TRAINING PURPOSE ONLY

ABNORMAL PROCEDURES.
BRIEFING OF ABNORMAL OPERATION
Abnormal and Emergency procedures are actions that the flight crew performs:
- After failures, that the ECAM detects, or
- After failures or situation, that the flight crew detects or encounters (e.g. CKPT WINDOW
CRACKED, OVERWEIGHT LANDING), or
- After an aural alert (e.g. OBSTACLE AHEAD, PULL UP).
When the flight crew performs procedures, the flight crew uses the READ and DO principle
(oral reading).
FAILURE LEVELS
The ECAM has three levels of warnings and cautions. Each level is based on the associated
operational consequence(s) of the failure.
Failure Level priority Color coding Aural Warning Recommended Crew Action
Level 3 Safety Red CRC Immediate
Level 2 Abnormal Amber SC Awareness, and action
Level 1 Degradation Amber None Awareness, and monitoring
FEEDBACK
The ECAM provides the flight crew with feedback, after action is taken on affected controls:
The System Synoptic:
Displays the status change of affected components.
The Memo:
Displays the status of a number of systems selected by the flight crew (e.g. anti ice).
The Procedures:
When the flight crew performs a required action on the cockpit panel, the ECAM usually clears
the applicable line of the checklist (except for some systems or actions, for which feedback is
not available).
The ECAM reacts to both failures and pilot action.
IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE
If an ECAM warning disappears, while a procedure is being applied, the warning can be
considered no longer applicable. Application of the procedure can be stopped.
For example, during the application of an engine fire procedure, if the fire is successfully
extinguished with the first fire extinguisher bottle, the ENG FIRE warning disappears, and the
procedure no longer applies. Any remaining ECAM procedures should be performed as usual
Codigo de colores en los procedimientos de ECAM y QRH.

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ECAM ACTIONS PROCEDURE

PNF PF
First pilot who notices:
Master Caution/Warning...............................Reset
TITLTE OF FAILURE....................................Annouce
FLY NAVIGATE COMMUNICATE
I have control and communications
ECAM actions (OEB)
Initiate ECAM actions (OEB)
Continue until no messages on the E/WD
Clear NAME OF SYST? Clear
LAND ASAP amber or red
Secondary failures
Brief the current situation after the failure and
request Clear *NAME OF SYST Clear after review the actual situation
STATUS Stop STATUS. Request normal C/L, computer
reset and OEB as needed then,
Resume STATUS
Read STATUS carefully and when finish request
remove STATUS? Remove STATUS
ECAM actions complete Come back to normal task sharing.
I have controls, you have communications
Apply MEMORY ITEMS when needed.
When the ECAM displays a warning or a caution, the first priority is to ensure that a safe flight
path is maintained.
TASKSHARING
PF remains with controls unless CM1 decision. PF is responsible for the:
- Thrust levers
- Control of flight path and airspeed
- Aircraft configuration (request configuration change)
- Navigation
- Communications.
PNF is responsible for:
- Monitoring and reading aloud the ECAM and checklists
- Performing required actions, or actions requested by the PF, if applicable
- Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's confirmation
(except on ground).
INITIATION OF PROCEDURES
Procedures are initiated on the Pilot Flying's command.
The PNF should review the overhead panel and/or associated SD to analyze and confirm the
failure, prior to taking any action.
When the ECAM displays several failures, the sequence (action, then request and confirmation,
before clearance) should be repeated for each failure. When all necessary actions are completed,
amber messages and red titles will no longer appear on the E/WD.
When there are several failures, the FWC displays them on the Engine Warning Display (E/WD) in
an order of priority, determined by the severity of the operational consequences. This ensures
that the flight crew sees the most important failures first.

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If an emergency causes LAND ASAP to appear in red on the ECAM, the flight crew must land as
soon as possible at the nearest suitable airport at which a safe approach and landing can be made.
If an abnormal procedure causes LAND ASAP to appear in amber on the ECAM, the flight crew
should consider landing at the nearest suitable airport.
When the ECAM displays several system pages, the sequence (request and confirmation
before clearance) should be repeated for each system page
When crew reaches the STATUS page it is a good moment for resume normal operation and make
and assessment of the actual situation. Read the STATUS carefully in order to take the better
decision.
Once PNF finish the ECAM ACTIONS PF should return the cockpit to the normal situation. PF
remains with controls and PNF with communications.
When ECAM actions have been completed, and the ECAM status has been reviewed, the PNF may
refer to the FCOM procedure for supplementary information, if time permits.
The PF may call out "STOP ECAM" at any time, if other specific actions must be performed. When
the action is completed, the PF must call out: "CONTINUE ECAM".

