare Mayday.

Briefings
EMERGENCY PROCEDURES
REJECT TAKE-OFF
Rejecting a take-off is a serious and tricky affair. It is purely the Captains decision and therefore he MUST
keep his hand on the Thrust Levers until the aircraft reaches V1. Even if he is the PM, his hand MUST BE
on the THR LVR's once T/O thrust is set. Above 100kts especially for Short Fields, a RTO can be hazardous
and it is recommended that it is better to be 'GO MINDED ' and very few situations should lead to decision to
reject a take-off. Exceptional cases such as FIRE Warning, Severe Damage, Red ECAM warnings , or Amber
ECAM warnings such as F/CTL Side Stick Fault, Eng Fail, REV Fault, REV Unlocked, THR LVR Fault, which
suggest that the aircraft will not fly safely, should warrant a RTO above 100kts and below V1.
80Kts 100Kts V1
Critical in case of
Short Fields GO
LOW SPEED
ACTIONS DURING A REJECT TAKE-OFF

CM1(Left Seat) CM2 (Right Seat)
CALLS 'STOP' Monitors Deceleration
THRUST LEVER IDLE REV GREEN + SPLRS + DECEL
MAX REVERSER Cancels any Audio Warnings
Consider stopping A/C into the wind in case of ENG Fire
ONCE AIRCRAFT STOPS
STOWS REVERSERS Advises ATC for Assistance
SELECTS PARK BRK ON "PAN PAN PAN" / MAYDAY MAYDAY MAYDAY
Notify C/C : 'ATTN, CABIN CREW AT STATIONS' Locates QRHB EMER EVAC C/L
Calls for ECAM ACTIONS CARRIES OUT ECAM ACTIONS
After ECAM actions are completed, carry out QRHB EMER EVAC C/L
IF EVACUATION REQD
CM1 ORDERS EVACUATION ON PA ADVISES ATC OF EVAC
"EVACUATE EVACUATE EVACUATE"
PRESSES EVAC HORN
IF EVACUATION NOT REQD
CM1 ORDERS CANCELATION OF EVACUATION ON PA
"CANCEL ALERT, CABIN CREW PAX REMAIN SEATED"
ALL ACTIONS MUST BE PERFORMED CALMLY IN SEQUENCE. THERE SHOULD BE NO PANIC. ALL
ECAM ACTIONS ARE READ AND DO BY CM2 PROMPTLY. QRHB EMER EVAC CHECKLIST IS DONE BY
CHALLENGE AND RESPONSE . CM2 WILL CHALLENGE & CM1 WILL CONFIRM ACTION PERFORMED
AND RESPOND ACCORDINGLY. IF EVAC REQD WILL ORDER ON PA, AND IF EVAC NOT REQD WILL
CANCEL ALERT.

Briefings
During every take-off flight crew normally keep in mind V1, the decision speed to reject a take-off in case of
any critical failures. However, there can be situations well below V1, when a take-off may need to be rejected
due to a critical failure be it an engine failure itself. In such situations there are other speeds which become
critical especially at very low speed. At such low speeds aerodynamic controllability for maintaining directional
control is severely hampered as the rudder is not effective. Crew therefore must be well prepared and fully
understand the importance of various speed such as Vmcg, Vmca and their effect during a RTO. Further
reduction of speeds due to conditions such as wet runways would further complicate the situation specially at low
take-off weights. It would become imperative that crew are fully aware by crosschecking their VMCG speeds
which will increase their awareness. Also at high weights, an understanding of RTOW T/O Limitations codes will
give a better awareness of the conditions based on which the speeds have been derived and their limiting factors.
VMCG (Velocity of Minimum Control on Ground): is the minimum speed at which the aircraft will remain
controllable, in the event of an engine failure on ground. It is only above this speed that the rudder becomes
effective in controlling the aircraft during the take off roll. Typical Vmcg speed for A320 CFM engine aircraft
are normally above 107kts to 112kts depending on aircraft type. Check limitation chapter LIM-AG-SPD for
actual figures.
Low Speed RTO:

A Low Speed RTO specially at very low speeds below 72kts poses challenges specially since at this speed
neither the spoilers or auto brake are deployed, and rudder is ineffective to control the aircraft. The thrust
produced by the live engine will create a vicious yaw towards the opposite side, and the rudders are ineffective
to counter this yaw. The use of Max Reversers is required to counter this yaw, and bring the aircraft back
towards the runway. As the aircraft yaws back towards the runway, the reverse thrust should be brought back
to idle, and the aircraft can be safely stopped by using differential manual braking & at very low speeds the tiller
may be used. All actions must be very prompt.
REV
A/c yaws towards the side of the failed engine Use of REV THR helps counter the yaw due of Live Eng.
HIGH SPEED RTO

A high speed reject does not pose these challenges as the rudder is effective and both spoilers and max
auto brakes are available. Runway center line can be maintained with the rudders. Instead for weights closer to
Max T/O weights, brake energy, tyre speed limit etc., must be kept in mind, so a close check and understanding
of limitation codes and their bearing on a RTO is very important.
Vacating the runway after a RTO. Whether or not to vacate a runway after a RTO is a call the CM1 will have
to take, depending on the reasons for the RTO. If the safety of passengers and aircraft is confirmed, and if
one engine is available for taxi, there should not be any reason not to vacate the runway. Aircraft stuck on
runway would also hamper operations at the airfield. Follow the single engine taxi procedures for taxi on one
engine. However in case of any doubt, assistance of emergency response team should be sought.

Briefings
ENGINE MALFUNCTIONS AND ABNORMAL ENGINE STARTS
ENGINE MALFUNCTIONS.
There are different types of Engine Malfunctions. It is important to understand the malfunction so that we can
effectively handle the emergency at hand. The different types of engine malfunctions can be broadly
identified as follows:
1. Engine Stall
2. Engine Flameout
3. High Engine Vibrations
4. EGT Exceedance
5. Low Oil Pressure / Low Oil Level
6. Reverser Unlocked
7. Engine Fire
ENGINE STALL: An engine stall is a compressor surge. Since air compression in turbo jet engines is achieved
aerodynamically as air passes through different stages of the compressor. When this air flow over a compressor
blade stalls, it disturbs the airflow and the compressor cannot compress this air. As a result the high pressure
condition behind the stalled area may create a reverse flow towards the compressor inlet resulting in an immediate
loss of thrust. An engine stall may be a result of:
a) A deteriorated engine resulting from compressor blade rupture, or high wear;
b) FOD ingestion or bird strikes and even ice
c) A Bleed system malfunction
d) Malfunctioning engine controls, fuel scheduling or surge control devices.
An engine stall during take-off or high power settings is characterised by:
> One or more loud bangs
> Instant loss of thrust resulting in sudden yaw
> Engine parameter fluctuations and EGT increase
> Visible flames from inlet and/or the tailpipe.
An engine stall during take-off or low power settings is characterised by:
> One or more muffled bangs
> Engine Vibrations
> Engine parameter fluctuations and EGT increase.
EGT can rise because the airflow downstream of the combustion chamber is not sufficient to cool the turbine.
Engine Stall is not a memory item. It is therefore important to take time to assess the situation.
An engine stall may be recoverable with or without any crew action or may be non recoverable. Depending on the
situation it may or may not be required to shut down the engine in flight.
PROCEDURE TO HANDLE AN ENGINE STALL: Refer to QRHB 19.07A
1. Stabilise aircraft trajectory and reduce thrust to Idle on affected engine.
Differential pressure across the compressor reduces and helps engine airflow to stabilise.
2. Check other engine parameters are stabile on EWD/SD (EPR/N1, EGT, N2, VIB)
IN CASE OF FLUCTUATIONS OF PARAMETERS, HIGH EGT, HIGH VIB, OR IF STALL CONTINUES:
SHUT DOWN AFFECTED ENGINE

Briefings
Engine Stall contd……
If after retarding the thrust levers the stall ceases, the engine may be operated at idle thrust. Engine & Wing Anti
Ice will help in increasing the stall margin but EGT will increase. If after a reduction in thrust, engine parameters
are normal, thrust levers may be slowly advanced forward as long as the stall does not re-occur. In case of a non
recoverable stall, if stall conditions still persist after thrust is brought to idle, an engine shutdown is to be carried out.
ENGINE FLAMEOUT: An engine will flameout when the combustion process stops. This may be due to:
> Fuel starvation
> Volcanic Ash, Heavy rain/Hail/Icing
> Engine Stall
> Control System Malfunction.
When flying through heavy rain or hail at low engine thrust and at high speed, increase the risk of engine flameout.
The FADEC selects automatic continuous ignition when an engine flameout condition is detected.
HIGH ENGINE VIBRATIONS: High engine vibrations may be caused by:

> Engine Imbalance
> Bird strike or FOD ingestion resulting in blade damage
> Compressor blade loss
>Icing Conditions
High Engine vibrations itself does not require an in flight engine shutdown. In case the engine needs to be
shutdown, an ECAM alert will be generated requesting for an engine shutdown. The procedure however does
ask for the engine to be shutdown after landing if high vibrations continue.
EGT EXCEEDANCE: EGT exceedance does necessarily indicate an engine malfunction. As the engine
ages, normal engine wear results in in higher fuel burn which leads to higher EGT. Also due to inertia of the engine,
the EGT reaches a peak at the time of or close to rotation during take-off. High OAT also has an effect on EGT.
However a sudden rise of EGT when take-off thrust is set may indicate a malfunctioning engine.
LOW OIL PRESSURE: If Low Oil Pressure warning ECAM triggers and oil pressure drops below:
CFM Engines: < 13psi
CFM LEAP 1A: <17.4PSI at idle, or < 29psi at high thrust
IAE V2500 Engines: , 60psi
Engine shutdown is to be carried out. However if oil pressure indication is on SD page is red and is not
accompanied by ECAM warning, the engine can be operated normally but other engine parameters need to be
monitored. It may be assumed that the oil pressure transducer is faulty.

Briefings
CFM Engine Limitations
CFM 56 ENGINE CFM LEAP ENGINE (A320 NEO)
STARTER CYCLE LIMITATIONS STARTER CYCLE LIMITATIONS
4 Start cycles 3 Start cycles

(Each cycle includes up to 3 start attempts): (Each cycle includes up to 3 start attempts):
Cooling period between Cycles > 20secs Cooling period between Cycles > 60secs
Cooling Period after 4 cycles > 15 minutes Cooling Period after 4 cycles > 15 minutes
No running engagement of starter when No running engagement of starter when

N2 is > 20% N2 is > 63%
Other differences in Limitations between CFM 56 & CFM LEAP Engines.

