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PERSONAL NOTES OF CAPT.

VENKAT H RAM
Shared with Capt. SP Anil Kumar 2015 Update
Airbus A320 Family
A319 /A320 /A321
Personal Notes of Capt. V. H. Ram

DISCLAIMER:
These are personal training notes of Capt. V.H. Ram. These notes have been compiled from various
documents. The reader is cautioned that the procedures outlined here are not regularly amended
and therefore the reader must refer to official documentation issued by Airbus or their respective airlines
which are legal authorised . Anyone using these notes must understand that these notes cannot be
quoted during training/checks and are STRICTLY not for use in-flight. They are not approved by my
airline Air India or Airbus and the reader is using them at their own risk. Capt. VH RAM

NOTE: CHANGES IN PROCEDURES MAY HAVE TAKEN PLACE SINCE THIS UPDATE.
PLEASE REFER TO FCOM/FCTM/OEB'S/CIRCULARS FOR LATEST PROCEDURES

The best way to fly is the SOP way!


Follow Procedures & Fly Safe ! Happy Landings Always!
Capt. V.H.Ram
vebnar@gmail.com
INDEX
PART 1
1 Airbus Philosophy & Concepts
1) New Golden Rules
2) Checklist & ECAM Procedures
a) Usage of Checklists
b) Usage of MCDU & FCU
c) ECAM Procedures
c) Task Sharing During ECAM Actions
3) Airbus Concepts!
1. The VS1g Concept.
2. Ground Speed Mini
3. SRS Mode. (Speed Reference System)
4. In case V2 is not entered.
5. In case Gross Weight is not entered.
6. FD's OFF T/O

2 Normal Operating Procedures SOP's


a) AIRCRAFT POWER UP.
b) EXTERNAL WALKAROUND
c) COCKPIT PREPARATION
d) CORRECT ADJUSTMENT OF SITTING POSITION.
e) TAKE-OFF BRIEFING
f) TRIM/LOADSHEET DATA
g) BEFORE START CLEARANCE
h) PUSHBACK AND START UP CLEARANCE.
i) NORMAL ENGINE START
j) AFTER START SCAN
Update 2015
Airbus A320 Family
A319 /A320 /A321
Personal Notes of Capt. V. H. Ram
INDEX - PART 1
page 2
Normal Operating Procedures SOP's contd…..
k) FLIGHT CONTROL CHECKS
l)TAXI
m)TAXI FLOW
n) BEFORE TAKE-OFF CHECKLIST
o) TAKE-OFF CLEARANCE
p) MCDU PAGE SELECTION BY PF & PM DURING DIFFERENT PHASES OF FLIGHT
q) DESCENT PREPARATIONS

3 Normal Operating Procedures SOP's


a) SID
b) STAR
c) ILS
d) VOR
e) AIRPORT CHART

4 Limitations
5 Memory Items
6 Engine Starts & Malfunctions
1.) Engine Start Limitations
2) Abnormal Engine Starts
3) Tail Pipe Fire
4) Engine Malfunctions
7 Engine Failures after V1
8 Engine Fire after V1
9 Reject Take-Off
10 Reverser Unlock
11 Abnormal Flap/Slat Configurations
12 Dual Hydraulic Failures
13 Dual FCU Failure
14 Direct Law - FAC 1+ 2 Fault
15 Engine Failure in CRZ
16 Stall Series (Simulator)
17 Evacuation
18 Circuits

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

Airbus Philosophy
1. AIRBUS GOLDEN RULES
(Source of information: Airbus Flight Operations & Training Support.)

Airbus has changed their GOLDEN RULES FOR PILOTS based on research and experiences of Airbus family
and their investigation and analysis of various accidents / incidents from around the world. These golden
rules outline the priority of actions taken by crew flying the airbus fleet of aircraft.

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 & PNF have their tasks clearly outlined clearly and they should perform them as laid down.
The PNF must "ACTIVELY MONITOR' all flight parameters and point out deviations.
Both pilots must maintain their situational awareness and must clear any uncertainty 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 actions have been achieved.

Golden Rule 3: Understand the FMA at all times.


Once the PF 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 FMA, Confirm the FMA and Understand the FMA.
This means that whatever changes are made by the PF, he 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.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

Golden Rule 4: Take action if things don't go as expected.


Every action requires an appropriate reaction by the aircraft. If the PF finds that he has not achieved
this then he must react if required by changing the level of automation. If necessary he should revert to
manual flight. If the PNF finds any discrepancy, he should question the PF, Challenge his action and if
flight safety is compromised be prepared to take over controls.

CHECKLISTS / ECAM PROCEDURES


CHECKLISTS
1. All normal checklists are for challenge and response . The PM will read out the C/L item as a
challenge and the PF will respond to the challenge only after verifying that the current status of the aircraft
in response to the challenge. If the response does not correspond to the required aircraft status
the PF must request the PM to perform the required action or modify his response to reflect the
aircraft status.

Usage of MCDU & FCU Refer to FCTMOP-030 P1-3/30


The FCTM has clearly defined the rules for taksharing in relation to the use of the MCDU & FCU.
These rules keep in mind safe operation and effective CRM between PF & PM.
MCDU : All MCDU inputs must be performed by the PM. They can be performed by the PF during a
temporary change of command. All MCDU changes must be crosschecked.
FCU : When the Auto Pilot is ON, all inputs must be performed by he 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"

ECAM PROCEDURES
Whenever an ECAM warning is triggered along with a Master Caution or Master Warning, the following
procedure is to be followed:
1. ECAM ADVISORY: The crew member who notices the advisory will announce:
For eg: "ADVISORY ON ENGINE system"
The PF will instruct the PM to review the said parameter and can refer to the QRH if time permits.
2. ABNORMAL OPS:
The pilot who first notices the Master Caution / Master Warning will:
> Reset the MC/ MW and
> Announce the title of the failure. For eg: in case of : ELEC AC BUS 1 FAULT
"ELECTRICAL, AC BUS 1 FAULT"
> The PF will the call for " ECAM ACTIONS"
> PM will perform the ECAM actions and once complete and ask the PF
"REQUEST CLEAR ELECTRICAL"
> PF after confirming will announce "CONFIRM …CLEAR" The PM will then clear the ECAM.
> The system page will now be reviewed and then PM will ask to clear the said system page:
PM..."REQUEST CLEAR ELECTRICAL"
> PF after confirming will announce "CONFIRM …CLEAR" The PM will then clear the system page.
> The STATUS page is displayed next and the PM will request t review the STATUS:
Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram
PM …. STATUS?
PF ….. CONFIRM STATUS
The PM will read the status and once complete will ask to remove the page:
PM ….REMOVE STATUS
PF …..CONFIRM REMOVE STATUS
On completion of the said ECAM actions the PM will announce "ECAM ACTIONS COMPLETED"
The crew will now assess the situation and come to a decision.

LIST OF CONDITIONS FOR MAY DAY AND PAN PAN CALL.


As per AI OPS MANUAL PART A CHAPTER 5
MAY DAY MAY DAY 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
EVACUATION
BOMB ON BOARD
VOLCANIC ASH ENCOUNTER
HIJACK
FUEL EMERGENCY

Task Sharing During ECAM Actions:


> Once ECAM actions have been ordered by the PF, it's his duty fly, navigate and communicate, while the PM
is responsible to manage the failure under the PF's command.
> The PM is not allowed to touch the thrust levers even if called for by the ECAM. They are only with the PF.
> Also all guarded push buttons including the ENG MASTER switch, IR, IDG, FIRE pb etc., are the responsibility
of the PM, but he must get confirmation from the PF before using them except on ground.
> The same holds good for any computer reset procedures.
> In case the ECAM warning / caution disappears while applying the procedure, the same may be stopped.

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 :

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

- 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 citified 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 minimmum value.
GS mini = VAPP - Tower Head Wind Commponent
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 Componet & 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.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

3. SRS Mode. (Speed Reference System)


The SRS mode controls pitch to steer the aircraft along a path in the vertical plain at a speed defined by the
SRS guidance law. In SRS mode, the aircraft minntains a speed target of V2 + 10kts in normal engine
configuration, with a pitch angle of 18 ° and a verrtical speed of 120 ft/min .

In case of a Windshear.
In case of a windshear, the pitch angle will increase to 22 °.

SRS Go-Around.
The SRS mode guides the aircraft with the highest speed of VAPP or IAS at the time of TOGA selection
(limited to maximum of VLS + 25kts with all engines operating and VLS + 15kts with one engine inoperative)
until acceleration altitude where the speed target increases to green dot.

In case V2 is not entered.


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

In case Gross Weight is not entered.


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

No FD's at Take-Off
FD's OFF before Take-Off Thrust is set.
No FMA indications will be available TOGA
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.