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MEMORY ITEMS.
LOSS OF BRAKING
CALLOUT LOSS OF BRAKING
x IF NO BRAKING AVAILABLE:
REV................................................................................................................MAX
BRAKE PEDALS..................................................................................RELEASE
A/SKID & N/W STRG....................................................................................OFF
BRAKE PEDALS....................................................................................... PRESS
MAX BRK PR......................................................................................... 1000 PSI
x IF STILL NO BRAKING
PARKING BRAKE..............SHORT AND SUCCESSIVE APPLICATIONS
If the flight crew does not perceive deceleration when required, the flight crew will apply the LOSS
The efficiency of the reverse thrust decreases with aircraft speed. Full reverse thrust may be used
until coming to a complete stop. However, the use of high levels of reverse thrust at low airspeed
can cause gases to re-enter the compressor producing risk of stall and FOD.

Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, because the
same pedal force or displacement produces more braking action in alternate mode than in normal
mode.
The PF calls for A/SKID & N/W STRG OFF and the PNF then executes the action. In case of urgency
and if conditions permitting, the PF can himself select it off without call.
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required.

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EGPWS ALERTS
In case of:
x PULL UP
x TERRAIN TERRAIN PULL UP
x TERRAIN AHEAD PULL UP
x OBSTACLE AHEAD PULL UP
Apply the next procedure:
CALLOUT PULL UP TOGA
AP..................................................................................................................... OFF
PITCH....................................................................................................... PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS.........................................................................................TOGA
SPEED BRAKES lever........................................................ CHECK RETRACTED
BANK...........................................................................WINGS LEVEL or ADJUST

When flight path is safe and the warning stops decrease pitch attitude and accelerate.
When speed is above VLS, and vertical speed is positive clean up aircraft as required.
TERRAIN TERRAIN - TOO LOW TERRAIN
Adjust the flight path or initiate a go-around.
TERRAIN AHEAD - OBSTACLE AHEAD
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on
analysis of all available instruments and information.
SINK RATE - DONT SINK
Adjust pitch attitude and thrust to silence the alert.
TOO LOW GEAR - TOO LOW FLAPS
Perform a go-around.
GLIDE SLOPE
Establish the aircraft on the glideslope, or set the G/S MODE pb to OFF, if flight below the
glideslope is intentional.
During night or IMC conditions, apply the procedure immediately. Do not delay reaction 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.
The Ground Proximity Warning System (GPWS) generates aural and visual warnings, when one of
the following conditions occurs between radio altitudes 10/30 ft (several verisons) and 2 450 ft.
- Mode 1: Excessive rate of descent.
- Mode 2: Excessive terrain closure rate.
- Mode 3: Altitude loss after takeoff, or go-around.
- Mode 4: Unsafe terrain clearance when not in landing configuration.
- Mode 5: Too far below glideslope.

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WINSHEAR
A red flag WINDSHEAR is displayed on each PFD associated with an aural synthetic voice
WINDSHEAR repeated three times.
If windshear is detected either by the system or by pilot observation, apply the procedure.
CALL OUT WINDSHEAR TOGA
AT TAKEOFF:
x IF BEFORE V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated
V1 and the pilot decide that there is sufficient runway remaining to stop the airplane.
x IF AFTER V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
AIRBORNE, INITIAL CLIMB OR LANDING:
THR LEVERS AT TOGA.............................................................................. SET OR CONFIRM
AP (if engaged)...................................................................................................................KEEP
SRS ORDERS...............................................................................................................FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Autopilot disengages if the angle of attack value goes above prot.
If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 .
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
Do not change configuration (slats/flaps, gear) until out of shear.
Closely monitor flight path and speed, PNF should announce speed direction and intensity.
Recover smoothly to normal climb out of shear.
The windshear detection function is provided by the Flight Augmentation Computer (FAC) in
takeoff
and approach phase in the following conditions:
- At takeoff, 3 s after liftoff, up to 1 300 ft RA
- At landing, from 1 300 ft RA to 50 ft RA
- With at least CONF 1 selected.
The warning consists of:
- A visual WINDSHEAR red message displayed on both PFDs for a minimum of 15 s.
- An aural synthetic voice announcing WINDSHEAR three times.
When clear of shear resume normal path and navigation (during climb you can enter on GA TRK
SRS ). Notify ATC about the intensity and the severity of the shear.