CFM 56 Engines: CFM LEAP Engines:
1. IGN comes on at & cuts out at (Auto start): ON 16%; OFF 50% ON 20%; OFF 55%
2. IGN comes on at & cuts out at (MAN start): ENG MSTR ON; 50% ENG MSTR ON; 55%
3. EGT Limitations:
a. Engine Starts On GND / In FLT: 725°C 750°C / 875°C
b. Take-Off & GA all engines operative (5min): 950°C 1060°C
c. Take off & GA one engine inop (10min): 950°C 1060°C
d. MCT (No time limit) 915°C 1025°C
4. Shaft Speeds:
a. Maximum N1: 104% 101%
b. Maximum N2: 105% 116.50%
5. Vibration N1 & N2 6.0 & 4.3 6.0 & 4.3
6. Min Oil Quantity 9.5qt + 0.5qt/hr 10.6qt + 0.45qt/hr
IAE V2500 Engine Limitations
V2500 ENGINE STARTER CYCLE LIMITATIONS
3 Starter duty cycles
(One start attempt is one cycle)
Cooling 15 secs in-between successive cycles
After 3 cycles or 4 min cont. cranking 30 min cooling.
For MAN start observe 2 min mx cycle time.
No running engagement of starter when

N2 is > 10% on Ground & N2 > 18 % In Flight
1. IGN comes on at & cuts out at (Auto start): After Dry Crank 4. Shaft Speeds:
2. IGN comes on at & cuts out at (MAN start): 43% a. Maximum N1: 104%
3. EGT Limitations: b. Maximum N2: 105%
a. Engine Starts On GND / In FLT: 635°C 5. Vibration N2: 5.0
b. Take-Off & GA all engines operative (5min): 635°C 6. Min Oil Quantity: 11qt + 0.3qt/hr
c. Take off & GA one engine inop (10min): 635°C
d. MCT (No time limit) 610°C

Briefings
ABNORMAL ENGINE STARTS
ENGINE TAILPIPE FIRE :
A tailpipe fire may occur at engine start or shutdown due to excess fuel in the combustion chamber or an oil leak
in the LP Turbine. The excess fuel results from an over fuel command by the FADEC or from a rotating stall or a
malfunctioning ignition system. This excess fuel ignites in the combustion chamber with the engine rotating too
slowly leading to an INTERNAL FIRE WITHIN THE ENGINE CORE. It is important to stop the fuel flow
and ventilate the engine.
DO NOT PRESS THE FIRE Pb AND DISCHARGE THE AGENT
Memory Item:
1. MAN START Pb(if selected)…. OFF
2. ENGINE MASTER …….... OFF
3. AIR BLEED PR ………… ESTABLISH
4. ENG MODE SELECTOR….. CRANK
5. MAN START Pb ………. ON
6. REFER QRH C/L 19.08A
Abnormal Engine Starts include:

1.HOT START EGT OVER LIMIT
2.HUNG START
3.IGN FAULT
4. NO N1 ROTATION
5. STALL
8. START VALVE FAULT

Briefings
The FADEC detects faults in the starting sequence and generates an ECAM message. Unlike in the CFM
engines where the FADEC carries out subsequent starts. The V2500 engine will request for the ENG MSTR
to be selected OFF & subsequently a manual start must be carried out. Also special procedures must be
followed in the following cases. The procedures are given in FCOM pages: PRO-NOR-SUP-ENG. Refer to
the pages for appropriate MSN #.
1. Manual Engine Start
2.Engine Start with External Pneumatic Power
3. Cross Bleed Engine Start
4. Engine Start Valve Manual Operation
DRY CRANKING:
A dry cranking sequence must be carried out in case of an unsuccessful start attempt on ground to ventilate the
engine of fuel vapours. This is specially in cases like HUNG start, or when the start sequence has been
interrupted due to electrical failures during starts. Normally the dry crank sequence is combined with the
subsequent MAN START that is carried out. For V2500 engines a dry crank of 50 seconds & in case of CFM
engines a 30 seconds dry crank is to be carried out. Since a MAN START is to be done in such cases, the
sequence to be carried out will be:
1. IGN………………...……….………ON
2. ENG MAN START 1 (2)…...…….ON
3. Check time…………… 50 secs for V2500 / 30secs for CFM
4. ENG MSTR……………………………………….ON
Thereafter continue with the normal start sequence.

Briefings
Engine Failure on Take-Off after V1. LAND ASAP

SEQUENCE OF ACTIONS IN CASE OF ENGINE FAILURE AFTER V1
1 ROTATE TO 12.5° & FOLLOW SRS;
2 MAINTAIN DIRECTIONAL CONTROL WITH RUDDER & TRIM;
3 +VE CLB SELECT GEAR UP. PM RESPONSIBLE TO ENSURE GEAR IS SELECTED UP;
4 PM WILL SELECT IGN WHEN ECAM PROMPTS AND CHECK TIME;
5 USE OF AUTO PILOT IS HIGHLY RECOMMENDED;
6 NO OTHER ACTIONS TILL CROSSING 400FT;
7 AT 400FT, WHEN ENG FAIL ECAM TRIGGERS, CARRY OUT ACTIONS TO SECURE AFFECTED ENG;
8 PF SHOULD TAKE OVER COMM WHILE ECAM ACTIONS ARE BEING CARRIED OUT BY PM;
9 PF WILL DECLARE MAYDAY & ADVISE ATC OF ENG FAILURE ;
10 THRUST LEVERS ARE WITH PF. AFFECTED ENG THR LVR TO BE RETARDED AFTER PM CONFIRMS;
11 ENG MASTERS ARE WITH PM. AFFECTED ENG MSTR TO BE CUT ONLY AFTER PF CONFIRMS;
12 AT EO ACC ALT, SELECT V/S 0 AND CLEAN UP AIRCRAFT PROVIDED ENGINE IS SECURED;
13 IF ENG IS NOT SECURED DO NOT ACCELARATE TILL ENG IS SECURED. MAINTAIN CURRENT SPD;
14 AT GREEN DOT SPD, INITIATE CLIMB TO MSA/CIRCUIT ALTITUDE AND SELECT MCT THRUST;
15 CONTINUE ECAM ACTIONS UPTO STATUS;
16 BEFORE READING STATUS, COMPLETE AFTER TAKE-OFF CHECKLIST;
17 READ STATUS AND ATTEMPT ENG RELIGHT. REVIEW INOP SYSTEMS;
18 PREPARE TO RETURN BACK TO DEP AIRFIELD OR DIVERT TO TAKE-OFF ALTERNATE.
Single Engine Failure After V1 - Procedures in detail.

1. THRUST LEVERS …………………………………….MAINTAIN FLX/SELECT TOGA
TOGA MAY BE CONSIDERED Note: In case of EOSID select TOGA without delay.
Reduced thrust take-off is certified to cater to 2nd segment climb requirements. Hence TOGA is not required
other than to increase aircraft performance margins, but be aware of a significant increase in yaw
2. VR: Rotate smoothly to 12.5° & follow SRS
3. "POSITIVE CLIMB" ……………………………………………….. GEAR UP
- It is the responsibility of the PM to ensure gear is selected up so that drag is reduced as soon possible.
4. MAINTAIN DIRECTION ………………………… With Rudder Pedals.
The PF will maintain Directional Control of the Aircraft
The blue beta target will replace the normal side slip indication on the PFD
- ß target will move towards the side of the live engine.
- If ß target moves right, press the right rudder to centre the ß target & trim. Trim towards beta target
- If ß target moves left, press the left rudder to centre the ß target & trim. LIVE ENG > LIVE RUDDER
THE USE OF AUTOPILOT IS STRONGLY RECOMMENDED

Briefings
5. When ENG 1(2) FAIL ECAM Triggers:
1. PM will read out the ECAM MSG: "ENG 1 FAIL"

2. PF WILL CALL FOR ECAM ACTIONS: "ECAM ACTIONS; I have controls & communication
PF must take over the communications to enable the PM to concentrate on securing the engine.
4. READ ALOUD: "THR LVR 1 IDLE"
PF will retard affected engine thrust lever only after confirmation of the PM
5. READ & REQUEST: "ENG MASTER 1 OFF CONFIRM"
PF must confirm failed engine master switch before PM selects affected engine master off.
THR LVRS ARE WITH THE PF ENG MASTERS ARE WITH PM
6. IN CASE THERE IS DAMAGE (Indicated by XX on V2500 & 00 CFM primary engines parameters)
a) Affected Engine Fire Pb (after confirmation by PF) …….....PUSH
b) AGENT 1 (after auto timer).……...………………………...…….DISCHARGE
c) If there is no damage this action is not required.
7. ADVISE ATC OF ENG FAILURE AND DECLARE MAYDAY
" MAY DAY MAY DAY MAY DAY (A/C call sign) has engine failure, maintaining runway heading"
8. PULL HDG OR FOLLOW EOSID
- Select Hdg when no Special single procedure is established for the airfield, or follow EOSID if published
9. LEVEL OFF AT ACCELERATION ALTITUDE TO CLEAN UP (Read below for definition of ACCL ALT)
At ACCL ALT, PF will select V/S 0(Push to LVL OFF). Acceleration is only permitted provided engine is secured.
If engine is not secured, then PF must maintain current SPD till the affected engine is secured.
Select V/S 0(Push to LVL OFF); Select Current SPD(Pull SPD Knob); Select THR LVR to MCT
Once Engine is Secured, manage SPD (Push SPD knob) to accelerate & retract flaps on schedule:
F+ …... SELECT FLAP 1
S+…….SELECT FLAP 0
10. SELECT GREEN DOT SPEED (PF will select Green Dot Spd(with AP ON) or ask PM when AP is OFF)
11. AT GREEN DOT:
a) ALT ………………SELECT ALT (MSA / CIRCUIT ALT) & PULL
b) MCT …………………….SELECT
- At green dot speed pull altitude to MSA or Circuit altitude as cleared by ATC and bring thrust lever to MCT.
12. READ & confirm FMA MCT OPCLB HDG

Briefings
13. CONTINUE ECAM ACTIONS UPTO STATUS
- PM reads and performs ECAM actions up to status.
13. AFTER T/O CHECKLIST
- Complete After T/O C/L before reading STATUS
14. READ STATUS.
- PM will read STATUS & attempt to relight the engine provided there is no damage.
- PF will continue to monitor the PM & will also be responsible to" aviate, navigate and communicate" till
all ECAM actions, STATUS & INOP Systems are being reviewed and completed by the PM.
NOTE: ENGINE MUST BE SECURED BEFORE ACCELERATION

As per Airbus(FCTM), the flight crew should delay the acceleration for securing the engine.
When is the engine considered secured?
In case of Engine Flameout without any Damage:
a) THR LVR Affected ENG)……………………(PF)…………IDLE
b) Engine Master …..….….……...……….. …..(PM)……..…OFF
Engine is secured & PM will announce "Engine 1 (2) Secured"
In case of Engine Damage: (XX on IAE engines & 00 on CFM Primary Engine Parameters)
a) Effected Engine Fire Pb (after confirmation by PF) …….....PUSH Agent 1 ONLY
b) AGENT 1 ………..……...……...………………………...…….DISCHARGE
Engine is secured & PM will announce "Engine 1 (2) Secured"
Preparing to return back for landing or divert to T/O ALT:

Till all ECAM actions have been completed including Approach C/L, and MCDU is set up for
the required approach, Wx monitored, PF will be responsible to aviate, navigate & communicate.
Confirm Wx is above minima, if not consider diverting to T/O ALT. Check FUEL & LDG PERF
requirements. Check GROSS Wt. is within limits for ldg. If not apply OVERWEIGHT LDG Procedure.
Brief Cabin Crew of emergency and inform PAX accordingly.
Single VOR APP

Only once established on the final descent path, select Config Full. In case of SE VOR, it is not
permitted to have a level segment with Config FULL. If level segment is expected use only Config 3.