FD's trip after Take-off initiated (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.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

NORMAL PROCEDURES
Following of SOP's is vital for the safe conduct of a flight. No compromise should be made in this regard.
Sequence of procedures should be followed strictly to avoid missing important steps.
Please refer to FCOM; PRO-NOR-SOP pages for detailed explanation in this regard. A brief outline is given
below for guidance only starting with Aircraft Power Up to 10000 feet & TOD to Landing.
AIRCRAFT POWER UP.
Normally the aircraft will have the GPU or APU connected. In case the aircraft is not powered the steps
outlined under this section should be followed to power up the Aircraft.
APU Fire Test must be carried out before starting the APU.
EXTERNAL WALKAROUND
This is to ensure that the all the visible external parts and equipment of the aircraft are safe and no
leakages are visible. Any discrepancies must be brought to the notice of the AME for rectification before
accepting the aircraft for the flight.
CORRECT ADJUSTMENT OF SITTING POSITION.
It is important to have a correct sitting posture and seat should be adjusted so that the red ball is fully in-
line and hidden behind the white ball. Also the arm rest should provide proper support to the forearm. The
rudder pedals should provide comfortable sitting and normally adjusted to the shoe size of the pilot.
COCKPIT PREPARATION
Given below is the Panel Scan Sequence as per the FCOM and FCTM.
Airbus follows the NO WHITE LIGHTS concept. Blue lights like GND CTL are informatory in nature. The
only light that should remain ON will be the FAULT light on GEN 1 + 2 which will extinguish once
engines are started and GEN's come online.
All ECAM pages must then be checked to ensure that all systems are normal. Particular attention must
be given to Oil quantities and Hydraulic levels and Fuel on board. Also check for STS messages.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

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 all aspects of the flight
so that both crew members are in sync, leaving no room for ambiguity. It must cover flight specific issues,
relavent NOTAMS, Weather,MEL,OEB's and tasksharing including automation usage.
Refer to FCTM and AI A320 Operations Circular 727
Aircraft Type and Model(Tail Strike Awareness)
Complete MCDU Briefing.
D > Data >Refer to A/C STS Page:
> A/C VT- ___, A3____,V2500/CFM______, 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)
> Idle & Perf Factor _________
I > INIT A pg.
FMGS PREPARATION.
F > Flight Plan Page
FMGS preparation also follow the same sequence.
R > RAD NAV Pg
DIFRIPPS. Fill all required fields in this sequence.
I > INIT B Pg. Take off data on INIT B pg and Take-off speeds can
P > PERF Pg be updated once trimsheet is presented and Vspds
P > PRG Pg
S > Secondary Flight Plan
Refer to PDR: Review L/O & WI validity. Check Fuel, Oil & Hydraulic uplifted.
DMR entries check and relavant MEL requirements for deffered snags.
Refer to QRH: Review OEB's for the aircraft. (Check A/C Reg & MSN No)
Refer to Briefing Folder:
DEP Field WX- Confirm within departure minima
T/O Alt Wx in case of LVTO Ops
DEST Wx review
ALT Wx review
NOTAM for DEP. A'Port
Enroute NOTAMS Review
DEST Air field NOTAMS review
Rwy is Dry/Wet. In case wet, Wet Corrections to be applied to T/O Spds.
Use of Anti Ice will be/not be required.
ENG Start Proc - (Auto/Pneumatic - X-Bleed, Manual)
RWY in Use & Expected Push Back Clearance
Expected Taxi Clearance
Use of Radar & Packs

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

Take-Off briefing contd……..


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 n 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 takeoff. 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.
Review Evacuation procedure from QRHB.
Read and review individual actions
Review ESOID if applicable.
End of Briefing.
TRIM/LOADSHEET DATA
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.

BEFORE START CLEARANCE


Once all documents are in order and all data is inserted its time to carry out the Before Start Checklist
LIST TO THE LINE . Once all doors are cleared and all GND equipment has moved away from the aircraft
the PF will announce ARMING OF DOORS which should be confirmed on the DOOR Pg.
PUSHBACK AND START UP CLEARANCE.
Once Pushback/Startup clearance is received, complete the Before Start Checklist below the line.
Before Push back ensure that the NOSE WHEEL DISC memo is available confirming that the tow pin is in
towing position. In case not displayed DO NOT START ENGINES during pushback to avoid any possible
damage to the nose landing gear upon Green System pressurization.
NORMAL ENGINE START
Automatic Engine Start is normally carried out. Refer to Procedure in FCOM.
Ensure that GND CREW clearance is taken before startup.
Once engines are started ensure GND PWR/PNUEMATIC are all disconnected.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

AFTER START SCAN


After Engines are started PF will select the ENG MODE selector to normal. PM will complete the After Start
Flow now. After confirming that everything is normal, PF will advise GND CREW to disconnect.

Once the flow is completed carry out the AFTER START CHECKLIST.

FLIGHT CONTROL CHECKS


As per FCTM (NO-040 P7/10), Flight Control Checks can be carried out at a convenient stage, before
or during taxi. The PF silently applies pressure on the joy stick while the PM checks and calls out full
deflection of Elevators and Aileron. The PF should check that the callouts are as per the side stick input
given by him. For Rudder check the PM will follow the PF while he applies rudder input and calls out the
deflection as observed.
TAXI
On receipt of Taxi clearance PF will taxi out and first check effectiveness of Brakes by applying brake
pressure. Thereafter when clear of active area, PM will carry out the Weather Radar check, ARM the
AUTO BRAKE, T/O Config Check, Check T/O Memo and get Cabin Secured report from the Cabin Crew.
The ATC Transponder is normally set to XPDR mode before pushback as per Ground radar requirement.
Pilots should bear in mind HOTSPOTS around the airfield.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

TAXI FLOW

2. ATC
Depends on airfield ground
radar requirements

A Take-Off briefing confirmation is carried out at this stage specially highlighting any changes from
the earlier T/O briefing.

BEFORE TAKE-OFF CHECKLIST


The Before Take Off Checklist down to the line is now completed.

TAKE-OFF CLEARANCE
Once Take-Off clearance is received, the Before Take Off checklist is completed below the line before
entering the active runway for departure.

TAKE-OFF NORMAL PROCEDURE


Take-Off is a critical phase of the flight and the mental awareness required is very high. It requires that
both pilots are at a very high level of concentration and situational awareness of all aspects such as Runway
being used - TORA, TODA, ASDA; Weather conditions at and around the departure aerodrome;
any specific aircraft MEL requirements which might affect the take-off. Though a pilot is normally
"GO MINDED", he/she must be ready to reject the take-off should a failure/event occur which would affect
the safety of the flight.
Given below is the Normal Take-Off Procedure, but it's important to refer to FCOM/FCTM for complete
information and finer aspects of the same.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

BEFORE OPENING TAKE-OFF THRUST


Once take-off clearance is received and the 'Before Take-Off' Checklist is complete, the pilot must scan
the runway and take-off path to ensure the runway is clear. Birds are a common feature around runways
and can prove dangerous. Weather condition on the take-off path should also be checked and any of these
affecting the take-off should be brought to the notice of the ATC. Also wake from a previous landing aircraft
should be taken into account and a pilot should not get rushed into the take-off by the ATC.
1. ANNOUNCE TAKE-OFF
The PF before advancing the thrust levers must announce the takeoff. "TAKEOFF"
The PF will then move the thrust levers to achieve 1.05EPR/50%N1.
2. STABILIZED CALL
The PM must check that the engines have stabilized by checking the EPR(1.05 on V2500) and (50% N1) on
CFM engines before giving the stabilized call. This is as per AI A320 OPS CIR (M) 702 dated 15.03.2012
3. TAKE-OFF THRUST SETTING
In case X-Wind is at or below 20kts and No Tailwind
Once engine parameters have stabilized (1.05 EPR/50% N1), move the levers gradually to the FLX/TOGA
detent.
In case X-Wind is above 20kts OR Tailwind is above 20Kt
a) From IDLE to 1.05 EPR/50% N1
b) Once Stabilized for V2500 engines - From 1.05 EPR to 1.15 EPR; then to FLX/TOGA detent so as to
reach Take-Off Thrust by 40kts groundspeed. For CFM engines, once stabilized at 50% N1, to 70% N1 and
then to FLX/TOGA detent so as to reach Take-Off Thrust by 40kts groundspeed.
4. Once Take-Off Thrust is set
a) The PF will check and read out the FMA: "Flex 54, SRS, RWY, ATHR BLUE"
FLX 54 SRS RWY ALL FMA CALLS ARE MANDATORY
ATHR BY THE PF.
Captain must now place his hands on the Thrust Levers in case of assisted takeoff.
b) The PM must check time on the Chrono
c) The PM must check and announce 'THRUST SET' after ensuring that the required Thrust is available
and must ensure all parameters are normal below 80kts.
d) The PF should give slight forward input on the side stick to counter the upward movement on
application of Take off Thrust and on reaching 80kt must slowly neutralize the sidestick by 100kts.
e) Maintain directional control with the rudder. Ailerons MUST NOT BE USED to counter the effect of
any X-Wind.
5. 100 kts Callout
The PM calls out "100 KTS" and the PF will cross check and confirms the speed indication on the PFD
Note: The aircraft is now entering the high speed segment of the take-off. A reject above this speed is a
serious matter and must be done only if the PF feels that continuing the takeoff will affect the safety of
the aircraft.
6. V1 Announce
The PM will announce V1, 5kts before the calculated V1 speed. The PF will remove his hands from the
thrust levers. The takeoff must now be completed.
7. VR Announce
On reaching calculated VR speed, the PM will call 'ROTATE' the PF will pull back on the side stick and rotate
smoothly to 15° on the PFD. No rudder input should be applied henceforth. Follow SRS guidance.
UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