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WINDSHEAR AHEAD
The W/S AHEAD message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear.
When a predictive windshear alert (WINDSHEAR AHEAD or GO AROUND WINDSHEAR AHEAD) is
triggered, if the flight crew makes a positive verification that no
hazard exists, then the alert may be disregarded, as long as:
- There are no other signs of possible windshear conditions, and
- The reactive windshear system is operational.
However, always rely on any reactive windshear (WINDSHEAR).
W/S AHEAD RED and W/S AHEAD AMBER. The color of the message depends on the severity and
location of the windshear.
TAKEOFF
Associated with an aural synthetic voice WINDSHEAR AHEAD, WINDSHEAR AHEAD.
x Before takeoff:
Delay takeoff, or select the most favorable runway. Use the weather radar or the predictive
windshear system before commencing takeoff to ensure that the flight path clears any potential
problem areas.
x During the takeoff run:
Reject takeoff if unacceptable airspeed variations occur below the indicated V1, and the pilot
decides that there is sufficient runway remaining to stop the aircraft.
x When airborne:
THR LEVERS...........................................................................................................TOGA
SRS ORDERS.................................................................................................... FOLLOW
LANDING:
Associated with an aural synthetic voice GO AROUND, WINDSHEAR AHEAD.
GO-AROUND..........................................................................................................PERFORM
Evaluate condition for a safe landing by:
Use the weather radar.
Select FLAPS 3 and increase VAPP displayed on MCDU PERF APP page up to a maximum VLS +15 kt.
Use managed speed in the approach phase.
As usual, the slat/flap configuration can be changed, provided the windshear is not entered.
The PWS operates automatically below 2 300 ft AGL, regardless of whether the radar is turned on
or off.
Predictive windshear alerts are inhibited above 100 kt until 50 ft.
The predicted windshear area is indicated by a red and black icon and two yellow radial lines.
Windshear information is available in ARC and ROSE ND modes.
When the ND range is set above 10 nm, a W/S SET RNG 10 nm (Windshear, set range 10 nm)
message appears, requesting the crew to adjust the ND range. It is displayed even if the
weather radar is switched off, provided the WINDSHEAR switch on the weather radar panel is set
to AUTO.

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EMERGENCY DESCENT
How to recognize Imminent or Actual Rapid Decompression:
- LOUD BANG
- FOG IN COCKPIT
- EXCESSIVE CABIN V/S (UNCONTROLLABLE)
- EXCESSIVE CABIN ALTITUDE (WARNING)
CALLOUT EMERGENCY DESCENT (CM1)
CM1/PNF CM2/PF
OXYGEN MASK..ON
INT/RAD SW...INT
CREW COMM..ESTABLISH
SEAT BEALTS.............................ON ALT..............TURN/PULL
ENG MODE SEL..............................................IGN HDG.............TURN/PULL
ATC XPDR 7700....................................CONSIDER SPEED...........................................................PULL
ATC........................................................MAY DAY FMA...........................................................CHECK
CAB ALT > 14.000ft.......PAX OXY MASK MAN ON SPEED BRAKE..................................EXTEND FULL
ADJUST.................................ALT 10.000ft/MORA
..................................................HDG 90
......SPEED: DAMAGE current one
NO DAMAGE Vmo/Mmo
EMERGENCY DESCENT must be always announced by CM1 and started by PF.
First off all put on oxygen mask and establish the communication. Time of useful consciousness
30.000ft 45sg; 35.000ft 30sg; 40.000ft 18sg.
The 1st loop establishes the aircraft in descent the 2nd loop is used to adjust the desired targets
(ALT HDG SPD high or low)
The FMA must read ( THR IDLE OP DES HDG )
Extension of the speed brakes will significantly increase Vls. To avoid AP disconnection and
automatic retraction of the speed brakes allow the speed to increase before starting to use the
speed brakes.
If damage suspected maintain current IAS selecting SPD/MACH mode, if no damage suspected
proceed with Vmo/Mmo.
Notify ATC with Emergency Descent + may day x3 + current hdg and altitude descending.
Deploy manually passenger oxygen mask if cabin altitude exceed 14.000ft
When descent establish:
CABIN CREW RAPID DESCENT ! x2 -- TRIPULACIN DE CABINA DESCENSO RPIDO! x2
PERFORM ECAM ACTIONS.
When descent complete:
CABIN CREW RAPID DESCENT COMPLETED! x2 -- TRIPULACIN DE CABINA DESCENSO RPIDO
COMPLETADO! x 2
Resume normal operation and speeds.
Recommended use of AP and A/THR.
L/G can be extended below 25.000ft and 250kt for a better rate of descent.
To descend from FL 390 to FL 100, it takes approximately 4 min and 40 nm
The crew will be aware that MORA displayed on ND (if available) is the highest MORA within a 80
nm circle round the aircraft.
After taking off the emergency mask following an emergency descent, the crew should close the
mask box and reset the control slide in order to deactivate the mask microphone.