Briefings
SINGLE ENGINE DEFAULT ACCELERATION ALTITUDE
The default value of EO ACC on T/O PERF pg is 1500FT. Unless otherwise specified by company policy,
crew will level off at 1500FT to accelerate and clean up the aircraft provided engine is secured. This
should be a part of the T/O briefing which will be followed in case of an engine failure after V1.
The RTOW Charts(Octopus) defines the Min & Max ACC Height & ALT for every field.
MIN ACCELERATION ALTITUDE

The min height is the lowest height an A/C ca(To be followed as per Company Policy)
It is different for different airfields. This height has to be above 400ft for any airfield and as per
definition and must “ensure that the net flight path clears obstacle by at least 35ft when accelerating
in level flight at GD SPD after an engine failure in the most adverse of conditions”
For eg. RWY 07, A320, the MIN ACC height is 530ft and Min QNH ALT is 578FT.
(MAA Elev = 40ft so 40+ 538 + 578ft). This is to be used based on the company policy of the airline.
MAX ACCELERATION ALTITUDE (To be followed as per Company Policy)

Similarly MAX ACC height is the height which must ensure
a) A minimum of 1.2% climb gradient when above the acceleration height
b) GD Spd must be reached 10min after starting T/O roll so as not to exceed the 10min TOGA limitation.
The Max ACC HT in MAA for A320 as per the RTOW Chart is 2361ft & MAX ALT is 2401ft(40+2361)
on QNH setting based on company policy. This basically will come into play in case you loose an
engine close to Thrust Reduction altitude the aircraft should level off & not climb above 2400FT

Briefings
Engine Fire on Take-Off after V1. LAND ASAP
SEQUENCE OF ACTIONS IN CASE OF ENGINE FIRE AFTER V1
1 ROTATE TO 12.5° & FOLLOW SRS, PM TO CANCEL MSTR WARNING;
2 +VE CLB SELECT GEAR UP. PM RESPONSIBLE TO ENSURE GEAR IS SELECTED UP;
3 USE OF AUTO PILOT IS HIGHLY RECOMMENDED;
4 NO OTHER ACTIONS TILL CROSSING 400FT;
5 AT 400FT, CARRY OUT ACTIONS TO SECURE AFFECTED ENG;
6 PF SHOULD TAKE OVER COMM WHILE ECAM ACTIONS ARE BEING CARRIED OUT BY PM;
7 PF WILL DECLARE MAYDAY & ADVISE ATC OF ENG FAILURE ;
8 THRUST LEVERS ARE WITH PF. AFFECTED ENG THR LVR TO BE RETARDED AFTER PM CONFIRMS;
9 ENG MASTERS ARE WITH PM. AFFECTED ENG MSTR TO BE CUT ONLY AFTER PF CONFIRMS;
10 ONCE THRUST LEVER IS SELECTED TO IDLE MAINTAIN DIRECTIONAL CONTROL WITH RUDDER & TRIM IF AP IS OFF;
11 AFFECTED ENG FIRE PB PUSH AFTER CONFIRMATION OF PF;
12 DICHARGE AGENTS 1 & 2 AS PER ECAM INSTRUCTIONS.
13 AT EO ACC ALT, SELECT V/S 0 AND CLEAN UP AIRCRAFT PROVIDED ENGINE IS SECURED;
14 IF ENG IS NOT SECURED DO NOT ACCELARATE TILL ENG IS SECURED. MAINTAIN CURRENT SPD;
15 AT GREEN DOT SPD, INITIATE CLIMB TO MSA/CIRCUIT ALTITUDE AND SELECT MCT THRUST;
16 CONTINUE ECAM ACTIONS UPTO STATUS;
17 BEFORE READING STATUS, COMPLETE AFTER TAKE-OFF CHECKLIST;
18 READ STATUS AND ATTEMPT ENG RELIGHT. REVIEW INOP SYSTEMS;
19 PREPARE TO RETURN BACK TO DEP AIRFIELD ;
20 IN CASE OF UNCONTROLLED FIRE CONSIDER COURSE REVERSAL - 80/260;
21 AFTER LANDING BEFORE STOPPING TURN NOSE OF A/C TOWARDS THE WIND;
Engine Fire After V1 - Procedures in detail.

PM MUST CANCEL AUDIO WARNING
1. THRUST LEVERS ………………MAINTAIN FLX/SELECT TOGA
2. VR: Rotate smoothly to 12.5° & follow SRS
- When PNF calls "ROTATE", smoothly rotate and follow SRS
3. "POSITIVE CLIMB" …………………………GEAR UP
- Reduce drag as soon as possible. TOGA MAY BE CONSIDERED
ECAM ACTIONS ONLY AT 400 feet.
AT 400FT COMMENCE ECAM ACTIONS (Follow ECAM Actions as displayed on ECAM)
a) Thrust lever……..…(Affected ENG)………(PF)…………IDLE
PM must confirm correct T/L before PF retards the failed engine thrust lever. NOTE:
4. MAINTAIN DIRECTION ………………………… With Rudder Pedals. THE USE OF AUTOPILOT IS
The PF will maintain Directional Control of the Aircraft if AP is OFF STRONGLY RECOMMENDED

Briefings
If AP is OFF; To maintain Directional Control:
The blue beta target will replace the normal side slip indication on the PFD
- ß target will move towards the side of the live engine.
- If ß target moves right, trim the right rudder to centre the ß target.
- If ß target moves left, trim the left rudder to centre the ß target. Trim towards beta target
LIVE ENG > LIVE RUDDER
4. READ ALOUD: "THR LVR 1 IDLE"
PF will retard affected engine thrust lever only after confirmation of the PM
5. READ & REQUEST: "ENG MASTER 1 OFF CONFIRM"
PF must confirm failed engine master switch before PM selects affected engine master off.
6. Affected Engine Fire Pb (after confirmation by PF) …….....PUSH
7. AGENT 1 (after auto timer).……...………………………...…….DISCHARGE
8. AGENT 2 (after auto timer).……...………………………...…….DISCHARGE
9. ONCE ENGINE IS SECURED ……………………….ACCELERATE & CLEAN UP
10. IF ENGINE IS NOT SECURED ……………………….LEVEL OFF & DO NOT ACCELERATE
NOTE: ENGINE MUST BE SECURED BEFORE ACCELERATION

Please refer to page of FCTM page PR-AEP-ENG P14/26 -INITIATION OF PROCEDURE:
"An engine is considered secured when Fire extinguished or "AGENT 2 DISCH" for engine Fire"
PROCEDURE TO BE FOLLOWED TILL ENGINE IS SECURED.

When aircraft has reached 1500ft above the field elevation, aircraft must be levelled off by selecting VS - 0.
If by this time Engine is not secured, the aircraft cannot be allowed to accelerate.
Please refer to FCTM NO-020 P 13/20(take-off briefing point 5 Abnormal Operations):
"If the engine is secured, level off, accelerate and clean up
-otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude)
1. MAINTAIN CURRENT SPEED: after selecting VS - 0; also select the current speed by pulling SPD knob.
2. SELECT MCT In order to ensure that current speed will be maintained.
3. MAINTAIN CURRRENT CONFIG.
4. IN CASE OF UNCONTROLLED FIRE/REVERSER UNLOCK, maintain speed and config in order not to go too
far from the airfield.
5. If Engine is secured, Manage SPD and clean up the aircraft and continue with Single Engine procedure.
Once FIRE has extinguished……..

PM WILL ANNOUNCE "ENG 1(2) SECURED"
Now follow the Engine out procedure and LAND ASAP
If Fire has not extinguished after both AGENT 1 & 2 are Discharged………….
PM WILL ANNOUNCE "ENG 1(2) SECURED BUT FIRE NOT EXTINGUISHED"
An immediate landing should now be attempted in order to bring the aircraft safely back. Choices of
approach depend on visibility, available approach, and if possible an 80/260 should be considered as time
is now of vital importance. CCIC should also be briefed about planned evacuation on landing.
PM must quickly set up the MCDU for the approach.

Briefings
ENGINE FAILURE IN CRUISE
MEMORY ITEMS
PF PM
Selects both THR LVRS to MCT
ATHR Disconnect MONITORS FMA
Selects HDG as appropriate and PULLS
Determines EO LRC CRZ ALT
(Initial setting from REC MAX EO on PROG PG)
When ready for Descent
Selects SPD & PULLS
Selects EO LRC CRZ ALT & PULLS (OPDES) INFORM ATC
MAY DAY MAY DAY MAYDAY
Note that speed decay at high altitudes is quick, so descent should not be delayed. SPD
should not be allowed to drop below GREEN DOT. Depending on descent strategy being
followed, select appropriate speed.
STD STRATEGY: .78/300KTS
OBST STRATEGY: GREEN DOT
F. SPD STRATEGY: SEL VALUE ESTB BEFORE DISPATCH
DO NOT PRESS EO CLR ON PROG PG A ALL ENG OUT PREDICTIONS WILL BE LOST
AND 2 ENGINE PREDICTIONS WILL BE DISPLAYED. EO PREDICTIONS CANNOT BE
REVERTED BACK
Once EO drill has been completed;

PF WILL REQUEST: ECAM ACTIONS PM WILL CARRY OUT ECAM ACTIONS
ATHR is selected off in order to avoid idle thrust while selecting speed or when selecting OPDES. In OPDES,
with ATHR off, speed is controlled by the elevator.
Once ECAM actions have been completed, Refer to QRHB PER-L, & determine Gross level off altitude.
STANDARD STRATEGY
DO NOT DECELERATE BELOW GREEN DOT SPD
STANDARD STRATEGY
1. BOTH THR LVR MCT
2. ATHR OFF 1. SPD: .78/300KTS LRC CRZ with Managed SPD
3. HDG PULL 2. ALT: SEL & PULL EO LRC CEILING
4. DETERMINE LVL OFF ALT 3. When V/S < 500fpm;
5. ATC NOTIFY/121.5 Select V/S -500 & select ATHR ON

Briefings
OBSTACLE STRATEGY
OBSTACLE STRATEGY DO NOT DECELERATE BELOW GREEN DOT SPD

1. BOTH THR LVR MCT
2. ATHR OFF 1. SPD: GREEN DOT LRC CRZ with Managed SPD
(Don't decel below GD Spd) 2. ALT: SEL & PULL EO LRC CEILING
3. HDG PULL 3. When CLR of obstacles revert to STD Strategy.
4. DETERMINE LVL OFF ALT
5. ATC NOTIFY/121.5
NOTE: if in Oceanic airspace, RVSM requirements are that we first follow Obstacle Strategy to leave
the airway before commencing descent and then revert back to Standard Strategy.
OCEANIC RVSM AIRSPACE (OBSTACLE FIRST THEN STD STRATEGY)

OCEANIC RVSM AIRSPACE (OBSTACLE FIRST THEN STD STRATEGY)
1. BOTH THR LVR MCT
2. ATHR OFF 1. SPD: .78/300KTS LRC CRZ with Managed SPD
3. HDG PULL 2. ALT: SEL & PULL EO LRC CEILING
4. DECEL TO GD SPD 3. When V/S < 500fpm;
5. DETERMINE LVL OFF ALT Select V/S -500 & select ATHR ON
6. ATC NOTIFY/121.5
FIXED SPEED STRATEGY

FIXED SPEED STATEGY
1. BOTH THR LVR MCT CRZ AT SELECTED SPD & ALT
2. ATHR OFF AS DETERMINED BEFORE DISPATCH
3. HDG PULL 1. SPD: AS DETERMINED BEFORE DISPATCH EO LRC CEILING
4. DECEL TO GD SPD 2. ALT: SEL & PULL
5. DETERMINE LVL OFF ALT 3. When V/S < 500fpm;
AS DETERMINIED BEFORE DISPATCH Select V/S -500 & select ATHR ON
6. ATC NOTIFY/121.5
NOTE: In STD & Fixed SPD strategy, when ROD becomes less than 500fpm, select V/S -500 & ATHR ON.