8. +ve Climb
Once the aircraft is airborne the PM must announce "+ve Climb" and the PF will order "GEAR UP"
The PM will select the LDG Lever UP and announce "GEAR UP" once the gear is retracted.
9. Thrust Reduction Altitude
On reaching Thrust Reduction Altitude, The PF will bring the Thrust Lever to CLB detent and read the FMA
confirming that the ATHR is now active. Also it's time to restore the PACKS as per procedure.
CLB SRS NAV
ATHR
10. Acceleration Altitude
On reaching ACCL ALT clean up the aircraft as per the speed schedule.
F +ve select Flap 1 & S +ve select Flap 0. Once the flaps are retracted, the PM will select the RWY turnoff
lights and Taxi/Takeoff lights OFF.
11. Transition Altitude
Both pilots will select STD setting on their respective sides and PM will select on STBY Altimeter also.
PF will ask for the After Take Off/Climb C/L. PM will also x-check & call out the FL passing.
In case the transition altitude is at a higher level (eg. Gulf countries), the After Take Off/ Climb C/L
can be done first to the line and on reaching transition altitude completed below the line.
12. 10000ft Checks
Passing 10000ft, LDG lights may be switched off and seat belt at the discretion of the PF.
Ensure before removing headsets that the speaker volume is turned upp.
STANDARD CALLOUTS FOR TAKEOFF

STABILIZED as per AI OPS CIR702

MCDU PAGE SELECTION BY PF & PM DURING DIFFERENT PHASES OF FLIGHT


PF PM
TAKE OFF PERF T/O FLT PLAN
CLIMB PERF CLB FLT PLAN
CRZ PROG FLT PLAN
DESCENT PERF DES FLT PLAN
APPROACH PROG FLT PLAN
UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

DESCENT PREPARATIONS
1. FMGS Preparation
Well before TOD, it is necessary to complete all the preparations for commencing the approach to
land at the destination. The first step in this regard is to prepare the FMGS after receiving the
weather and runway in use at the destination. The data that requires to be fed in is:
F FLT PLAN Page: The type of approach is to be defined ensuring that all the speed
and altitude constraints are in place.
R RAD NAV Pg: Both VOR's to be tuned as required for the initial approach as required
ILS frequency for the RWY in use is defaulted after entering the arrival on the FLT PLAN
page. If LOM height is to be x-checked on the final approach, the frequency shoud be
entered.
P PERF Page: The airfield information received from ATIS should be entered, along with
MDA. Vapp, and Landing Flap should be x-checked and modified if required.
P PROG Pg: VOR, RWY in use as required to be entered.
S SEC FLT PLAN Page: May be a copy of the active or possible alternate runway to be
arrival should be defined in case of multiple runway operation.
Fuel Pred page should be revied for Alternate airfield fuel reqquirements and extra fuel
calculations in case of delay in arrival at the destination.

2. Approach Briefing. (Refer to FCTM NO-080 P4/6)


A comprehensive briefing of the STAR, APP, Lost Communication, Airfield data, Alternate should be
done before reaching the TOD point. (Refer to Chart briefing). The briefing should cover, Destination & Alternate
airfield weather, NOTAMS, Fuel requirements and additional fuel available; expected taxi after landing.

3. Approach Checklist
At transition Level both crew will set airfields QNH. PM will also set the same in the STBY Altimeter.
Thereafter they will do the Approach C/L.

4. Standard Callouts.
Standard callouts are very vital during descent, approach and landing phases.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

AFTER LANDING
Once the landing is completed and the PF disarms the spoilers, the AFTER LANDING FLOW should be done
and the AFTER LANDING CHECKLIST should be completed

Once the flow is completed, carry out the AFTER LANDING CHECKLIST.

UPDATE 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

JEPPESSON CHART BRIEFINGS


SID (STD INSTRUMENT DEPARTURE)
Hyderabad India RNAV SID,VABDI 5 , RWY 27L, 10-3B,
dated _______. Trans Level ________. Read
instructions given.

MSA ______ from _____

Lost Communication Procedure review.

SID MIN CLD GRADIENT

SID waypoints & SPD & LVL restrictions.

HYD India RNAV SID, VABDI 5, 10-3B, dated 10th Feb 12. Transition ALT 7000ft. If unable to comply……..
…………….(Read Instructions given)………………………………………………………unless otherwise authorised by ATC.
MSA 3600ft from HIA VOR. In case of lost communications ….(Review Lost Comm procedure as given).
These SID's require a minimum climb gradient of _______ft/nm up to _______ft. (check & ensure that it can be met).
VABDI 5 departure, HS227 at or below 5600ft, HS129 at or below 6000ft, HS 127 at or below 7000ft, VABDI. ( PM must
X- check on FMGS and with PLAN mode on ND to ensure all SPD & LVL restrictions are available. All SID's must be
flown in Managed mode to ensure all restriction are met. Ensure CRTR pb is selected for awareness.
Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

JEPPESSON CHART BRIEFINGS


STAR (STD INSTRUMENT ARRIVAL ROUTE)
Hyderabad India RNAV STAR, SARKA 6, RWY 27L,
10-2B,dated _______. Trans Level ________. Read
instructions given.

MSA ______ from _____

In case of Holding for delay.

Lost Communication Procedure review.

STAR waypoints & SPD & LVL restrictions.

HYD India RNAV STAR, SARKA 6, Transition RIMAV, 10-2B dated _________. Transiton Level FL 85. If unable to comply
with STAR…………….(Read Instructions given)………………………………………………………at end of STAR.
MSA 3600ft from HIA VOR. In case of lost communications ….(Review Lost Comm procedure as given).
In case of Holding over SARKA, holding will be non standard left hand pattern, 10nm, I/B Crs _____. (Review constraints)
RIMAV, SARKA at or above FL90, HS227 at or above FL85, HS124 at or above 7000ft, HS423 at or above 5600ft and speed
210kts or less. Thereafer expect radar vectors to intercept LOC/VOR .
Thereafter carry out ILS/ VOR briefing as required.

Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

JEPPESSON CHART BRIEFINGS


ILS APPROACH
1. Hyderabad ILS APP Rwy 27, Chart
dated 7th Aug,15, Index 11-2

2. Loc freq 110.9 ISAM, final App Crs


270 , Apt elev, Rwy Elev

5. Missed Approach Procedure

6. LOC(GS out) Descent Profile.

3. Procedure Briefing

7. LOC Descent angle@ 3° GS for given APP SPD

4. Minima Briefing for both ILS &


LOC (GS out). Confirm visibility
as per company AOM

This will be an ILS Approach For RWY 27L, Hyderabad India, Chart Dt.7th Aug'15,11-2. LOC freq___,Final App Course ___,
checked on PFD, ND, RAD NAV pg. A'Port elev _____, Rwy _______, checked with LDG ELEV______ on SD page.
Initial Approach Alt is 4600ft, proceed O/B on radial 108, descending to 3600ft. At 11 DME,commence level base turn
to intercept LOC. Further descent on G/S crossing 4DME ISAM at 3300ft, down to a MDA of _______ft.
Incase of LOC(GS out), FAF will be at 5ILS DME, will descent as per profile (refer 6) to MDA _____ft
CDFA (2430ft + 50ft). In case of Missed App, (review MA Proc). App Spd is ______, LOC Descent angle for 3° will be
be (review 7 above). Confirm the entire procedure on MCDU.

Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

JEPPESSON CHART BRIEFINGS


VOR APPROACH
1. Hyderabad VOR RWY 09R, Chart
dated ________, Index 13-2

2. VOR freq 113.8 HIA, Final App Crs _____.


Apt elev, Rwy Elev________; MSA _____
5. Missed Approach Procedure

6. VOR DME Descent Profile.

3. Procedure Briefing

7.Descent Gradient @ 3° angle for given APP SPD

4. Minima Briefing for CDFA App (add 50 ftto given minima)


Confirm visibility as per company AOM.

This will be an VOR Approach For RWY 09R, Hyderabad India, Chart Dt____,13-2. VOR freq______,Final App Course ___,
checked on ND, RAD NAV pg. A'Port elev _____, Rwy _______, checked with LDG ELEV______ on SD page. MSA_____.
Initial Approach Alt is 4600ft, proceed O/B on radial 248, descending to 3600ft. At 8 DME,commence level base turn
to intercept Radial ____. FAF_____, descend as per Profile, down to a MDA of _______ft CDFA. In case of Missed Approach
Climb on………(Review Missed App Procedure).

Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

JEPPESSON CHART BRIEFINGS


AIRPORT CHART BRIEFING

Airport ID

Plan View of Airfield for proper Orientation

Lighting, PAPI, Usuable Lengths

High Speed Taxi Tracks, TORA from head


& in case of intersection Take-offs

HOT SPOTS

Requirement in case LVP in force.

Airfield briefing is important for proper orientation of the airfield. It should cover all the above points with special
reference to expected taxi for take-off or after landing. Hot Spots should be identified on taxi route as per the taxi
instructions given by ATC. Both pilots must be looking out and PM should prompt PF based on the taxi instructions.
In case separate chart is provided for bigger airfields with detailed view, the same must be used during taxi.

Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

LIMITATIONS
A quick look at some important system and operational limitations!
WEIGHT LIMITATIONS (Kgs)
STRUCTURAL A320
A319 A320 A321
LIMITATIONS Sharklets
Max Taxi Wt 68400 73900 77400 89400 Takeoff is not recommended on
Max T/O Wt 68000 73500 77000 89000
Max Ldg Wt 61000 64500 66000 75500
Maz ZFW 57000 60500 62500 71500
Min Wt 35400 37230 37230 47500
ELECTRICAL
AIRPORT OPERATIONS
Max cont load per GEN: 100% (90kva)
A319 A320 A321
Rwy Slope ±3% ±2% ±2%
Rwy Alt 12000 ft 12000 ft 9200 ft
Rwy Width 45 m 45 m 45 m
Max X-W(D) 38 kt 38 kt 38 kt APU Enhanched A/C's
Max TW 15 kt 15kt 15 kt Rotor Spd: Min N...107%
Max EGT: 675 (Operation)
Min for Start below FL350: 1090°
V2500 Min for start above FL 350: 1120°
EGT Limitations CFM APU Starter Cycle: 3 cycles 60min
IAE
Start 725°C 635 cooling 3 more cycles
APU BLEED LOADS:
T/O & GA 950°C 635
Air Bleed for W/AI not permittted
MCT 915°C 610
For 1 Pack: upto FL 225
VIB N1 6 Units 5 Units For 2 Pack: upto FL 150
VIB N2 4.3 Units 5Units Bleed Extraction ENG Start: FL 200
APU ELECTRICAL LOADS:
MAX EGT LIMIT IS 5 MIN FOR TAKEOFF /
GO AROUND & 10 MIN IN CASE OF ENG
APU A320 Classic
Max EGT: 725°C
ENG OIL V2500 Max for start: 1038°C
CFM Rotor Spd: Min N...107%
Limitations IAE
Min Start -40°C -40°C APU BLEED LOADS:
Min T/O 50°C 50°C Air Bleed for W/AI not permittted
Max Trans 155°C 165°C For 1 Pack: upto FL 200
For 2 Pack: upto FL 150
Max Cont 140°C 155°C
Bleed Extraction ENG Start:
Min Qnt 9.5± 0.3 q 11± 0.3 q
< 200 Kts FL 150
Oil Pr ADV < 16psi < 16psi > 200 Kts FL 200
> 90psi > 90psi
Oil Temp ADV > 140°C > 140°C
Oil Qnt ADV <3q <3q

Update 2015
AirbusA320 Family
A319 / A320 / A321
Personal Notes of Capt. V.H. Ram

TAIL STRIKE SPEED


A319 A320 A321 A319 A320 A321
LIMITS LIMITATIONS
LDG
13.9° 11.7° 9.7° VMO/MMO
Compresssed 350/.82 350/.82 350/.82
LDG Extended 15.5° 13.5° 11.2° VLE 280/.67 280/.67 280/.67
PM Callout 10° 10° 7.5° VLO(RET) 220kts 220kts 220kts
VLO(EXT) 250kts 250kts 250kts
Air Cond / V2500
CFM Max Tyre GS 195kts 195kts 195kts
Press IAE
RAM AIR Inlet
P < 1psi P < 1psi CKPT Window
Open 200kts 200kts 200kts
Max +ve Cab
+8.6psi +8.6psi
Diff Pr.
Max -ve Cab Windshield Wiper
-1psi -1psi
Diff Pr. Max Spd: 230 kt

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal notes of Capt. V. H. Ram

MEMORY ITEMS
The following procedures should be applied without referring to paper.
1. CREW INCAPACITATION PRO-ABN-80 P 34/144
2. EGPWS 34.04
3. Immediate Actions of EMER DESCENT (Refer to EMER DESCENT NOTES) 80.05
4. Immediate Actions of UNRELIABLE AIRSPEED (Refer notes on Unreliable Airspeed Pg.8 & 9)
5. LOSS OF BRAKING 32.01
6. STALL RECOVERY 80.07
7. STALL WARNING AT LIFT-OFF 80.07
8. TCAS 34.06
9. WINDSHEAR 80.10
10. WINDSHEAR AHEAD 80.10

1. CREW INCAPACITATION (Refer to PRO-ABN-80 P 34/144)


If a cockpit crew member becomes incapacitated, the remaining crew member MUST call a cabin
crew as soon as possible:
ON P.A. "ATTENTION, PURSER TO COCKPIT PLEASE"
The purser/cabin crew must:
1. Tighten and manually lock the shoulder harness of incapacited crew member;
2. Push the seat completely back;
3. Recline the seat back.
4. Request assistance from any medically qualified passenger.
5. Check if any qualified company pilot is on board to replace the incapacited crew member.

2. EGPWS (Refer to 34.04 QRHB)


CAUTION: DURING NIGHT OR IMC CONDITIONS, APPLY PROCEDURE IMMEDIATELY. DO NOT DELAY
ACTION FOR DIAGNOSIS.

During daylight VMC conditions, with terrain and obstcles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert stops
or a safe trajectory is ensured.

In case of:
" PULL UP " - "TERRAIN TERRAIN PULL UP"
"TERRAIN AHEAD PULL UP"
"OBSTACLE AHEAD PULL UP"

AP…………………………. OFF
PITCH……………………. PULL UP
(Pull to full backstick and maintain in that position)
THRUST LEVERS …….. TOGA
SPD BRAKES ………….. CHECK RETRACTED
BANK ……………………… WINGS LEVEL or ADJUST

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal notes of Capt. V. H. Ram
MEMORY ITEMS Contd……..

3. Immediate Actions of EMER DESCENT (Refer to PRO-ABN-80P 23 & 24/144)


IMMEDIATE ACTIONS:
1. CREW OXY MASKS …………. ON
2. EMERGENCY DESCENT ON PA …………….. ANNOUNCE
3. SIGNS ………………………………………………….. ON
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 DESCENT ESTABLISHED:


6. ALTITUDE SELECT ……………………………….. FL 100 or MEA
7. ENG MODE SELECTOR ………………………… IGN
8. ATC …………………………………………………….. NOTIFY
9. ATC XPDR ……………………………………………. 7700

AT ANY POINT IF CABIN ALTITUDE CROSSES 14000 FT


PAX OXY MASKS……………………………………….. ON
For detailed explanation refer notes on Emergency Descent.

4. Immediate Actions of UNRELIABLE AIRSPEED


MEMORY ITEMS:
AP/FD ……………………………………………………… OFF
ATHR ……………………………………………………… OFF
PITCH/THRUST: (Depending on stage of Occurance)
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 on Pg. 8 & 9

5. LOSS OF BRAKING (Refer to PRO-ABN-32P 45/52)


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
Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal notes of Capt. V. H. Ram
MEMORY ITEMS Contd……..

LOSS OF PARKING BRAKE (AIRBUS A 320 CLASSICS ONLY)


Ref: Air India Mandatory Circular A 320 # 497(LOSS OF PARKING BRAKE)
Ref: AI Mandatory Circular A 320 # 510(LOSS OF PARKING BRAKE DUE TO YELLOW SYSTEM FAILURE)
1.PARKING BRAKE …………. RELEASE
2. A/SKID N/W STRG …….. ON
3. BRAKE PEDALS ………….. PRESS
The Green System takes over now provided Engine # 1 is running
NOTE: DO NOT SELECT N/W STRG TO OFF OR PRK BRK ON.
4. Ensure Chocks in place before shutting down Eng #1

6. STALL RECOVERY Refer to notes on Stalls on pg.28 & 29


7. STALL WARNING AT LIFT-OFF

8. TCAS WARNINGS (Refer PRO - ABN -34 P 77/108)


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 RED NO FLY
Respond promptly and smoothly to an RA by adjusting or mainaining AREA
the pitch, as required to reach the green area and/or avoid the red 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 annonnced, resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as required.

9. WINDSHEAR (Refer to PRO -ABN - 80 P 142/144 or QRHB 80.10)


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 takeoff 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 backstick
if necessary. If needed to minimize the loss of height, increase this pitch attitude.
Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal notes of Capt. V. H. Ram
MEMORY ITEMS Contd……..
Airborne, Intial 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 backstick
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 (Refer to PRO -ABN - 80 P 142/144 or QRHB 80.10)


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.

WINDSHEAR ADVISORY

MONITOR RADAR DISPLAY

WINDSHEAR CAUTION

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal notes of Capt. V. H. Ram

MEMORY ITEMS Contd……..

WINDSHEAR AHEAD contd……


WINDSHEAR AHEAD
WINDSHEAR AHEAD

GO AROUND
WINDSHEAR AHEAD

WINDSHEAR WARNING

WINDSHEAR AHEAD RED WINDSHEAR AHEAD WINDSHEAR AHEAD


1. BEFORE TAKE OFF: Delay takeoff 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 GO-AROUND …………. PERFORM
Use full back stick if required.

Update 2015
Airbus A320 Family
A319 / A320/A321
Personal Notes of Capt. V. H. Ram

NORMAL & ABNORMAL PROCEDURES


Engine Starts/Malfunctions
V2500 ENGINE STARTER CYCLE CFM 56 ENGINE STARTER CYCLE
LIMITATIONS LIMITATIONS
3 Starter duty cycles:
2 starts of 2 mins > Cooling 15 secs in-between 4 Starter duty cycles:
3rd Start of 1 min; or 4 min cont cranking Pause between Cycles> 20secs
followed by 30 min cooling. After 4 attempts > 15 minutes

No running engagement of starter when No running engagement of starter when


N2 is > 10% on Ground & N2 is > 20%

FADEC PROTECTION (V2500 Engines) FADEC PROTECTION (CFM Engines)


Self powered above 10% N2. During Auto Self powered above 15% N2. During
Engine start monitors engine for abnormal Auto Engine start on ground will provide
start upto 50%N2. In case of abnormal start
an additional start attempt. "NEW
upto 50% N2, automatically aborts the start
and carries out a dry crank. "AUTO CRANK START IN PROGRESS" FADEC also
IN PROGRESS" In case of MAN Engine has the authority to abort a Manual
start does not provide auto abort in case of Start on ground upto 50% N2 in case of
abnormal start. high EGT.