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TCAS WARNINGS
CALLOUT TCAS, I HAVE CONTROL
All Resolution advisory (RA):
x CLIMB
x DESCEND
x MAINTAIN VERTICAL SPEED MAINTAIN
x LEVEL OFF, LEVEL OFF
x MONITOR VERTICAL SPEED
Proceed with:
PNF PF
AP.OFF
FD.OFF FD.OFF
RA....FLY
Go around procedure must be performed when an RA CLIMB or INCREASE CLIMB is triggered on
final approach.
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red area of the vertical speed scale.
If necessary, use the full speed range between Vmax and VMAX.
The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed Indicator (VSI)
green sector within 5 s, and requests that both FDs be disconnected.
Both FDs must be disconnected once APs are disconnected:
- To ensure autothrust speed mode
- To avoid possible confusion between FD bar orders and, TCAS aural and VSI orders
Respect stall, GPWS, or windshear warning.
When CLEAR OF CONFLICT is announced:
Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.
The TCAS can only detect and indicate other traffic that is equipped with a transponder.
Resolution Advisories (RA) are inhibited below 900 ft.
Do not perform a manoeuvre based on a TA alone.

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The stall is a condition in aerodynamics where the Angle of Attack (AOA) increases beyond a point
such that the lift begins to decrease.
STALL RECOGNITION
The flight crew must apply the stall recovery procedure as soon as they recognize any of the
following stall indications:
- Aural stall warning
- Stall buffet
STALL RECOVERY
CALLOUT STALL, I HACE CONTROL
NOSE DOWN PITCH CONTROL..........................................................................APPLY
BANK.....................................................................................................WINGS LEVEL
When out of stall (no longer stall indications) :
THRUST.................................................................INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES..............................................................................CHECK RETRACTED
FLIGHT PATH............................................................................RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft:
FLAP 1...............................................................................................................SELECT
The immediate key action is to reduce AOA, this will enable the wing to regain lift. Simultaneously,
ensure that the wings are level in order to reduce the lift necessary for the flight.
The secondary action is to increase energy by increase thrust smoothly and ensure that speed
brakes are retracted.
Immediate maximum thrust application upon stall recognition is not appropriate, the thrust
increase generates a pitch up that may prevent the required reduction of AOA.
When stall indications have stopped, and when the aircraft has recovered sufficient energy, the
flight crew can smoothly recover the initial flight path.
STALL WARNING AT LIFT-OFF
CALLOUT STALL, TOGA, 15
THRUST........................................................................................................................TOGA
PITCH ATTITUDE............................................................................................................15
BANK.............................................................................................................WINGS LEVEL
If the aural stall warning sounds at liftoff, the flight crew must fly the appropriate thrust and pitch
for takeoff in order to attempt to stop the aural stall warning and ensure a safe flight path.
The flight crew applies TOGA thrust in order to get the maximum available thrust. Simultaneously,
the pilot flying must target a pitch angle of 15 and keep the wings level in order to ensure safe
climb.
Then, when a safe flight path and speed are achieved, if the aural stall warning is still activated the
flight crew must consider that it is a spurious warning.