Briefings
LANDING IN DIRECT LAW
RA 1+ 2 Fault
WHEN L/G DN: DIRECT LAW - MSG ON STATUS PAGE:

Since status indicates that the A/C will revert to Direct
law once LDG GR is selected down, It is therefore
important to review this procedure for landing in
DIRECT LAW, before commencing the approach.
Refer to FCOM VOL PRO-ABN-F_CTL P23-P25
since this procedure does not appear on STATUS Page
until the gear is selected down.
Important Points to be kept in Mind when Landing in Direct Law:

1. Landing will be done in Config 3.
2. MCDU PERF Pg. to be set up accordingly. Vref = Vls Config Full + 10kts; Then select Config 3
3. Select GPWS LDG FLAP 3 Pb.
4. In Direct Law, Auto Trim will not be available. So select the gear down only after selecting
Config 3, and after the A/C has reached Vapp and is in trimmed condition after commencing
descent from the FAF. USE MAN PITCH TRIM.
Note: In case you are carrying out an ILS Approach with a RA 1+2 Fault, you will not be able
to ARM the Approach. Only LOC Pb is available. The Glideslope will have to be intercepted
manually.

Briefings
DUAL FCU FAILURE
All FCU controls & indications are lost

Both EFIS control panels are lost
BOTH AUTO PILOTS ARE LOST

BARO REF IS STD ONLY
ATHR LOST
FD'S ARE LOST (except in land or GA mode), AND FPV COMES ON AUTOMATICALLY
Attempt a computer reset in order to try and restore the system.
PFD INDICATIONS
FMA indications are lost (except in land or GA mode)

All targets (SPD, ALT) are lost & red flags displayed.
Altitude alert is lost
FPV is displayed
Mach indication is lost

ILS indications scales are displayed
Baro ref. Reverts to STD
Use Standby Altimeter .
ND INDICATIONS
1. VOR 1 / DME 1 & ADF 2 pointers are automatically displayed
2. (On DDRMI, VOR / ADF selection is not affected)
3. WX radar image may be lost, indicated by “WXR RNG”
message (If image remains displayed, it must be disregarded)
Back to the basics!!!

Raw Data Flying!!!
Speed: Fly the Trend Arrow

Briefings
FLYING A RAW DATA ILS APPROACH.
CAPTURING THE LOCALISER.
FIG 1
260 270 280 Capt. V H Ram
LOCALIZER LOC I/B CRS DRIFT CORR
The LOC I/B CRS is a fixed symbol and will always indicate the I/B CRS of the LOC. The Green Diamond will
vary as per the winds and gives guidance for drift correction to maintain the LOC in the center. Once established
on the LOC, move the green diamond and align it on top of the magenta dagger. As long as the diamond & dagger
are aligned, there will be no deviation of the LOC. Refer to FIG1 above.
FIG 2
260 270 280 Capt. V H Ram
Lets assume the LOCALISER moves to the right as in FIG 2. Now displace the Green Diamond to the right as
shown in FIG 3 below. A HDG change by about 5 degrees with a bank angle of 5 deg should be sufficient to
bring the LOC back to the center. As the LOC returns to the center, take a small left bank to align the diamond
once again over the magenta dagger.
FIG 3
260 270 280 Capt. V H Ram

Briefings
It is very important that one does not chase the LOC, instead make small HDG change of 5° and wait for
the LOC to move back to the center. Also bank angle should not be more than 5°right or left as required to
arrest the LOC deviation. As the LOC is moving back to the center adjust bank angle to re-align the
diamond with the dagger as indicated in FIG 5 below.
FIG 5
260 270 280 Capt. V H Ram
As one approaches closer to the runway, bank angle and heading changes should be prompt and minimum.
Large bank angles or heading changes will result in a snake in approach which will make it difficult to maintain the
LOC in the center. Hence do not chase the LOC but arrest any deviation by small corrections of HDG & BANK.
CAPTURING THE GLIDESLOPE.

The glideslope is much easier to fly. Normal ROD on a glideslope of 3 deg is around 750 feet per min. Any
deviations of glide should be corrected by max plus/minus 200 fpm. The ROD should be corrected between
500 on the lower side to 900 on the higher side. Note any ROD above 1000fpm below 1000FT would be
considered as an unstablised approach.
SPEED MANAGEMENT.
The reference thrust on the ILS will be around 50% N1. Adjust thrust accordingly and the speed trend arrow
will give good information for thrust management.
SCANNING OF INSTRUMENTS.
In order to fly the raw data ILS approach, a good SCAN is vital. LOC - GLIDE - SPEED should constantly be
scanned and quick corrections made to arrest any deviations. Do not get fixated on any one parameter. A
calm and relaxed posture is required as a panic situation will result in over corrections and constant and too
many corrections and an unstabilised approach.
THRUST
SPD G/S
LOC

Briefings
UNRELIABLE AIRSPEED INDICATIONS
UNRELIABLE AIRSPEED PROCEDURES - SEQUENCE OF ACTIONS
1. FOLLOW MEMORY ITEMS
2. IF IMMEDIATELY AFTER TAKE-OFF, DECLARE MAYDAY AND ADVISE ATC TO KEEP LEVELS FREE
3. MAINTAIN CURRENT CONFIG
4. ABOVE MSA/CIRCUIT ALT LEVEL OFF FOR TROUBLESHOOTING
5. PM SHOULD PULL OUT QRHB AND DETERMINE PITCH & THRUST FOR LEVEL OFF
6. ONCE LEVEL FLIGHT (PITCH & THRUST) IS ACHIVED CARRY OUT C/L TO DETERMINE AND
ISOLATE FAULTY ADR.
7.FOLLOW FLYING TECHNIQUE TO ACHIEVE THE PITCH/THRUST SETTINGS.
UNRELIABLE AIRSPEED PROCEDURES - PROCEDURES IN DETAIL.

STEP 1: MEMORY ITEMS
NOTE: THESE ARE NOT A SEQUENCE OF ITEMS TO BE FOLLOWED. THEY ARE INDEPENDENT OF EACH
OTHER AND DEPENDING ON THE STAGE WHEN THE AIRSPEED INDICATION ABNORMALITY IS
ENCOUNTERED THE APPROPRIATE ATTITUDE AND THRUST IS TO BE MAINTAINED TILL PITCH/THRUST
SETTINGS ARE CONFIRMED FROM QRHB FOR GIVEN GROSS WEIGHT.

Briefings
CREW ACTIONS:
1. AP, FD'S & ATHR OFF; MAINTAIN PITCH/THRUST AS PER MEMORY ITEM AND ASK FOR UNRELIABLE
AIRSPEED QRHB CHECKLIST FOR PITCH/THRUST SETTING FOR APPROPRIATE GROSS WEIGHT
2. MAYDAY MAYDAY MAYDAY (PF)
INFORM ATC OF UNRELIABLE AIRSPEED AND THAT YOU ARE UNABLE TO MAINTAIN LEVEL
THEY NEED TO KEEP YOUR LEVELS FREE. MAINTAIN HDG AND CALL FOR UNRELIABLE AIRSPEED
CHECKLIST
STEP 2: TO LEVEL OFF WHEN AT OR ABOVE MSA OR CIRCUIT ALTITUDE.
3. PM TO IMMEDIATELY PULL OUT QRH TO CHECK FOR PITCH AND THRUST AT INITIAL LEVEL OFF.
ASSUMING GROSS WEIGHT IS 60 TONS
PLEASE REFER TO THE FLYING TECHNIQUE IN QRHB
ENSURE ALTITUDE IS AT OR ABOVE
MSA OR CIRCUIT ALTITUDE
PITCH AND THRUST FOR 60T CONFIG 1+F IS : PITCH 5° & THRUST 58% N1. SPEED = 175KTS
ENSURE ALTITUDE IS AT OR ABOVE MSA/ CIRCUIT ALTITUDE

Briefings
FLYING TECHNIQUE TO STABILIZE SPEED
Stabilize the altitude. Maintain V/S 0 and when altitude is stabilized:
‐ If the pitch is above the target pitch, increase the thrust and maintain the altitude.
If the pitch attitude is at 8 ° required attitude is 5°, this indicates that airspeed is lower than required, therefore
increase thrust to increase speed and reduce the attitude. When attitude reaches 5° , select 58%N1 as per QRHB tables.
‐ If the pitch is below the target pitch, decrease the thrust and maintain the altitude.
If the pitch attitude is at 4 ° & required attitude is 5°, this indicates that airspeed is higher than required, therefore
reduce thrust to reduce speed and increase the attitude. When attitude reaches 5° , select 58%N1 as per QRHB tables.
When the pitch reaches the target pitch, adjust the thrust & maintain target pitch & speed.
NOTE: EACH TABLE GIVES THRUST AND PITCH SETTING FOR ONE STEP. ONCE THAT STEP HAS
BEEN ACHIEVED, MOVE ON TO THE NEXT APPROPRIATE TABLE & FOLLOW THE FLYING TECHNIQUE.
IN CASE CLEAN AIRCRAFT AT OR ABOVE FL 100
PITCH AND THRUST FOR 60T CLEAN CONFIG IS : PITCH 4° & THRUST 60% N1. SPEED = 225KTS
Use the flying technique to achieve the new target PITCH/THRUST settings.
Stabilize the altitude. When altitude is stabilized:
Level off. Note the current attitude. if attitude is 5°, increase thrust till speed increases and target attitude of 4°.
is achieved. Reduce Thrust to 60% N1 and maintain. If pitch is less than target pitch, decrease thrust and maintain
altitude. When 4° attitude has been achieved increase thrust to 60% N1 and maintain.

Briefings
STEP 3: TROUBLESHOOTING
It is important now to trouble shoot and identify the faulty ADR and isolate it. Note that ADR 3 and the STBY
speeds use same probe and hence one need to be careful not to rely blindly on the STBY speeds. If by the
above procedure the faulty ADR is identified, continue with the other 2 reliable ADR's. If the faulty ADR(s) cannot
be identified, it s mandatory to switch off 2 ADR's.