V2500 Engines: CFM 56 Engines:


EGT LIMITATIONS: Engine Starts 635°C 725°C
VIBRATION LIMITATIONS: Max N2 Vib = 5 units N1 = 6.0 & N2 = 4.3 units
OIL Quantity 11qts + 0.3qts/hr 9.5qts + 0.5qts/hr
IGNITION(Auto Start):
V2500 Engines: IGN comes ON after 50sec delay in auto start and cuts off automatically after 43% N2
CFM 56 Engines: IGN comes ON at 16% N2 and cuts off automatically at 50% N2

1. AIRBUS A320( V 2500 ): PRO-NOR-SOP-08P 4/10


In case Gnd Crew reports FUEL LEAK from the Fuel Drain Mast during Start:
Run the engine at IDLE for 5 min. If the leak stops then the aircraft can be dispatched without
maintenance action. If Fuel leak continues after 5 minutes the shut down the engine for
maintenance action before the flight.
2. AIRBUS A320( V 2500 ): PRO-NOR-SOP-08P 5/10
Abort the engine start when N2 vibration exceeds the 5 units advisory threshold(pulses green)
as this may indicate BOWED ROTOR CONDITION . Initiate subsequent start after the engine has
completely spooled down and ensure N2 Vibrations is below 5 Units. This procedure may be
repeated a maximum of 3 times. Beware of starter motor limitations.
3. AIRBUS A320( All ): PRO-NOR-SOP-08P 1/10
In case electric power supply is interrupted during the start sequence (indicated by the loss of
ECAM DU's), abort the start by switching off the ENG 2 Master switch and perform a 30sec dry
crank.
Update 2015
Airbus A320 Family
A319 / A320/A321
Personal Notes of Capt. V. H. Ram
Abnormal Engine Starts
In case of an abnormal start follow the procedure given on the ECAM.
Abnormal Engine Starts Abnormal Start Procedures
1.HOT START EGT OVER LIMIT
Refer to FCOM PRO-SUP-70 P6/19 Power Plant Supplementary
2.HUNG START
Procedures Chapter for Abnormal Engine Starts:
3.WET START
4.IGN FAULT (No light up in 20 secs) 1. Manual Engine Start;
5. NO N1 ROTATION 2. External Pneumatic Power;
3. Cross Bleed Start;
6. STALL
4.Start Valve Manual Operation.
7. START VALVE FAULT
ALL ACTIONS ARE READ & DO

DRY CRANKING
Dry Cranking is to be carried out in case of HUNG START, or any
interupption of the start sequence due to electrical failures.
V2500 (IAE) Engines: 50secs
(Reference FCOM: PRO-SUP-70 P8/18)
CFM Engines : 30secs.
(Reference FCOM: PRO-SUP-70 P10/18)

AFTER ANY ABNORMAL START, SUBSEQUENT START ATTEMPTS MUST BE DONE


USING THE MAN START PROCEDURE. ALL SUCH STARTS ARE READ & DO(Refer 3.04.70)

N2 Vibration: Engine Start should be aborted in case N2 vibration exceeds 5 units on V2500 engines.
A max of 3 starts can be carried out with this problem which may indicate Bowed Rotor Condition .

Manual Engine Start Procedure

IAE V2500 Engine CFM 56 Engine


1. Select Mode Sel IGN 1. Select Mode Sel IGN
2. Select MAN Start Pb ON 2.Select MAN Start Pb ON
3. After 50secs N2, Eng Master ON 3. At 20% N2, Eng Master ON
Note: FADEC does not provide auto Note: FADEC Auto Abort is available in
abort in case of a Manual Engine Start. case of abnormal start.

It is recommended to Use MAN START procedure in strong tailwind with V2500 engines.

V2500 Engines: After a shutdown period af more than 2hrs, operate the engine at idle or near
idle for at least 5 min to avoid THERMAL SHOCK , before advancing the thrust lever to high power.
CFM 56 Engines: After start to avoid THERMAL SHOCK , the engine should be operated at idle or near idle
at least for 2 min before advancing the thrust lever to high power.

Update 2015
Airbus A320 Family
A319 / A320/A321
Personal Notes of Capt. V. H. Ram
Abnormal Engine Starts contd….

ENGINE TAILPIPE FIRE :


A tailpipe fire may occur at engine start or shutdown due to excess fuel in the combustion chambre 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 or some fuel
burn in the AFT LP TURBINE RACE. This fire is contained within the engine and has minimum risk to
develop in an engine fire.

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 Pg. 2.23

After Landing:
V 2500 Engines: After operation above REV IDLE thrust, or after operation at power above normal taxi
maneuvering power, run the engine at idle or near idle for a 3 min cooling period, to avoid rotor case
interactions that cause performance degradations of the engine, and possible HPC blade damage.

CFM 56 Engines: After landing, operate the engines at idle for 3 min before shutdown in order to
thermally stabilize the hot section.

Update 2015
Airbus A320 Family
A319 / A320/A321
Personal Notes of Capt. V. H. Ram

ENGINE MALFUNCTIONS.
The 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
4. Low Oil Pressure / Low Oil Level
5. Reverser Unlocked
6. Engine Fire

ENGINE STALL: An engine stall is a compressor surge. Since air compression in turbo jet engines is
achieved aerodynamically as air passed 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 takeoff or high power settings is charecterised 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 takeoff or low power settings is charecterised 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.
An engine stall may be recoverable with or without any crew action or mat be non recoverable.
Depending on the situation it may or may not be required to shut down the engine in flight. If
after retarding the affected engine thrust lever the stall ceases, the engine may be operated on 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 advanced slowly forward
as long as the stall does not reoccur. In case of a non recoverable stall, if stall conditions still
persist after a thrust is brought to idle, an engine shutdown is to be carried out.

Update 2015
Airbus A320 Family
A319 / A320/A321
Personal Notes of Capt. V. H. Ram

ENGINE FLAMEOUT: A 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
Whenever vibration level increase beyond a threshold, an advisory is generated, highlighting the
affected engine. After cross checking the other engine parameters, thrust should be reduced below
the advisory level. Refer to Air India Ops Mandatory Circular for actions in case of High ENG VIB.

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 takeoff. High OAT also
has an effect on EGT. However a sudden rise of EGT when takeoff thrust is set may indicate a
malfunctioning engine.

LOW OIL LEVEL/LOW OIL PRESSURE: Low Oil Level alone is not a symptom of engine failure. However
Low Oil Pressure is the sign of an imminent engine failure.

REVERSER UNLOKCED: Thus can be a dangerous situation which can lead to loss of control of the
aircraft. When a reverser comes out of its fully stowed position, the FADEC automatically reduces the
affected engine thrust to idle. However the crew must also bring back the thrust levers to idle and
reduce speed. The engine must be kept at idle even in the absence of any buffet, but in case buffet is
felt, then the reverser is partially deployed and pressurised and it is imperative to shut down the
affected engine. Also refer to Reverser Unlock Procedure Notes discussed later.

ENGINE FIRE: An engine fire can occur at any time. It is mostly due to inflammable liquid coming into
contact with very hot engine parts like the compressor, turbine or combustion chamber casings. This
is caused by leaks, pipe ruptures, damaged gear box assemblies. Flammable liquids include fuel, oil
and hydraulic fluids. When the fire warning triggers, Engine Fire ECAM action must be carried out.
Do not confuse Engine Fire with Engine Tail Pipe Fire explained earlier.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Note of Capt. V.H. Ram

EMERGENCY PROCEDURES
Engine Failure on Take-Off after V1. LAND ASAP
1. THRUST LEVERS …………………………………….MAINTAIN FLX/SELECT TOGA
Reduced thrust takeoff 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
TOGA
- When PNF calls "ROTATE", smoothly rotate to 12.5º or SRS MAY BE
3. "POSITIVE CLIMB" ……………………………………………….. GEAR UP CONSIDERED
- Reduce drag as soon as possible.
4. MAINTAIN DIRECTION ………………………… With Rudder Pedals.
The PF will maintain Directional Control of the Aircraft
The blue beta target will replace the nomal 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
Thumb Rule: LIVE ENG > LIVE RUDDER
5. When ENG 1(2) FAIL ECAM Triggers: NOTE:
THE USE OF AUTOPILOT IS
1. PM will read out the ECAM MSG
STRONGLY RECOMMENDED
2. SELECT MODE SEL ……..IGN
3. PULL HDG (or follow EOSID)
- When no Special single procedure is established for the airfield.
THR LVRS ARE WITH THE PF. PF
WILL RETARD THE AFFECTED
NOTE: ENGINE MUST BE SECURED BEFORE ACCELERATION ENGINE THR LVR ONLY AFTER
What do you mean by securing the engine? CONFIMATION OF THE PM.
SIMILARLY ENG MSTR IS WITH THE
PM TO BE CUT ONLY AFTER

PF announce: "I have controls and


communication" while PM will be
carrying out ECAM actions.
In case of Engine Flameout witout any Damage:
>> 400FT………...……….………… ECAM ACTIONS (Follow the ECAM Actions displayed)
a) Thrust lever……..…(Affected ENG)……………………(PF)…………IDLE
PM must confirm correct T/L before PF retards the failed engine thrust lever.
b) Engine Master ………………………………...……….. …..(PM)………OFF
PF must confirm failed engine master switch before PM switches off master switch.
>>>> PM will announce ENG 1(2) SECURED <<<<

In case of Engine Damage: (XX on IAE engines & 00 on CFM Engines)


a) Effected Engine Fire Pb Push (after confirmation by PF) …….....PUSH
b) AGENT 1 ………..……...……...………………………...…….DISCHARGE
>>>> PM will announce ENG 1(2) SECURED <<<<