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UNRELIABLE SPEED INDICATION

CALLOUT UNRELIABLE SPEED
AP/FD............................................................................................................................... OFF
A/THR.............................................................................................................................. OFF
PITCH/THRUST:
Below THRUST RED ALT................................................................................... 15/TOGA
Above THRUST RED ALT and Below FL 100........................................................10/CLB
Above THRUST RED ALT and Above FL 100......................................................... 5/CLB
FLAPS CONF 0, 1, 2 or 3............................................................. Maintain current CONFIG
FLAPS CONF FULL........................................................................................select CONF 3
SPEEDBRAKES..............................................................................................Check retracted
L/G...................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting
NOTES:
*Perform this MEMO ITEMS if the saf conduct of the flight is impacted.
*During cruise maintain pitch of 2.5 and N1 83%(THR angle 20)

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CREW INCAPACITATION.
Crew incapacitation is a real safety hazard which occurs more frequently than many of the other
emergencies. Incapacitation can occur in many form varying from obvious sudden death to subtle,
partial loss of function. It may not be preceded by any warning.
RECOGNITION
x Routine monitoring and cross checking of flight instruments
x Crew members should have a very high index of suspicion of a subtle incapacitation
x If one crew member does not feel well, the other crew must be advised
x Others symptoms e.g. incoherent speech, pale fixed facial expression or irregular
breathing could indicate the beginning of an incapacitation.
ACTION. FLY/NAV/COMM
x Assume control, return the aircraft to a safe flight path, announce "I HAVE CONTROL", use
the take-over pb (for at least 40sec) and engage the on side AP as required.
x Declare an emergency to ATC, MAY DAY
x Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with
the handling of the aircraft. This may include involving cabin crew to restrain the
incapacitated pilot "ATTENTION, PURSER TO COCKPIT PLEASE
x Request assistance from any medically qualified passenger
x Check if a type qualified company pilot is on board to replace the incapacitated crew
member
x Land as soon as practicable after considering all pertinent factors
x Arrange medical assistance after landing giving many details about the condition of the
affected crewmember
x Prepare the approach and read the checklist earlier than usual
x Request radar vectoring and prefer a long approach to reduce workload
x Perform the landing from the fit pilot usual seat.

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MISCELLANEOUS FUEL (JET A)

Runway width: 45m MAXIMUM..54C
Slope: +/- 2% MINIMUM-36C
Altitude: 8000ft (9200ft) if TAT reaches -34 C, monitor on FUEL SD page
Passenger door operation: 65kt that fuel temperature remains higher than -36
Cargo door ops: 40kt (50kt door leeward side) C.
Wipers: 230kt FUEL INNERS....MAX IMBALANCE
Cockpit window: 200kt Full .1 500 kg
Cabin press: 8,6psi, -1psi 4 300 kg 1 600 kg
MAX LOAD FACTOR Clean +2.5g/-1g 2 250 kg ..2 250 kg
Flap/Slat +2g/0g OUTERS MAX IMBALANCE 690kg
FLAPS AND SLATS MIN FUEL FOR T.O 1500kg
CONF 1...........230kt PAN PAN (VLG policy)..1.600kg
CONF 1 + F..215kt MAY DAY..1.200kg
CONF 2200kt HYDRAULIC
CONF 3..185kt 3.000psi 200
CONF FULL..177kt <2.500psi PTU start working
MAX ALTITUDE..20.000ft BRAKES
LANDING GEAR MAX T TO.300C NO BRK FAN
EXTENDED280KT/0.67MN ..150C BRK FAN
EXTENSION..250KT +500C set Parking Brake off
RETRACTION.220KT selection of brake fans should be delayed until
TIRE SPEED.195GS approximately 5 min after touchdown
MAX ALTITUDE..25.000ft STEERING
WEIGHTS 75 Handwheels
MTOW73.500kg 85 Towbarless
MLW...64.500kg 95 Towbar
MWFW61.000kg CREW OXYGEN
WIND LIMITATIONS ABOVE 1.500psiGO
Normal Operation BETWEEN 1.500psi-400psiCHECK
x Crosswind 38kt BELOW 400psi..NO GO
x Tailwind (several versions) 10/15kt APU
Low Visivility Opertaion LOW OIL LEVEL.MAX 10H OPS
x Crosswind 20kt / 15kt Sharklets STARTER.3 attempts, 60 min, 3 more
x Tailwind 10kt START ENVELOPE
x Headwind 30kt BLEED + ELEC.GND up to 22.500ft
AUTOPILOT ELEC..GND up to 41.000ft
Engagement after liftoff.100ft/5sg ENGINES
NPAMDA/DH OIL QTYIAE 11qt + 0.3qt/h
CIRCLING..MDA/DH+100ft .CFM 9,5qt + 0.5qt/h
CAT I.160ft AGL STARTER
CAT II..80ft IAE 3 (2-15s-2-15s-1), wait 30
CAT III..end off roll out CFM 4 (2-20s-2-20s-2-20s-2), wait 15
OTHERS500ft AGL ADR AND ALT TOLERANCES
SPEED SEVERE INTURBULENCE Between GND and ALT1/2.25ft
GND FL150250kt Between GND and STBY300ft
FL 2000 FL 310275kt IRS DRIFT CHECK
FL 330 FL 390 .0.76MN Acceptable 5nm in 1:30h of nav time