Briefings
ONCE TROUBLESHOOTING IS COMPLETE, USE NEXT APPROPRIATE TABLE.
CONTINUE TO FOLLOW FLYING TECHNIQUE.
While preparing for an approach, it is important that all the relevant PITCH/THRUST setting are made note of
and kept readily available by the PM to assist the PF. It is highly recommended to carry out an ILS approach
with a 3 glideslope. A wider approach should be planned and it is important to stabilise at each flap setting
sufficiently in advance using the FLYING TECHNIQUE.
A quick review of the flying technique is given below.
Stabilize the altitude. When altitude is stabilized:
FOR APPROACH USE THE FOLLOWING TABLE TO CONFIGURE THE AIRCRAFT

Briefings
FROM THE ABOVE TABLE NOTE DOWN THE RELEVANT DATA FOR 60 TONS
THRUST
CONFIG PITCH SPEED
(N1)
0 5.5° 54% 205KTS
1 6.5° 58% 190KTS
1+F 5° 58% 175KTS
2 5.5° 58% 160KTS
GR DN
CONFIG 7° 64%
3 140KTS
ON G/S 4° 50%
FOR DESCENT
THRUST …..IDLE
PITCH ……..1°
FLYING THE ILS APPROACH
ILS APPROACH VOMM 07

OVHD MMV AT 3000FT. PROCEED OUTBOUND ON VOR RADIAL 246° INTERCEPTING LOC OUTBOUND
DESCENDING TO 1800FT. OVER LCTR/D5.0 IMAS, COMMENCE PROCEDURE TURN RIGHT HDG 296°;
AFTER 1MIN TURN LEFT ONTO HDG 116° TO INTECRCEPT LOC IMAS I/B CRS 071°; DESCEND ON GLIDE
CROSSING D5.5IMAS 1640FT TO DA 384FT

Briefings
CONFIGURING THE AIRCRAFT FOR APPROACH
4. SINCE THE A/C WILL BE IN ALTERATE LAW SEL
2.. CROSSING OVHD DES TO 1800 FT CONFIG 3 FIRST
1. SEL FLAP 1
5. ON G/S
3. SEL CONFIG 2 IN ADV
1. SEL FLAP 1:
Refer to table above. PITCH?THRUST setting required are 6.5° for CONFIG 1 & 5.5° for CONFIG 1+F. The
current PITCH/THRUST and speed at CLEAN CONFIG are 5.5° / 54% & 205kts. The target PITCH is higher than
current PITCH, so as per the flying technique reduce THRUST till the target PITCH is achieved. Note as speed
decreases pitch will increase. When target PITCH is achieved open THRUST to 54% N1
2.. CROSSING OVHD DES TO 1800 FT
To descend reduce THRUST to IDLE and maintain PITCH of 1° s mentioned in the descend table above. Even
though the table is for CLEAN CONFIG, it holds good for descent in other phases. When ALT of 1800ft is reached
level off and follow the flying technique to return back to PITCH / THRUST settings for the CONFIG settings.
3. SEL CONFIG 2 IN ADV
As advised earlier to stabilise early into the approach select CONFIG 2. PITCH / THUST setting derived from the
table for CONFIG 2 are 5.5° and 58% and target SPEED is 160KTS. Once again reduce THRUST till the target
ATTITUDE is achieved and the open THRUST to 58%
4. SINCE THE A/C WILL BE IN ALTERNATE LAW SELECT CONFIG 3 FIRST BEFORE SELECTING
THE LDG GR DN WHICH WILL RESULT IN DIRECT LAW.
PITCH /THRUST and SPEED with CONFIG FULL setting for 60T are 7° 64% & 140KTS. Once again reduce
THRUST till the target PITCH ATTITUDE is achieved and move THRUST LEVERS to 64% N1.
5. ON GLIDESLOPE
PITCH / THRUST SETTINGS on G/S are 4° and 50% N1. The SPEED should already be at the VAPP of 140KTS for
CONFIG 3.
Once established on ILS, ensure to follow the GLIDE. In case PITCH while following GLIDE is below TARGET
PITCH, it means the SPEED is higher than required above 140KTS so as per flying technique reduce THRUST
till PITCH increases to the required target of 4°. Then increase THRUST to 50% .
If PITCH is higher that TARGET PITCH, it means that SPEED is less that 140KTS so increase THRUST till speed
increases and reduces the PITCH to TARGET PITCH of 4°. Reduce THRUST to 50% .
ALWAYS RESPECT STALL WARNINGS AND OVERSPEED WARNINGS.

Briefings
DUAL HYDRAULIC FAILURE
DUAL HYDRAULIC PROCEDURES - SEQUENCE OF ACTIONS
1. CM1 WILL TAKE OVER CONTROLS: I HAVE CONTROLS & CALL FOR ECAM ACTIONS
2. CM2 WILL COMPLETE ALL ECAM ACTIONS UPTO STATUS
3. FORDEC; TO DECIDE ON SUITABLE AIRFIELD FOR DIVERSION
4. CHECK RCAM FOR LDG DIST REQUIRED AND PREPARE THE MCDU
5. REVIEW STATUS UPTO LDG DIST PROCEDURE APPLY
6. REVIEW SUMMARY FROM QRHB
7. COMPLETE STATUS AND INOP SYSTEMS
8. CARROUT A COMPREHENSIVE APPROACH BRIEFING
9. CARRY OUT THE APPROACH PREPARATIONS
10. WITHIN 25 NM SELECT SPEED 225 KTS
11. ALL SPEEDS WILL BE SELECTED TO VFE NEXT - 5 KTS BEFORE EXTENDING FLAPS
12. IN CASE HOLDING REQUIRED HOLDING SPEED WILL BE 225KTS
13. MUST LEAVE PRIMARY FACILITY WITH EITHER SLATS OR FLAPS EXTENDED
14. IN CASE OF G+B ATHR TO BE SELECTED OFF FOR APPROACH & LDG GR DN AT 200KTS
15. ONCE LANDING GEAR IS SELECTED DOWN AIRCRAFT WILL BE IN DIRECT LAW
16. IN DIR LAW USE MAN PITCH TRIM IN G+B FAILURE
17. IN CASE OF G+Y FAILURE PITCH TRIM WILL NOT BE AVAILABLE AFER LDG GR DOWN
18. DUE TO HIGH PITCH RATE,TAILSTRIKE PITCH ATTITUDE TO BE MONITRED BY PM
19. G+Y FAILURE ONLY ACCUMULATOR PRESSURE IS AVAILABLE FOR BRAKING
20. IN CASE OF GO-AROUND LDG GR REMAINS EXTENDED.
FORDEC
FACT: Dual HYD Failure is confirmed on HYD system page; complete ECAM actions
OPTIONS: LAND ASAP RED; Identify nearest suitable airports;
RISK Analysis: Check Wx, Fuel requirements, RCAM to confirm Ldg distance requirements.
DECISION: Based on available data choose the best option available; For a G+Y, LDR is much
higher as compared to LDR for G+B
EXECUTE: Advise ATC of diversion and set course. Delegate necessary tasks to C.C. to prepare cabin.
Advise company of diversion.
CHECK: Ensure all tasks are working as planned.

Briefings
IMPLICATIONS OF A DUAL HYDRAULIIC FAILURE
AUTO PILOT TRIPS
SWITCH OF PTU IN CASE OF GREEN OR YELLOW SYSTEM FAILURE DUE TO: RSVR LOW LEVEL, OVHT,
LOW PRESSURE with system fluctuations to avoid a Dual Hyd Failure.
PTU LOGIC

Briefings
FLT CONTROL SYSTEM PAGE WITH G+B & G+Y DUAL HYD FAILURE
GREEN + BLUE HYD FAILURE
LDG GR BY GRAVITY
NOW REVIEW SUMMARY FROM
RCAM FOR LDG DIST
SLATS N/A
Next complete setting up the MCDU for the approach, and continue with the STATUS. While reviewing the STATUS, all
actions must be carried out as mentioned till LDG DIST PROCEDURE APPLY. At this point it is required to review the
SUMMARY from the QRHB. The summary is comprehensive and covers all required procedures including LDG GR gravity
checklist. Once complete read INOP SYS. Thereafter complete the Approach Briefing. At transition level complete
Approach checklist and approach preparations and prepare for the approach. In case necessary join a holding pattern
if more time is required to complete the above procedures. It will be a good idea to extend the holding pattern to 1.5 mins
to 2mins with ATC permission. Once all preparations are complete at the end of the O/B leg of the holding pattern,
disconnect ATHR, ask for IMM EXIT and commence the approach.

Briefings
APPROACH PROCEDURE: GREEN + BLUE HYD FAILURE
1. Within 25nm Initial App Fix speed should be selected to 225kts.
In case a holding is required maintain 225kts till such time that all ECAM actions, briefings and checklists are
not completed.
2. Disconnect the ATHR

Use of ATHR is not recommended in case of G+B Dual Hydraulic failure due to the loss of Left Elevator
along with Both L+R Ailerons and 3 Spoilers. The aircraft controllability will be extremely sluggish. As a result
of this if ATHR is engaged, frequent changes of thrust will take place making controllability even more difficult.
Hence it is recommended to disconnect the ATHR before commencement of approach.
25nm: Spd 225kts

PASSING 200KTS
1 LDG GR DN
When ready for APP:ATHR OFF FLAP 2
ON LOC SEL FLAP 3
FLAP 1
2 4 5 6
3
Proceed O/B Gr Dn & Flap 2
3. When ready Select Vfe next - 5KTS and ask for Flap 1.
The PF will ask for PM to select Vfe - 5 kts (195 kts) and ask for flap 1.
4. SELECT GEAR DOWN PASSING 200KTS

When passing 200 kts, select landing gear down by GRAVITY. Gravity gear down procedure is part of the G+B
HYD summary already reviewed. Aircraft will now be in DIRECT LAW and MAN PITCH TRIM msg will be
displayed on PFD
5. SELECT FLAP 2
Select SPD 180kts and ask for FLAP 2. Note that till the flap surface extends, the VMO & Vsw will be very
close, so pay particular attention to speed as Stall warning may trigger if speed drops to rapidly. Ensure
the aircraft is properly trimmed using the trim wheel. Flap 2 must be selected before leaving the primary.
facility.
6. SELECT FLAP 3 ON LOC
Once established on localizer, Select calculated VAPP, and Flap 3. Complete the landing checklist.
7. AFTER LANDING
Alternate brakes and only one Reverser and 2 spoilers per wing are available. Stop the aircraft on the runway.
8. GO AROUND
In case of a Go Around remember that the landing gear cannot be retracted.

Briefings
DUAL HYDRAULIC FAILURE CONTD…

GREEN + YELLOW SYSTEM
BOTH REV N/A
WHY WE NEED TO TAKE GEAR DOWN ONLY ONCE ESTB ON GLIDE & AT VAPP IN GREEN + YELLOW
Since in alternate law, the stabilizer is lost in case of a HYD G+Y failure, the auto trim function is provided through
the elevators. When the Ldg Gr is selected down and aircraft reverts to direct law, the auto trim function is lost.
As shown in the diagram below, the mean elevator position is memorized, and becomes the mean reference
for the centered side stick position. Hence only once the aircraft is fully stabilized on G/S and Vapp, the gear
should be extended. This will make flare and pitch control easier for approach & go-around.

Briefings
APPROACH PROCEDURE: GREEN + YELLOW HYD FAILURE

ESTB ON GLIDE
LDG GR DN
ON LOC SEL FLAP 3

25nm: Spd 225kts FLAP 1 5
1 2 4
O/B Flap 2 3
1. Within 25nm Initial App Fix speed should be selected to 225kts.