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Note of Capt. V.H. Ram
Engine Failure on Take-Off after V1 contd……..
8. 100 FT TO ACCL ALT ………………………………………………SEL VS 0
- Level off 1500ft
In case Engine is not secured, level off at 1500ft and do not accelerate till engine is secured.
- Do not exceed the Max Acceleration Altitude.
As per AI Company policy, Max Acceleration Altitude is 1500 ft.
Once Engine is Secured accelerate & retract flaps on schedule:
F+ …... SELECT FLAP 1
S+…….SELECT FLAP 0
9. SELECT GREEN DOT SPEED
- After selecting flaps 0, PF calls for selecting green dot speed
10. AT GREEN DOT:
a) ALT SEL ………………PULL
b) MCT …………………….SELECT
- At green dot speed select and pull altitude cleared by ATC and bring thrust levers to MCT.
- READ FMA MCT OPCLB HDG
12.ECAM ACTIONS UPTO STATUS
- PNF reads and performs ECAM actions upto status including attempting engine relight
13. AFTER T/O CHECKLIST
14. READ STATUS.
- Read and carry out actions on STS Pg

Preparing to return back for landing:


Till all ECAM actions have been completed including Approach C/L, and MCDU is set up for
the required approach, Wx monitored, join the hold. Once ready for the approach and
when cleared by ATC, PF will ask for IMM EXIT. Check landing performance requirements.
Check gross Wt is within limits for ldg. If not apply OVERWEIGHT LDG Procedure.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

EMERGENCY PROCEDURES
Engine Fire on Take-Off after V1. LAND ASAP
PM must cancel Audio Warning.
1. THRUST LEVERS …………………………………….MAINTAIN FLX/SELECT TOGA
2. Vr …………………………………………………………………….. ROTATE
- When PNF calls "ROTATE", smoothly rotate to 12.5º or SRS TOGA
3. "POSITIVE CLIMB" ……………………………………………….. GEAR UP MAY BE
- Reduce drag as soon as possible. CONSIDERED
4. MAINTAIN DIRECTION ………………………… With Rudder Pedals.
The PF will maintain Directional Control of the Aircraft
The blue beta target will replace the nomal 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
Thumb Rule: LIVE ENG > LIVE RUDDER
5. When ENG 1(2) FIRE ECAM Triggers: NOTE:
1. PM will read out the ECAM MSG THE USE OF AUTOPILOT IS
2. SELECT MODE SEL ……..IGN STRONGLY RECOMMENDED
3. CHECK TIME.
4. PULL HDG (or follow EOSID)
- When no Special single procedure is established for the airfield.
NOTE: ENGINE MUST BE SECURED BEFORE ACCELERATION
What do you mean by Engine Secured?
Engine is considered secured in case of a fire only when the fire has been sucessfully
extinguished. In case of uncontrolled fire, the engine is not considered secured and
an immediate return back for landing should be carried out. Depending on visibility
and given situation an 80/260; Visual approach can be attempted to put the aircraft safely
on the ground ASAP.
ECAM ACTIONS AT 400 feet.
>> 400FT………...……….………… 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.
b) Engine Master ………………………………...……….. …..(PM)………OFF
PF must confirm failed engine master switch before PM switches off master switch.
c) Effected Engine Fire Pb Push (after confirmation by PF) …….....PUSH
Wait for auto coundown of 10 secs and then
d) AGENT 1 ………..……...……...………………………...…….DISCHARGE
Wait for auto coundown of 30 secs and then
e) AGENT 2 ………..……...……...………………………...…….DISCHARGE
Fire should be under control within 25secs of 2nd Agent discharge.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

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………….


>>>>>> PM WILL ANNOUNCE ENG 1(2) NOT SECURED <<<<<
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.

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.
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.

UPDATE 2015
AIRBUS A 320 Family
A319 /A320 / A321
Personal Notes of Capt. V.H. Ram
EMERGENCY PROCEDURES
REJECT TAKE-OFF
Rejecting a takeoff 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 PNF, his hand should be
on the T/L's once T/O thrust is set. Above 100kts specifically 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, Engine Fail, Rev Unlock
or malfunctions which suggest that the A/C will not fly safely should be considered above 100kts and
below V1 to reject a T/O.

80Kts 100Kts V1
Critical in case of
Short Fields GO

ACTIONS DURING A REJECT TAKE-OFF


CM1 CM2
CALLS 'STOP'
SETS Thrust Lever to Idle Monitors
Select MAX REV THRUST REV GREEN + SPLRS +DECEL
Advises ATC fo Assistance
PAN PAN PAN'
Cancels any Audio Warnings
ONCE AIRCRAFT STOPS
STOW REVERSERS
SELECTS PARK BRK ON
Advises Cabin Crew: 'CABIN CREW TO STATIONS'
Calls for ECAM ACTIONS CARRIES OUT ECAM ACTIONS

IF EVACUATION REQD WHEN CALLED FOR BY CM1


ENSURES EMER EVAC C/L COMPLETED READS AND CARRIES OUT EMER EVAC C/L
ORDERS EVACUATION ON PA
PRESSES EVEC HORN & CANCELS
COCKPIT AUDIO WARNING ADVISES ATC OF EVAC
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. VH Ram
EMERGENCY PROCEDURES
Engine Reverser Unlock
In-flight when a Thrust Reverser gets unlocked;
1. The FADEC automatically selects the affected Engine to Idle.
2. Above 70% N1 the auto re-stow function is inhibited.

Procedure:
1. Affected Thrust Lever …………… IDLE
If Buffet is felt (Rev is still pressurized): SI
2. Affected Engine Master …………. OFF
3. Max Speed ………………………..240kts
Note: The side slip index will now be replaced by a RED SI flag.
4. Rudder Trim ………………….Full Left or Right
The effect of yaw will be high as engine is pressurized.
5. Control Hdg with Roll
6. Continue with Engine Shut Down Checklist

Approach Procedure:
(Follow procedure as displayed on STATUS page)

Before commencing the Approach apply the Landing Distance Procedure. Due to high
approach speed, ensure that the landing distance is sufficient.

Max Speed ……………………… 240kts


App Speed ……………………… Vref + 55kts
When committed to land:
Rudder Trim …………………….5º Left/Right
Continue and land with the above trim as yaw due to the pressurized reverser is high.
GPWS Flap Mode ……………..OFF
ATHR ……………………………. OFF
At 800ft AGL App Spd………… Vref + 40kts
Reduce speed so that you are Vref + 40kts over Threshold

Note if Buffet is not present (Rev Unlocked but not pressurized)


Engine need not be shut down.
Note: The side slip index will now be replaced by a BLUE SI flag. SI

Follow approach procedure as given in Status page.


Expect Config 3 landing & Vref + 10kts

Refer to Air India Man Ops Circular # 511 - In flight deployment of Thrust Reverser.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. VH Ram
EMERGENCY PROCEDURES
ABNORMAL FLAPS/SLATS

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 Activaton.

As a result of these failures:


>>> Fllight Controls Laws may Change.
>>> Selected speed must be used.
>>> Approach speeds & LDG distance willl increase.
>>> Review appropriate procedure from QRHB.
>>> Go-Around procedure will change depending on failure.
>>> Fuel consumption will increase - in case of diversion.

ABNORMAL FLAPS/SLATS may be:


>> 1. SLATS/ FLAPS System 1+2 Fault
>> 2. SLATS / FLAPS LOCKED
>> 3. SLATS /FLAPS ASYMMETRY
>> 4. LEVER Fault
>> 5. INDICATION Problem

REMEMBER:
1. ALL SPEEDS ARE SELECTED
Any problem with Slats / Flaps, always fly selected speeds, so that ATHR remains in SPEED MODE
2. ALWAYS FLY Vfe NEXT - 5 Kts
3.For Vapp & Ldg Dist Reqd; Refer to QRHB PER-27A
4. LDG Config 3 (except for Flaps and Slats 0. In this case Ldg Config is 1).
5. Refer to QRH Pg. 27.01A for LANDING WITH SLATS OR FLAPS JAMMED PROCEDURE SUMMARY
6. In case Flaps and Slats stuck at 0, REFER TO SUMMARY
7. Always leave Primary Facility with a configuration change;
FLAPS STUCK AT 0: Select Config 1
SLATS STUCK AT 0: Select Config 2
8. In case of Missed Approach for CIRCUIT maintain SLAT/FLAP configuration
9. ALL CONFIG CHANGES WHEN WINGS LEVEL

NOTE: In case of FLT CTL SLATS FAULT the aircraft will revert to ALTN LAW PROT LOST as VS1G
calculations are N/A and AP & ATHR will trip.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. VH Ram

ABNORMAL FLAPS/SLATS INDICATIONS Contd…

Aircraft remains in
NORMAL LAW

IN CASE OF SLATS OR FLAPS JAMMED ONE MUST REFEER TO THE QRHB 27.01A

Refer to QRHB PER-27A for Flap Lever Position, Spd Increment & Ldg Distance

Refer to appropriate MSN No. of Aircraft.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