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ENGINE FAILURE.
ENGINE FAILURE AND FIRE AFTER V1
ACELERATE AND OP CLIMD
M + MCT
CLEAN AIRCRAFT
At Green Dot
With Eng. Secured andd EO Acc.ALT Pust to level off
ENGG SE
SECURED

I HAVE CONTROL AN AND COM, ECAM ACTIONS

Pull HDG, activate
tivat SEC F-PLAN, manage NAV
400ft
ft A
AGL
Target
Targ Set neutral with rudder and when convenient set rudder trim.
ENG FAIL Positive
osit climb - gear up

V1 VR Rotate the aircraft smoothly to an initial pitch attitude of 12.5 . When safely
airborne follow SRS orders.
An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by decrease
in N1. Engine damage may be accompanied by loud noise, significant increase in aircraft vibrations
and/or buffeting, repeated or uncontrollable engine stalls, associated abnormal indications such as
hydraulic fluid loss, or no N2 indication.
The blue beta target will replace the normal sideslip indication on the PFD. Centre beta target
before compensate with rudder trim.
The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder
should be trimmed out prior to autopilot engagement. Once engaged the rudder trim is manage
through the AP.
CONSIDER the use of TOGA thrust, keeping in mind that for a FLEX takeoff, selecting TOGA
provides additional performance but is not a requirement. TOGA will increase in yawing moment
and an increased pitch rate and is limited to 10 minutes.
Priority must be given to the control of aircraft trajectory. Once the PF has stabilized the flight
path, the PNF confirms the failure and the PF orders ECAM actions.
The flight crew should delay the acceleration for securing the engine. An engine is considered
as secured when the ECAM actions of the procedures are performed until:
ENG MASTER OFF for an engine failure without damage.
AGENT 1 DISH for an engine failure with damage.
Damage means N1 or N2 equals to cero or EGT above max or engine vibrations above 3.
Fire extinguished or "AGENT 2 DISH" for an engine fire.
The acceleration must be made between the minimum acceleration height (this altitude gives
obstacle clearance) and the maximum acceleration height (altitude that can be achieved with N-1
at TOGA on a maximum of 10min)
When the flap lever is at zero, the beta target reverts to the normal sideslip indication.
As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR MCT when the
LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot) and
resume climb using MCT. If the thrust lever are already in the FLX/MCT detent, move lever to CL
and then back to MCT.
When an engine failure occurs after takeoff, noise abatement procedures are no longer a
requirement.

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Since ATC does not know the ENG FAIL procedures it is important, in the event of an actual engine
failure, to report the intended track to be flown in order for them to clear surrounding traffic.

ENG FAILURE NAVIGATION.

Above 400ft AGL pull HDG para no realizar la SID y meternos en la EO SID
A SID B

DP. Deviation Point

EO SID

RWY

1. Antes del DP tendremos la posibilidad de 1. En este caso no existe esta posibilidad ya

insertar la EO SID en la MCDU. Esta salida no
tiene la vuelta al campo programada.
2. Despus del DP tendremos que Pull HDG,
activate SEC-FPLAN; Push to NAV Para poder
volar la EO SID con la vuelta al campo
programada.
que la SID y la EO SID no comparten ningn
punto.
2. Desde el principio haremos: Pull HDG,
activate SEC-FPLAN; Push to NAV Para poder
volar la EO SID con la vuelta al campo
programada.

Con N-1 en T.O la tendremos la lnea del EO SID en el ND automticamente.