In case a holding is required maintain 225kts till such time that all ECAM actions, briefings and checklists are not
completed.
2. When ready Select Vfe next - 5KTS and ask for Flap 1.
The PF will ask for PM to select Vfe - 5 kts (195 kts) and ask for flap 1.
3. SELECT FLAP 2
Select SPD 180kts and ask for FLAP 2 during the procedure turn outbound or in case of radar vectors before
expecting HDG for intercepting LOCALIZER.
6. SELECT FLAP 3 ON LOC

Once established on localizer, select Flap 3 and reduce speed to calculated VAPP. Complete the landing
check list.
7. ON GLIDE SELECT LDG GR DOWN BY GRAVITY
Select Gear down only once established on the glide slope. Pitch Trim will now be frozen as DIRECT LAW
will now become active. Disregard the USE MAN PITCH TRIM message on PFD.
7. AFTER LANDING
Only Accumulator pressure will be available for deceleration and one spoiler per wing. Stop the aircraft on the
runway and request for towing assistance as nose wheel steering is inoperative.
8. GO AROUND
In case of a Go Around remember that the landing gear cannot be retracted.

Briefings
RECOVERING A HYDRAULIC SYSTEM IF POSSIBLE.
In case one of the systems is recoverable, it will be indicated on the STATUS page. For eg. In case of a G+Y
failure where the Yellow system is lost due to a Reservoir OVHT, the STATUS pg will indicate that when the
overheat is out, yellow pump ON. In such a case, the crew show recover the system before selecting the landing
gear down. On recovery of the system the aircraft will revert back to NORMAL LAW due to only a single system
failure. The following steps are to be followed, depending on whether landing is done on CONFIG 3 or FULL;
CONFIG FULL LANDING CONFIG 3 LANDING
1. YELLOW ENGINE 2 PUMP ON 1. YELLOW ENGINE 2 PUMP ON
2. GPWS FLAP MODE AUTO 2. GPWS FLAP MODE AUTO & SELECT LDG FLAP 3 ON
3. MCDU PERF PG. MODIFY 3. MCDU PERF PG. MODIFY
a) CLEAR THE SPD INCREMENT ON VAPP a) CLEAR THE SPD INCREMENT ON VAPP
b) SELECT CONFIG FULL b) MAINTAIN CONFIG 3
4. SELECT SPD MANAGED 4. SELECT SPD MANAGED
5. SELECT LDG GR DOWN BY GRAVITY 5. SELECT LDG GR DOWN BY GRAVITY
6. SELECT CONFIG FULL 6. MAINTAIN CONFIG 3
7. COMPLETE LANDING CHECKLIST 7. COMPLETE LANDING CHECKLIST
In case the OVHT ECAM message comes again on approach, disregard and complete the landing
before following the ECAM actions. Note no changes below 1000ft AGL.
PERFOMANCE CALCULATIONS.
RCAM

Briefings
Note that almost all conditions in case G+Y give higher figures as compared to G+B failure.
REF LDG DIST: Note the difference in landing distance since only ACCL pressure is available in G+Y.
WGT above Ref LDG WT of 66T requires double the distance per ton as compared to G+B failure
A comparison of distance for LDG WT of 60T with TW of 5KTS between G+B & G+Y is given below
HYD G+B HYD G+Y

1. REF LDG DIST 1670 2630
2. WT CORR -60 -60 WT CORR subtract 10m per ton below 66T as per table.
3. SPD CORR 0 0
4. ALT CORR 0 0 Assuming SL
5. WIND CORR 130 210
6. TEMP CORR 75 135 Assuming ISA+15
7. SLOPE CORR 40 130 Assuming 1% DHS
8. REV AVAILABLE -40 0
9. OVER WEIGHT 0 0
DIST REQD: 1815 3045
Almost 60% additional distance required in case of a G+Y failure. It's therefore very important to ensure
that LDA is more than LDR and sufficient safety margin is catered for before deciding on diversion airfield.
This should be accounted for in the RISK analysis in deciding the OPTIONS of airfield available for
diversion.
A320 HYDRAULIC SYSTEM

Briefings

Briefings
ABNORMAL FLAPS/SLATS
IMPORTANT POINTS FOR ABNORMAL FLAPS AND SLATS

1 Flight Controls Laws may Change.
2 Selected speed must be used.
3 Approach speeds & LDG distance will increase.
4 Review appropriate procedure from QRHB.
5 Go-Around procedure will change depending on failure.
6 Fuel consumption will increase - in case of diversion.
Abnormal Flaps and / or Slats may be due to the following reasons:

>>> Double SFCC failures in both FLAP or SLAT Channels
>>> Dual Hydraulic B+G or G+Y Failures
>>> Wing Tip Brake Activation.
ABNORMAL FLAPS/SLATS may be:

>> 1. SLATS/ FLAPS System 1+2 Fault
FLT CTL SLAT SYS FAULT
In case of SLAT SYSTEM FAULT when both SLAT Channels Fail, the AP will Trip, ATHR will disconnect and
aircraft will immediately revert to ALT LAW (PROT LOST). When LDG GR is selected down, DIR LAW will
become active since VS1G calculations are lost.
FLT CTL FLAP SYS FAULT

In case of FLAP SYSTEM FAULT when both FLAP Channels Fail, the AP will Trip, ATHR will disconnect and
aircraft will remain in NORMAL LAW.
>> 2. SLATS / FLAPS LOCKED

>> 3. SLATS /FLAPS ASYMMETRY
>> 4. LEVER Fault
>> 5. INDICATION Problem
PROCEDURE TO BE FOLLOWED IN CASE OF A SLAT/FLAP ABNORMALITY

1. ALL SPEEDS ARE SELECTED
Any problem with Slats / Flaps, always fly selected speeds, so that ATHR if available remains in SPEED MODE
2. ALWAYS FLY Vfe NEXT - 5 Kts
3.For Vapp & Ldg Dist Reqd; Refer to QRHB IN FLT PERF - PER-H
4. LDG Config 3 (except for Flaps and Slats 0. In this case Ldg Config is 1).
5. Refer to QRH Pg. 20.01A for LANDING WITH SLATS OR FLAPS JAMMED PROCEDURE CHECKLIST
6. In case Flaps and Slats stuck at 0, flap lever will be in Config 1.
7. Always leave Primary Facility with a configuration change;
FLAPS STUCK AT 0: Select Config 1
SLATS STUCK AT 0: Select Config 2

Briefings
ABNORMAL FLAPS/SLATS INDICATIONS Contd…
8. In case of Missed Approach for CIRCUIT maintain SLAT/FLAP configuration
9. ALL CONFIG CHANGES WHEN WINGS LEVEL
Aircraft remains in
NORMAL LAW
IN ALL CASES OF ABNORMAL FLAPS AND SLATS FOLLOW

APPROACH PROCEDURE ON STATUS PAGE. CROSSCHECK
LDG FLAP AND LDG DIST FROM IN FLT PERF - K. REVIEW
QRHB PROCEDURE 20.01A

Briefings
IN CASE OF SLATS OR FLAPS JAMMED ONE MUST REFEER TO THE QRHB 20.01A
Refer to QRHB PER-K for Flap Lever Position, Spd Increment & Ldg Distance
REFER TO CORRECT MSN NO.

OF AIRCRAFT

Briefings
Fuel Leak
DETECTING A FUEL LEAK
A fuel leak may be detected by the following conditions:
1. If the total amount of FOB (Fuel On Board) and FU (Fuel Used) is significantly less than FOB at engine
start, or is decreasing;
2. If fuel spray from an engine/pylon or wing tip is observed by a passenger or cabin crew member;
3. The FOB is decreasing at an abnormal rate;
4. A fuel imbalance is developing leading to a fuel advisory;
5. The fuel quantity in one tank is decreasing too fast (suspected leak from engine/pylon or hole in the tank)
6. a tank is overflowing (due to a pipe rupture in the tank)
7. the fuel flow is excessive (suspected fuel leak from the engine)
8. Fuel vapours smelt in the cabin & If visibility permits, leak source may be identified by a visual check from
the cabin.
The first requirement s to detect the source of the leak, that is if the leak is from the Engine/Pylon or from
wing or any other source.
Procedure given in QRH 21.02A

Case 1: Leak from Engine/Pylon Confirmed.
An excessive fuel flow on one side may be an indication of fuel leak from the engine. A visual check is
advisable. In case the same is confirmed, there is no option but to carry out an in flight engine shutdown.
THR LEVER (Affected Engine)……………………IDLE
ENG MASTER(Affected Engine)………………….OFF
FUEL X FEED………………………………………AS REQD
Once the engine is shut there is no danger of loosing fuel
LAND ASAP
Now observe if the fuel flow on that side has stabilised. If the leak is from the Engine/Pylon, fuel depletion
from that side tank would stop. This is confirmation that the leak from the Engine/Pylon has been
contained. A fuel leak from the wing in close vicinity to the engine may be confused with a fuel leak from
the engine/pylon itself when observed from the cabin. One should therefore be careful.

Briefings
Case 2: Leak from Engine/Pylon Not confirmed or Leak source not located.
A check now needs to be performed to identify the source of the leak. Follow procedure as per QRH 21.02A.
1. If the leak is not from the engines or cannot be located, it is imperative that the X-Feed valve is shut.
2. Switch OFF both CTR Tank Pumps and monitor the fuel quantities of the INNER Tanks.
a) If One Inner Tank Quantity depletes faster than the other, then Shut Down Engine on Leaking side.
CTR Tanks pumps ON & monitor fuel leak.
IF LEAK STOPS, Engine Fuel Leak is confirmed.
The Fuel X-Feed can now be used as required and follow procedure as in Case 1 above.
IF LEAK CONTINUES, Wing Leak is suspected.
1. Fuel X-FEED MAINTAIN SHUT
2. Engine Restart should be done since source of leak is not from the engine.
3. Fuel imbalance procedure should not be applied.
b) If both Inner tanks are depleting at a similar rate:

Suspected leak could be from the CTR Tank or APU feeding line. If fuel vapours can be smelt in the cabin
shut down the APU. CTR pumps to be selected ON as per QRH procedure.
REMEMBER
CROSS FEED VALVE MUST BE KEPT SHUT TILL LEAK FROM ENGINE IS CONFIRMED.
ONCE LEAK FROM ENGINE IS CONFIRMED, CROSS FEED MAY BE USED AS REQUIRED
BUT ONLY AFTER ENGINE IS SHUT DOWN.
IF LEAK SOURCE IS NOT DETERMINED, KEEP CROSS FEED SHUT AND DO NOT TRY
TO BALANCE THE FUEL BETWEEN THE WING TANKS.

Briefings
FUEL LEAK SUSPECTED
Leak from Engine/Pylon Confirmed. Leak from Engine/Pylon NOT Confirmed.