EMERGENCY PROCEDURES
DUAL HYDRAULIC FAILURE

IMPORTANT SYSTEMS LOST BY EACH INOP HYDRAULIC SYSTEM


GREEN SYSTEM BLUE SYSTEM YELLOW SYSTEM
1. SPLR 1 + 5 1. SPLR 3 1. SPLR 2 + 4
2. N.W. STEER* 2. EMER GEN 2. N.W. STEER*
*(EP,ES A/C & SCD,SCE) 3. B ELEC PUMP *(New A320 Family A/C)
3. AUTO BRAKE 3. ALTN BRK
4. NORM BRK 4. REVERSER 2
5. L/G RETRACT 5. YAW DAMPER 2
6. REVERSER 1
7. YAW DAMPER 1

IMPORTANT DIFFERENCES BETWEEN A320(EP/ES A/C) & NEW A320 FAMILY A/C.
The EP & ES series has NW Steering supplied by the Green Hyd System . The New A320 Family A/C,
the NW Steering is supplied by the Yellow Hyd System .
SCD & SCE have NW Steering supplied by the Green Hyd System . ,

DUAL HYDRAULIC FAILURE Refer Mandatory Cir #: 575


Switch OFF PTU without significant
GENERAL RULES TO REMEMBER: delay in case of:
1. ALL SPEEDS ARE SELECTED HYD G or Y RSVR LO LVL
2. SELECT SPD Vfe NEXT - 5 Kts HYD G or Y RSVR OVHT
3. Vapp = Vref (Vls) + 25 kts (For Sim add 5kts) HYD G or Y LO PRESS
(with system press fluctuations.)
4. LDG GR GRAVITY EXTENSION
5. RIDE THE GLIDE SLOPE
6. HOLDING SPEED: 225kts (Clean Config) & 200kts (Gr. Dn.)

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram
EMERGENCY PROCEDURES
DUAL HYDRAULIC FAILURE

GREEN + BLUE SYSTEM


IMPLICATIONS OF A GREEN + BLUE HYDRAULIIC FAILURE

COMPLETE ALL ECAM ACTIONS BEFORE COMMENCING THE APPROACH. NOTE THAT LAND ASAP
IS RED WHICH MEANS YOU MUST LAND AT THE NEAREST SUITABLE AIRPORT.

QRH 32.02

QRH 80.16A

QRH 29.02

QRH 27.01

Review SUMMARY of Green + Blue Failure from QRH EMERGENCY PROC.

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram
DUAL HYDRAULIC FAILURE CONTD…
APPROACH PROCEDURE: GREEN + BLUE
1. Within 25nm Initial App Fix > Select Speed 225kts:
2. 10nm Initial App Fix: > Select ATHR OFF
3. At 200kts: > Extend Landing Gear Dn. By Gravity Extension.
Caution: Aircraft will revert to DIRECT LAW. USE MAN PITCH TRIM

32.03

NOTE: SLATS N/A


4. 3 Miles to IAF > Must Leave Primary Facility with approp Config Change. Select
Flap 2 on schedule. Select Config 2 before leaving VOR & SPD 185kts
5. Estb on LOC or Final CRS I/B > Select Flap 3 & Select SPD MGD

200 Kts GrDn. Flap1(3nm) Flap2(O/H) ON LOC: Flap3 & Manage SPD

6. Estb on GLIDE / FAF(VOR): Descent on Glide/Commence Descent at FAF


In case one system is Recoverable: >
1. Recovery the available system;
2. Modify MCDU PERF Page and continue as a SINGLE HYD SYSTEM FAILURE

In case one system is NOT Recoverable: >


7. TOUCH DN. …. ALTERNATE BRAKES AVAIL.
8. Go Around……TOGA; Remember the Gear remains down!
For Circuit-Maintain Config; ATHR is OFF! Aircraft is in Direct Law!

Don't Chase the FD's.


Know your attitudes &
power settings!

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram

DUAL HYDRAULIC FAILURE CONTD…


GREEN + YELLOW SYSTEM
APPROACH PROCEDURE:
1. Within 25nm Initial App Fix > Select Speed 225kts:
2 Dual Hyd G+Y Summary > Review SUMMARY From QRH EMERGENCY PROC.
4. 3 Miles to IAF NOTE: FLAPS N/A Select Flap1& Spd 195kts (Vfe - 5kts).
5. Proc Turn Outbound > Select Flap 2 & SPD 180kts
6. Estb on LOC or Final CRS I/B > Select Flap 3 & Select SPD MGD

Flap1(3nm) On Glide- Gr Dn
ON LOC: F3

Flaps2

Consider One System Recovery if Applicable.


In case one of the systems is recoverable, recover system at this time before selecting the LDG Gear down.
Modify MCDU for Single HYD Failure. Note If GREEN SYS has been recovered Select LDG GR DN normally. If
YELLOW SYS recovered, select LDG GR DN by Gravity. Review STATUS for SYS INOP.

If System Not Recoverable:

EP/ES A/C:
Brakes have Accumulator Pressure only.
7 brake applications: 1000psi.
A320 New:
Automatically restricted to 1000psi

7. Estb on GLIDE / FAF(VOR) > Extend Landing Gear Dn. By Gravity Extension.
Always select gear on glide so that the A/C is trimmed.
Caution: Aircraft will revert to DIRECT LAW. USE MAN PITCH TRIM

8. TOUCH DN. …. ANTISKID N/A BRAKE PR 1000psi


9. Go Around…… TOGA; Remember the Gear remains down!
For Circuit-Maintain Config; Aircraft is in Direct Law!

Update 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V. H. Ram
REVIEW OF IMPORTANT POINTS FOR DUAL HYDRAULIC FAILURES.
IMPORTANT SYSTEMS LOST IN GREEN + BLUE & GREEN + YELLOW DUAL HYDRAULIC FAILURES
GREEN + BLUE GREEN +YELLOW
AUTO PILOT AUTO PILOT
YAW DAMPER 1 YAW DAMPER
3 SPOILERS PER WING 4 SPOILERS PER WING
LEFT ELEVATOR STABILIZER
AILERONS FLAPS
SLATS NORMAL BRAKES
L/GR EXTENSION ALTERNATE BRAKES
NORMAL BRAKES L/GR EXTENSION
AUTO BRAKES AUTO BRAKES
REVERSER 1 BOTH REVERSERS
L/GR RETRACTION L/GR RETRACTION
NOTE: DUE TO HIGH PITCH RATE,TAILSTRIKE AWARENESS SHOULD BE KEPT IN MIND AND
BRIEFED BY PF. PM SHOULD MONITOR AND CALL OUT IN CASE LIMIT IS EXCEEDED.

WHY DO WE DISCONNECT ATHR IN CASE OF GREEN + BLUE DUAL HYD FAILURE.


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.
Further more by taking the LDG GR down and reverting to DIRECT LAW, controllability becomes
easier.

WHY DO WE NEED TO TAKE GEAR DOWN ONLY ONCE ESTB ON ILS & AT VAPP IN GREEN + YELLOW
Since in alternate law, the stabilizer is lost in this case, 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 s memorized, and becomes the mean
reference for the centered side stick position. Hence only once the aircraft is stabized on G/S and Vapp
the gear should be extended. This will make flare and pitch control easier for approach & go-around.

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

EMERGENCY PROCEDURES

DUAL FCU FAILURE

BARO BARO

AP 1+2

ILS&FD1 ATHR ILS&FD2

FCU TOTALLY LOST


 Both APs are lost
 A/THR is lost
ATHR LOST , AP LOST & FPV COMES AUTOMATICALLY
 FD is lost (except in land or GA mode)
 All FCU controls & indications are lost
 Both EFIS control panels are lost
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: a. Use Trend Arrow. When the head of trend arrow reaches required speed, start opening power.
b. Power as required; about 55% to 65% N1 & EPR about 8 O' clock to 9 O' clock
Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

EMERGENCY PROCEDURES
EMERGENCY DESCENT DUE PRESSURISATION FAILURE
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 Failulure or Both Pack Failure

CABIN ALTITUDE CROSSES 14000FT


1. CREW OXY MASKS DON …. 100% (IMMEDIATELY WITHOUT DELAY)

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 from the oxygen 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.
RVSM AIRSPACE
Follow the RVSM Contingency Procedures when commencing descent
over Oceanic Airspace when not in contact with ATC.

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram
EMERGENCY PROCEDURES
MEMORY ITEMS

PF ACTIONS:
1. ALT: ……. 2 FLICKS TO THE LEFT & PULL
2. HDG ……. 2 FLICKS TO THE RIGHT/ LEFT & PULL(Check Airspace)
3.SPD ……. PULL
4.SPD/MACH BUTTON …….PRESS SPD
This is to ensure that a constant speed is maintained
5. READ FMA IDLE OPDES HDG
In case 1st col of FMA is blank- | OPDES | HDG
BRING THRUST LEVERS to IDLE
6. SPEED BRAKES: (Only when A/C is settled into descent)…...
7. ECAM ACTIONS ……. CALL FOR
PNF ACTIONS: To be carried out simultaneously with PF actions.
1. NO SMOKING & FASTEN BELT …..ON
2. MODE SEL …..IGN
3. PAX OXY …..CHECK DEPLOYED
4. ATC …..7700
5. ATC Tx …..TA & BELOW
6. TERRAIN ON ND Pb …..SELECT

7700

PF ACTIONS CORRECTION ROUND:


1. HDG CHECK - 90º TO TRACK SELECT TA
2. ALT CHECK - FL100 or MEA, whichever is higher SELECT TO BELOW
3. SPD CHECK - SAME AS SELECTED
4. CHECK OXY DEPLOYED
Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

EMERGENCY DESCENT:
PRESSURISATION FAILURE - CPC 1+2 Failure
&
PRESSURISATION FAILURE - 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)

Note:
If outflow valve is still not closed manually then :
COMMENCE EMERGENCY DESCENT Select
ALL ACTIONS SAME EXCEPT: EXP DES
SPD……..... …………….. ….. EXP Pb PRESS
READ FMA IDLE | EXPDES | HDG

In case 1st Col of FMA is blank | EXPDES | HDG


BRING THRUST LEVERS to IDLE

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;

ENSURE MASKS ARE WORN WITHOUT DELAY!