ENGINE FAIL IN CRUISE

There are three strategies:
1. Standart strategy
2. Obstacle strategy
3. Fixed speed strategy (ETOPS, not aplicable for VLG)
As soon as engine failure is recognized the PF:
1. Thrust levers to MCT
2. Disconect A/THR
3. Select the speed according to the strategy
a. standard strategy M0.78/300KT
b. obstacle strategt GREEN DOT
4. If require select a new HDG
5. Select and apropiate EO altitude in the FCU and pull for open descent
6. Required ECAM actions

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NOTES:
*Pressin the EO CLR key on MCDU restores the all engine operative predictions and
performance. Reverting is not possible.
*Avoid decelerate below green dot.
*Between 48.0-68.0 tones the ceiling with one EO and ISA is about 25.000ft.

ELECTRICAL.

EMERGENCY ELECTRICAL CONFIGURATION

El PF CM1. Despliegue de RAT 8sg (min Speedy 140kt). Volamos el ley alternativa. Slo
tendremos indicacin de ILS en el ND.
La mayora de los sistemas que quedan operativos son los 1. Alimentacin por gravedad.
Importante resetar el FAC 1. Eng A/I en entra en automtico. Perdemos luces de algunos sistemas
en Overhead panel as como las pantallas del CM2 y el SD.
El CM1 se queda con mucha carga del trabajo as que el CM2 debe dar prioridad a las peticiones
del PF que al ECAM. Al sacar el L/G entramos en ley directa, se recomienda sacar todo el flap antes
que el tren (no std) y bajarlo a 1000ft AGL.

NOTAS SOBRE LA OPERACIN.

Si en una emergencia tenemos GALLEY SHEED se recomienda APU ON para tener otro generador y
as evitar una configuracin de emergencia por un fallo del remaining.

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Cuando el avin no hace lo que queremos debemos actuar: FMGCFCUSidestick

FMA es modo de comunicacin avin-piloto. Leerlo siempre.
NAV
FLY COMM
En caso de anormalidad se notifica a:
1. ATC
2. Tripulacin. NITS.
x Naturaleza
x Intenciones
x Tiempo
x Situacin
3. Operaciones
4. Pasaje. Se recomienda que lo hagan los pilotos para dar ms tranquilidad.
Cuando el PF cede los mandos al PNF es recomendable cambiar el AP y el XPDR a su lado.
Para aumentar la velocidad podemos:
x FCU. Sacando a selected y aumentando el valor.
x Aumentando el Cost Index.
x Poniendo un CSTR de velocidad.
x RTA. Poniendo una hora de llegada a un punto.
Para secuenciar el plan de vuelo se puede dar un directo a el FAP y poner el radial de final (inverso
al curso) o mantener el punto from detrs y el to delante.
La aproximacin con viento se realiza con crap. A 50ft entramos en ley directa y debemos ajustar
el avin al eje de pista.
One Enghien Taxi. Tenemos que alimentar todo el avin por fuentes independientes.
El PF con AP selecciona los modos en el FCU, pero puede pedir al PNF que le ayude con altas
cargas de trabajo.
Oxy Mask. No hacer el test cuando tengamos a gente conectada al avin (coordinador, TMA) los
podemos dejar sordos.
Hay situaciones en las que el ECAM pide A/THR off en app sin que el sistema est inoperativo.
Esto es porque la velocidad en manage no va a ser la correcta ya que la posicin de palanca de
flaps difiere de la real. Se puede dejar en selected speed.
En ley alternativa se recomienda ir en selected para poder ensuciar sin problemas y selectar
manage en final.
NO ROMPER EL LOOP CUANDO ALGN SUCESO NOS HA INTERRUMPIDO.
TCAS en TA cuando tenemos una degradacin de performances. No lo pone en el ECAM.
3 PITCH UP + 60% N1 = VUELO RECTO Y NIVELADO

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ESTE DOCUMENTO EST BASANDO EN LOS FCOM Y FCTM DE VUELING AIRLINES AS COMO EN
PRCTICA DE LA OPERATIVA NORMAL Y DE SIMULADOR. NO ES UN DOCUMENTO OFICIAL Y
SLO TIENE UN USO ORIENTATIVO. SI SE DESEA AADIR Y/O COMENTAR ALGN ASPECTO
PONGASE EN CONTACTO CON:

MARIO CEBRIN SAMPERE

F/O VUELING
mcebriansampere@gmail.com

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