LAND ASAP
SHUT DOWN ENGINE
X-FEED AS REQD FUEL LEAK LOCATION PROCESS - BEGIN
X-FEED MAINTAIN SHUT
LAND ASAP
FUEL XFEED - MAINTAIN CLOSED
CENTRE FUEL PUMPS (AS INSTALLED) OFF
MONITOR INNER TANK QUANTITIES
FOB CHECK >> COMPARE FOB+FU WITH FOB AT
DEARTURE.
IF DIFF IS SIGNIFICANT OR THE FOB+FU
DECREASES, SUSPECT A FUEL LEAK
ONE INNER TANK DEPLETES

ENGINE LEAK MAY STILL BE SUSPECTED YES FASTER THAN THE OTHER BY
500 KGS IN LESS THAN 30 MINS
NO
SHUTDOWN ENGINE BOTH INNER TANKS DEPLETE AT SAME RATE
MONITOR FUEL LEAK
(ESP INNER TANKS)
A LEAK FROM THE CENTRE TANK OR
APU/FEEDING LINE MAY BE SUSPECTED
LEAK CONTINUES AFTER
ENGINE SHUTDOWN
L&R CTR PUMPS ON
ENGINE RESTART - CONSIDER

FUEL SMELL IN THE CABIN
APU/FUEL FEED LINE LEAK
APU OFF

Briefings
EMERGENCY DESCENT DUE PRESSURISATION FAILURE
SEQUENCE OF ACTION IN CASE OF PRESSURISATION FAILURE - MEMORY ITEMS
1. INITIATE DESCENT.
PF ACTIONS PM ACTIONS
1. OXYGEN MASKS ON AND CREW COMMUNICATIONS ESTABLISH.
2. ALTITUDE 2. SIGNS ON
3. HDG
4. SPD AS APPROPRIATE
5. READ FMA 3. FMA CONFIRM
6. IF ATHR IS NOT ACTIVE, SELECT THR LVRS TO IDLE
7. SPD BRAKE FULL
2. EMERGENGY DESCENT ANNOUNCE
3. ATC NOTIFY
There are 2 types of EMERGENCY DESCENT:

1. EXPLOSIVE DECOMPRESSION:
LOUD SOUND and CABIN CROSSES 14000FT
Check Press ECAM Page: If Extract, Inlet, Outflow & Safety
Valves are closed, then it means there is structural damage. 14000
2. PRESSURISATION FAILURE:
This happens due to either CPC 1+2 Failure or Both Pack Failure
CABIN ALTITUDE CROSSES 14000FT
1. CREW OXY MASKS DON …. 100%

Briefings
2. CREW COMMUNICATIONS ESTABLISH (Put head set on & fold speaker up to fit over mask)
To talk select INT, otherwise put swt to RAD. This eliminates breathing sound and as the cockpit will be
extremely noisy. When using the headsets, the mic should be turned upwards as you will be using the mic
attached to the mask.
Since stress levels will be high it is important that both crew perform their tasks in a systematic manner.
COCKPIT CRM IS VITAL AND SOP'S SHOULD BE STRICTLY ADHERED TO.
MEMORY ITEMS

Briefings
PROCEDURE IN DETAIL
PF ACTIONS:
1. CREW OXY MASKS ……….USE
2. EMER DESCENT…..........…INITIATE
ALT…………………PULL & TURN (2 flicks to the left)
HDG…………… …PULL & TURN(2 flicks to the right preferable).
SPD…………..……PULL & SELECT SPD FOR Explosive Decompression.
3. READ FMA……. (IF ATHR ACTIVE) IDLE OPDES HDG

4. IF ATHR NOT ACTIVE…………THR LVRS IDLE OPDES HDG
5. SPD BRKS………………………..FULL
IN RVSM AIRSPACE, Follow the RVSM Contingency Procedures when commencing descent over Oceanic Airspace
when not in contact with ATC.
MEMORY ITEMS PF ACTIONS

1. CREW OXY MASKS…………....ON
2. SIGNS …………………….……...ON
3. FMA ……..………………….. CHECK
THEREAFTER FOLLOW ECAM ACTIONS
EMERGENCY DESCENT:
PRESSURISATION FAILURE - CPC 1+2 Failure or PACK 1 + 2 FAULT
SUDDEN RISE IN CABIN V/S ( CPC 1+2)
Check Cabin PRESS PAGE on lower ECAM:
If outflow valve is not closed then :
1. MODE SEL…………..MAN
2. TOGGLE SWT……..DOWN (to close)
If outflow valve is still not closed manually then : COMMENCE EMERGENCY DESCENT
ALL ACTIONS SAME EXCEPT:
SPD……..........EXP DES SELECT
READ FMA IDLE | EXPDES | HDG
IF ATHR IS NOT ACTIVE:
BRING THRUST LEVERS to IDLE & EXP DES Pb Press
READ FMA | EXPDES | HDG

Briefings
IMPORTANT POINTS TO REMEMBER
It takes 14 min to depressurise the aircraft from FL390.
If Cargo ISOL valve is closed it will take 21mins(provided there is no livestock).
Adjust descent so that cabin altitude does not exceed 14000ft & masks fall down in cabin;
If PAX OXY not deployed, manually select ON if cabin V/S > 14000ft.
AT LEVEL OFF Check Time & Fuel to station- In cruise quick check. CI 17 gives approx LRC
DO NOT PANIC ; ALL ACTIONS TO BE PERFORMED CALMLY BUT PROMPTLY;
IT WILL BE A GOOD HABIT TO REVIEW THESE PROCEDURES PERIODICALLY

SO THAT ONE IS PREPARED TO HANDLE AN EMERGENCY WITHOUT PANIC

Briefings
SMOKE DETECTION AND REMOVAL
Fire and Smoke are very tricky and difficult situation to deal with specially in the air. A natural
sense of panic sets in especially with passengers, so it I imperative that the crew deal with the
situation in a calm and organised manner to control the source of combustion. An immediate
diversion as soon as the smoke is detected should be anticipated. If the source of smoke is
not easily detectable and extinguishable, there should be no delay in initiating a diversion.
Different source of Smoke and the challenges they post can be widely looked at as follows:
EASY TO IDENTIFY DIFFICULT TO IDENTIFY
LAVOTORY SMOKE AIRCONDITION SMOKE

CARGO SMOKE AVIONICS SMOKE
Smoke is normally identified either by a ECAM warning or by the crew without any ECAM warning.
1. If smoke is detected by crew without any ECAM, crew should immediately refer to the
QRH SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE.
AVIONICS SMOKE
2. If AVIONIC SMOKE ECAM warning is triggered: if perceptible smoke
OXY MASKS _______________ON
CKPT CABIN COM _____ESTABLISH
a) Apply the procedure only if there is perceptible smoke.

One must rely on their sense of smell. A smell similar to that of orange peels, one can
suspect a toxic leak, whereas that of pine needles, one can suspect a non toxic leak.
b) If smoke is not perceptible, one should consider it as a spurious warning and
discontinue the procedure.
THIS IS A SLIGHTLY COMPLICATED PROCEDURE AND ONE MUST FOLLOW THE CORRECT
SEQUENCE OF ACTIONS. HENCE A CLARITY OF THE SAME IS VERY VITAL.
IMMEDIATE ACTIONS
Once there is perceptible smoke the use of OXY MASKS/GOGGLES is important.
1. CREW OXY MASKS DON …. 100% / EMER
2. CREW COMMUNICATIONS …..ESTABLISH

Briefings
SMOKE/FUMES PROCEDURE
The following sequence is to be followed from the QRHB
1. AIRCOND SMOKE: If smoke first comes out of the

ventilation outlets, or it is detected in the cabin. In addition,
several smoke warnings, CARGO, LAV, AVIONICS, will be
triggered. Apply ECAM warning procedures first.
2. ENGINE or APU SMOKE: This will be circulated through the
bleed system. This smoke is circulated through the entire
aircraft before it disappears.
3. AVIONICS SMOKE: In case this ECAM warning is triggered,
crew may suspect the same and take appropriate action.
4. FAULTY EQUIPMENT: In case some equipment is declared
faulty, crew may suspect smoke is originating from such an
equipment.

Briefings
NOTE: Smoke will initially come out of the ventilation outlets, resulting in suspecting AIRCOND SMOKE
Thereafter several smoke warnings will trigger and be displayed on the ECAM;
CABIN, LAVATORY, AVIONI and CABIN smoke may be smelt in the cockpit/cabin even before the
ECAM WARNING.
Cockpit and Cabin crew coordination is very important. In case of smoke in the cabin, The cockpit crew
must ensure that they are continuously briefed about the severity of the situation.
1 IMMEDIATE ACTIONS:
Crew must protect themselves;
They must avoid further contamination;
Establish Cockpit - Cabin communications
2 IDENTIFY SOURCE OF SMOKE

1. AIRCOND SMOKE: If smoke first comes out of the ventilation outlets, or it is detected in the cabin.
In addition, several smoke warnings, CARGO, LAV, AVIONICS, will be triggered. Apply ECAM warning
procedures first.
2. ENGINE or APU SMOKE: This will be circulated through the bleed system. This smoke is
circulated through the entire aircraft before it disappears.
3. AVIONICS SMOKE: In case this ECAM warning is triggered, crew may suspect the same and take
appropriate action.
4. FAULTY EQUIPMENT: In case some equipment is declared faulty, crew may suspect smoke is
originating from such an equipment.
3 APPROPRIATE ACTION
Depending on the suspected source of the smoke, crew must enter that portion of the QRHB
checklist and perform the required actions.
AIR COND SMOKE SUSPECTED

Briefings
SMOKE SUSPECTED FROM CABIN EQUIPMENT
EMERGENCY ELECTRICAL CONFIG

Electrical fire is MOST CRITICAL. If the crew are not able to identify the source of the smoke or if the above
procedures are unsuccessful, it is important to shed as much equipment as possible in order to isolate
the source of the smoke. In case of AVIONIC SMOKE also this procedure needs to be applied. This
procedure is different from the actual EMER ELEC CONFIG, as generators will be restored before landing.

Briefings
AVIONIC SMOKE

Briefings
FOR APPROACH
FLAP 3 LANDING WITH VREF + 10KTS,
ALTERNATE LAW >>> LDG GR DN >>> DIRECT LAW
LDG DIST PROC APPLY
ECAM LOWER DISPLAY NOT AVAILABLE SO STS IS DISPLAYED ON UPPER ECAM
AS LONG AS STATUS Pb IS PRESSED.
In classic A320 A/C "EPR MODE FAULT N1 DEGRADED MODE warning I triggered.

Briefings
CIRCUIT AND LANDING
1. PREPARE MCDU FOR CIRCUIT AND LANDING. PROGRAM FOR VISUAL APPROACH.
2. SET CIRCUIT ALTITUDE 1500FT AGL IN FCU WINDOW
3. PRESET RUNWAY HDG
4. CARRY OUT A NORMAL TAKE-OFF
5. +VE CLIMB, SELECT GEAR UP
6. AT ALT* LEVEL OFF, F+ SELECT FLAP 1, SELECT CLB THRUST AND ACTIVATE APPROACH
7. TURN DOWNWIND
8. COMPLETE AFTER TAKE OFF CHECKLST
9. COMPLETE THE APPROACH CHECKLIST
10. ON DOWNWIND WHEN FIELD IN SIGHT SELECT FD'S OFF
11. CHECK DISPLACEMENT FROM RUNWAY. SELECT ROSE NAV & 10NM ON ND
12. ENSURE RWY PASSES THROUGH THE 2.5NM CIRCLE
13. ABEAM THE THRESHHOLD CHECK TIME 45SEC ± WIND CORRECTION
14. END OF TIME, ASK FOR FLAP 2 AND BASE HDG (100° LEFT/RIGHT OF DOWNWIND HDG)
15. COMMENCE DESCENT @ 400/500FPM.
16. WHEN FLAPS AT 2, SELECT LDG GR DOWN
17. ASK FOR RWY TRK AND TURN FINALS AND ALIGN WITH RWY CENTER LINE
18. CHECK PROFILE, 2 RED & 2 WHITE AND SELECT FLAP FULL. MAINTAIN 700/800 ROD AND PAPI
19. COMPLETE LDG CHECKLIST
20. FOR TOUCH & GO DO NOT SEL REVERSERS AND DON’T APPLY BRAKES
21. AFTER TOUCHDOWN PM TO DISARM SPOILERS, SELECT FLAP 2, SPOOL UP ENGINES
22. ONCE TRIM IS IN THE GREEN BAND SELECT TOGA & ROTATE NORMALLY ON CALL
NORMAL TWO ENGINE CIRCUIT SEL ROSE NAV TO 10NM.

RWY SYMBL SHOULD PASS
THROUGH THE 2.5NM ARC
BEGINING OF DOWNWIND
ABEAM THRESHHOLD
1. FD'S OFF
END OF TIME SEL FLAP 2, CHECK TIME 45 SECS
2. BIRD ON
SEL BASE HDG(100° L/R), ADJUST ACCORDING TO
3. CHECK DISPLACEMENT
ROD 400/500 FPM WIND.
ROTATE TO 15°
+VE CLB SELECT GEAR UP
WHEN GR DN SEL FLAP 3,

1. THR LVR CLB
WHEN APPROACHNG RWY CTR
FOR TOUCH & GO: NO REV , NO BRAKES, 2. SEL FLAP 1, & S SPD
LINE CHECK PROFILE, PAPI - 2 RED
DISARM SPLRS,SELECT FLAP 2, SPOOL UP 3. AT 1500' SEL D/W HDG
& 2 WHITE SEL FLAP FULL,
ENGINES (50%), WAIT FOR TRIM TO COME 4. AFTER T/O C/L
5. ACT APP PH, SPD MAN,
MUST BE STABILISED BY 500FT 6. APP C/L

Briefings
SINGLE ENGINE CIRCUIT
ABEAM THRESHHOLD BEGINING OF DOWNWIND

CHECK TIME 45 SECS 1. FD'S OFF
END OF TIME SEL FLAP 2,
ADJUST ACCORDING TO 2. BIRD ON
SEL BASE HDG(100° L/R),
WIND. 3. CHECK DISPLACEMENT
ROD 400/500 FPM
AT EO, ROTATE TO 12.2° & CENTER

THE BETA TARGET. +VE CLB SELECT
GEAR UP
WHEN GR DN SEL FLAP 3,

WHEN APPROACHNG RWY CTR
LINE CHECK PROFILE, PAPI - 2 RED AT 100FT RUD TRIM 0 FOR TOUCH & GO: NO REV , NO BRAKES, 1. AT 1500FT LEVEL OFF
& 2 WHITE SEL FLAP FULL, DISARM SPLRS,SELECT FLAP 2, SPOOL UP 2. F+ SEL FLAP 1 & SEL S SPD
ENGINES (50%), WAIT FOR TRIM TO COME 3. AT S SPT SEL MCT
4. SEL D/W HDG
5. AFTER T/O C/L
MUST BE STABILISED BY 500FT 6. ACT APP PH, SPD MAN,
7. APP C/L

Briefings
EVACUATION
Irrespective of Pilot Flying in case there is a need to Evacuate,
ALL ACTIONS WILL BE SEAT ORIENTED
There are 2 Types of Evacuation:
1. Planned Evacuation
2. Unplanned Evacuation
PLANNED EVACUATION:
In situations where an emergency occurs in flight which may require an evacuation of passengers after
landing, such as Abnormal Landing Gear, the CCIC(Cabin Crew In Charge) can be briefed and Passengers
prepared to ensure that they can be safely evacuated on landing.
In the event of an emergency inflight, the following procedure should be followed:
1. CCIC should be called into the cockpit and briefed about

a) Type of Emergency,
b) Time to Land
c) Type of Actions
d) Exits NOT TO BE USED
The Capt. should make a brief PA to pax before CCIC is ready for PA regarding emergency announcement.
“Ladies and Gentleman,
Attention please. This is your captain here. We will be making an Emergency
Landing in about ___ minutes. It may be a necessary to evacuate the aircraft
after landing. This can be done successfully. Follow the instructions of your
crew at all times. The cabin crew will now instruct you on the procedures to
follow. Your cooperation is essential.
Thank you.”
If Cabin is not secured Capt. should announce on PA:

"FINISH PREPARATION"
Once Cabin Secured or 1 min to touchdown Capt. to announce on PA:

"BRACE FOR IMPACT"
Once aircraft has stopped and Evacuation is required:

Captain on PA to announce:
"EVACUATE, EVACUATE, EVACUATE", then press EVAC COMMAND
If EVACUATION IS NOT REQUIED, CAPT TO ANNOUNCE:

"CANCEL ALERT, ATTENTION CABIN CREW AND PASSENGERS REMAIN SEATED"

Briefings
CM 1 ACTIONS:
1 Stop the Aircraft and set the Parking Brake.
2 Pick up the Hand Mike and Alert the Cabin Crew & leave Hand mike on Pedestal.
ATTENTION CABIN CREW AT STATIONS
3 Call for ECAM actions
CM 2 ACTIONS:
1 Notify ATC :
PAN PAN PAN/ MAYDAY MAYDAY MAYDAY
When Aircraft is stopped put on Dome light to BRIGHT
3 Carry out ECAM actions displayed on ECAM
These actions are to be carried out as READ & DO ACTIONS.
Then continue with QRHB EMER EVAC Checklist which is a challenge & Response C/L
4 In case there are no ECAM actions displayed, carry out QRHB EMER CHECKLIST
5 In case of ON GND EMER EVAC due to RWY Excursion or if aircraft damage suspected,
ALL 3 FIRE Pb's to be pushed &one agent on each MUST be discharged as per QRHB C/L
6 CM2 can select ENG MSTRS & FIRE Pb's without confirmation of the CM1 on ground.
Before EVACUATION CM 1 MUST CONFIRM:

In case of FIRE, Once agents have been discharged on GND it will take approx 25 secs after the 2nd bottle is
discharged before the agent becomes affective to drowse the fire. In the meantime complete the QRHB EMER EVAC
C/L. In case fire still persists, CM1 will order evacuation. If fire is out evacuation not necessary.
In case Evacuation is required - Capt on PA Announce:

"EVACUATE, EVACUATE, EVACUATE" & PRESS EVAC COMMAND.
Cabin Crew should open ALL EXITS and check which exits are clear of Hazards. In case of
hazard they should block that exit and direct pax towards the safe exits.
In case Evacuation NEEDS TO BE CANCELLED- Capt on PA Announce:
"CANCEL ALERT, CABIN CREW PASSENGERS REMAIN SEATED"
In case Evacuation is initiated by the CCIC;

The EVAC Horn will sound in the flight deck. The Horn should be silenced by pressing the EVAC HORN SHUT OFF
> ALL ACTIONS MUST BE PERFORMED

SYSTEMATICALLY WITHOUT RUSHING;
> ECAM ACTIONS ARE READ AND DO,
WHILE QRHB ARE CHALLENGE & RESPONSE

Briefings
DUTIES OF COCKPIT CREW DURING EVACUATION
(Refer to FCOM PRO-ABN-90-1/10)
IF IT IS POSSIBLE TO REACH THE PASSENGER CABIN

First Officer:
1. Proceeds to Cabin, takes the emergency equipment
2. Evacuates the Aircraft using any one the EXITS
3. Helps Passengers on ground and directs them away from the aircraft.
Captain:
1. Is the last person to leave the cockpit; Proceeds to the cabin and helps in
Passenger Evacuation
2. Is the last person to leave the aircraft; Ensures that all persons have
evacuated the aircraft.
3. Evacuates the aircraft via the REAR DOOR or any other door if he/she can't
reach the rear Exit.
4. On ground takes command of operations until rescue units arrive.
IF IT IS NOT POSSIBLE TO REACH THE PASSENGER CABIN

then the cockpit crew should evacuate the aircraft using the escape ropes
via the cockpit windows. On GND each crew member must direct
the passengers away from the aircraft.

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Briefings

Airbus A320 Procedures

Normal Abnormal Emergency

1 EDITED SEPT 2018

CAPT. VENKAT H. RAM

Personal Notes of Capt. V. H. Ram 2 EDITED SEPT 2018

1 AIRBUS PHYLOSOPHY AND GENERAL PROCEDURES 7

Personal Notes of Capt. V. H. Ram 3 EDITED SEPT 2018

5 ENGINE MALFUNCTIONS AND ABNORMAL ENGINE STARTS 45

Personal Notes of Capt. V. H. Ram 4 EDITED SEPT 2018

7 ENGINE FIRE AFTER V1 54

8 ENGINE FAILURE IN CRUISE 56

9 LANDING IN DIRECT LAW 58

10 DUAL FCU FAILURE 59

12 DUAL HYDRAULIC FAILURE 69

Personal Notes of Capt. V. H. Ram 5 EDITED SEPT 2018

13 ABNORMAL FLAPS AND SLATS 78

16 SMOKE DETECTION AND REMOVAL 88

17 CIRCUIT AND LANDING 94

Personal Notes of Capt. V. H. Ram 6 EDITED SEPT 2018

1.1 AIRBUS GOLDEN RULES A quick review!

Golden Rule 1: Fly, Navigate and Communicate:

Golden Rule 2: Use appropriate levels of automation at all times

Personal Notes of Capt. V. H. Ram 7 EDITED SEPT 2018

Golden Rule 4: Take action if things do not go as expected.

THRUST LEVERS & ENGINE MASTER SWITCHES.

Personal Notes of Capt. V. H. Ram 8 EDITED SEPT 2018

Usage of FCU & MCDU

Use of SPD, HDG, ALT & V/S Knobs:

WITH AUTO PILOT "OFF" FCU changes with

Use of AUTO PILOT & ATHR Pb's:

THIS PORTION OF THE EFIS PANEL CAN BE USED BY THE

Personal Notes of Capt. V. H. Ram 9 EDITED SEPT 2018

CHECKLISTS / ECAM PROCEDURES

PM (Challenges) PF (Confirms & Responds)

Personal Notes of Capt. V. H. Ram 10 EDITED SEPT 2018

The failure will be confirmed on the system page

4. Once the ECAM actions are completed,

"Hydraulic Green Reservoir Overheat; Green

Personal Notes of Capt. V. H. Ram 11 EDITED SEPT 2018

PM will review Wheel page " Affected System Wheel,

The PF will check and announce "Clear Wheel "

The PM will now review failures on the FLT Control Page;

The Status page is reviewed in 2 parts:

Personal Notes of Capt. V. H. Ram 12 EDITED SEPT 2018

Sequence of actions to follow the Summary.

Personal Notes of Capt. V. H. Ram 13 EDITED SEPT 2018

MAY DAY MAY DAY (Squawk 7700) PAN PAN

8. OEB'S (Operation Engineering Bulletins).

Personal Notes of Capt. V. H. Ram 14 EDITED SEPT 2018

10. Reconfiguration Laws.

Personal Notes of Capt. V. H. Ram 15 EDITED SEPT 2018

2. High Angle of Attack Protection

Personal Notes of Capt. V. H. Ram 16 EDITED SEPT 2018

Bank Angle Protection

Low Energy Protection (If Installed)

Personal Notes of Capt. V. H. Ram 17 EDITED SEPT 2018

ALTERNATE LAW ALTERNATE LAW

LOW SPEED STABILITY LOAD FACTOR LIMITATION

LOW SPEED STABILITY

Green Dashes = in Normal Law are

BANK ANGLE PROTECTION:

Personal Notes of Capt. V. H. Ram 18 EDITED SEPT 2018