IT WILL BE A GOOD HABIT TO REVIEW THESE PROCEDURES PERIODICALLY


SO THAT ONE IS PREPARED TO HANDLE AN EMERGENCY WITHOUT PANIC

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

EMERGENCY PROCEDURES
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. If source 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.

2. If AVIONIC SMOKE ECAM warning is triggered:


AVIONICS SMOKE
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.
NOTE: Once the IMMEDIATE ACTIONS are done, the ECAM will display a 5 min countdown. At this
time the flight crew will shift to the paper procedure and continue without returning to the
ECAM.
THIS IS A SLIGHTLY COMPLICATED PROCEDURE AND ONE MUST FOLLOW THE CORRECT
SEQUENCE OF ACTIONS. HENCE A CLARITY OF THE SAME IS VERY VITAL.
Once there is perceptible smoke the use of OXY MASKS/GOGGLES is important.
1. CREW OXY MASKS DON …. 100% / EMER

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

SMOKE/FUMES PROCEDURE

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.
The following sequence is to be followed from the QRHB

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

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, AVIONICS.
AVIONIC and CABIN smoke may be smelt in cockpit/cabin even before ECAM warning.

1 IMMEDIATE ACTIONS IN ALL CASES.


1. Crew must protect themselves;
2. They must avoid further contamination;
3. 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

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

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.

Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

AVIONIC SMOKE

In classic A320 A/C "EPR MODE FAULT N1 DEGRADED MODE warning I triggered.
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.

Update 2015
AIRBUS A 320 Family Procedures
A319 /A320 / A321
Personal Notes of Capt. V.H. Ram

EMERGENCY PROCEDURES
LANDING IN DIRECT LAW
RA 1+ 2 Fault

WHEN L/G DN: DIRECT LAW


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
approach from FCOM VOL PRO-ABN-27 P35 &36/68,
since this procedure does not appear on STATUS Page
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 Cofig 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.

Note: In case you are shooting 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.
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

EMERGENCY PROCEDURES

ENGINE FAILURE IN CRUISE

MEMORY ACTIONS
1. SELECT MCT
Select Live Engine Thrust Lever to MCT
2. A/THR OFF
This prevents pwr from coming to idle
and allows slow deceleration.
3. SPD Select
Select Spd as per Descent Strategy
In RVSM Environment Select Green Dot
4. HDG 90º to Track & Decelerate to Green Dot Speed.
Turn 90º to track to leave the Airway
PAN PAN PAN Transmit: A/C Call Sign
FL, Position, ATS Route, Intentions.
5. ALT SELECT
In RVSM Environment ensure to leave the
Airway-RNP 10/RNP5, before commencing
descent unless under radar cover.
6. ECAM ACTIONS COMMENCE
ENG START SEL …..IGN
This arms the auto re-light feature.
Thrust Lever Affected Engine …..IDLE

RVSM AIRSPACE
NOTE: INITIAL PHASE OF ENGINE FAILURE IN RVSM AIRSPACE
FOLLOW OBSTACLE STRATEGY !
OBSTACLE STRATEGY Initially; Then NORMAL STRATEGY!
Select SPD on FCU
Accelerate to LRC
Leave Airway Maintain ALT;
Select Green Dot and pull; A/THR - ON
Decel to Green Dot Spd. ALT on FCU- CRZ FL & pull:
THR- Fixed at MCT/ SPD by Elev

EFP

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

EMERGENCY PROCEDURES
ENGINE FAILURE IN CRUISE Contd………
9. In ATC contact resume Normal Strategy when cleared by ATC (No Traffic)
or continue with Obstacle Strategy in case of Obstacle enroute.

Select SPD on FCU


Select .78/300 and pull; A/THR - ON
Leave Airway Maintain ALT; ALT on FCU- LRC Ceiling & pull:
THR- Fixed/ SPD by Elev

NORMAL STRATEGY

CAUTION: WHEN RE-LIGHTING ENGINE ENSURE THAT THE AIRCRAFT IS NOT ABOVE FL 300

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

EMERGENCY PROCEDURES
STALL SERIES:
STALL PREPARATIONS
Beginning & Ending of a STALL exercise will be at 250kts.
1. Fasten Belt …ON
2. Mode Selector to IGN
3. Fd's Off STALL
4. FPV On STALL
5. Auto Pilot Off
6. FAC 1+2 Off
7. Thrust Levers Idle
8. Height Maintain with FPV

1. STALL IN CLEAN CONFIGURATION:


STALL RECOVERY : Refer Airbus A320 Cir. # 674 &
a) Above 20000ft. QRHB 1.25A
1. NOSE DOWN PITCH CONTROL……APPLY PROMPTLY APPLY NOSE DOWN
2. WINGS LEVEL … Maintain wings level
3. CHECK SPEED BRAKES RETRACTED
The immediate key action is to reduce AOA.
ONCE OUT OF STALL CONDITION:
The reduction of AOA will help the wing to
4. THRUST ……………Increase as required
regain LIFT.
Increase Smoothly as needed.
5. FLIGHT PATH………. Recover
a) Below 20000ft. & In CLEAN CONFIG:
1. NOSE DOWN PITCH CONTROL……APPLY Promptly apply Nose down approx to 2.5°
2. WINGS LEVEL … Maintain wings level Nose down approx to 2.5°
3. FLAP 1 …………….. Select Flap 1
4. THRUST ……………Increase Smoothly as needed
5. ABOVE Vls …………… When speed is above Vls, regain lost height if any and fly level
6. S+ ……………………. Clean up & Move Thrust Levers to CLB gate. Direct
II. APROACH STALL WITH GEAR DN & CONFIG 3:
Since this stall is done with Ldg Gear down aircraft wiil be in
Direct Law. Since in Direct Law we carry out a Flap 3 Landing
this stall is done with Gr. Dn & Flap3.
ENTRY INTO STALL:
1. Thrust Levers Idle: Speed decay of 10kts max using the SPD trend arrow
2. Flaps: Extend flaps on schedule;
Green Dot - Config1; Vfe next Config2; Vfe next Config 3;
3. Gear Down: Flaps at 3, Select N1 50% approx & Select Gear Dn
Aircraft is now in Direct Law
4. Bank: Smoothly bank into 25º, and wait for stall.
Vsw will increase as it is a function of g load whereas Vls remains constant.
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

STALL SERIES CONTD...:

RECOVERY FROM APPROACH STALL


1. NOSE DOWN PITCH CONTROL……APPLY Promptly apply Nose down approx to 2.5°
2. WINGS LEVEL … Maintain wings level
3. THRUST …………… Increase Smoothly as needed.
4. CHECK SPEED BRAKES RETRACTED
5. ABOVE Vls …………………. Go-Around Flaps
6. +ve CLB …………………….. Gear Up
7. CLEAN UP ………………….. On Schedule
8. Activate Approach …………………
Activate App;
9. PROG Pg: Select current or higher level
10. SELECT SPEED: ………… On FCU panel select speed 250 kts & pull
RESTORING SYSTEM AFTER STALL SERIES.
1. FAC's: ……………………… FAC 1+2 Select ON
2. FD's ON:………………….. Engages in Basic Mode HDG/VS;
3. ALT:………………………… Pull ALT knob
4. ATHR:……………………….. Select Auto Thrust ON
5. Mode Selector…………… Normal
IN CASE STALL WARNING SOUNDS AT LIFT-OFF:
1. TOGA SELECT
2. PITCH TO 15°
3. WINGS LEVEL
Note that spurious warning may sound in Normal Law due to damaged AOA probe. When safe
flight path and speed are achieved and if stall warning continues consider it as spurious.

The immediate key action is to reduce AOA; This reduction will enable the wing to regain LIFT.
Simultaneously the flight crew must ensure that the wings are level in order to reduce the
lift necessary for the flight, and as a consequence of, the required AOA. 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
tendancy that may prevent the required reduction in AOA.
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

EMERGENCY PROCEDURES
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 Refer to A320 Mandatory Circular 711
2. Unplanned Evacuation Planned and 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:
PASSENGER EVACUATE, then press EVAC COMMAND & cancel Horn
If EVACUATION IS NOT REQUIED, CAPT TO ANNOUNCE:
CABIN CREW & PASSENGERS TO REMAIN SEATED.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram
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.
CABIN CREW AT STATIONS
3 Call for ECAM actions
Refer to MAN OPS CIR # 610
Communications during
CM 2 ACTIONS: Evacuation.
1 Notify ATC :
PAN PAN PAN ------ TWR INDAIR ---- REQUESTING ALL POSSIBLE ASSISTANCE
When Aircraft is stopped Put Dome light to BRIGHT
3 Carry out ECAM actions.
These actions are to be carried out as READ & DO ACTIONS.
4 In case of EMER EVAC ON GND read and do lower half of the Checklist
In case of ENG FIRE ON GND read and do upper half of the Checklist if not
displayed on the ECAM.
5 In case of ON GND EMER EVAC: ALL 3 FIRE Pb's to be pushed and one
agent on each to be discharged.
6 CM 1 MUST MONITOR CM 2 ACTIONS.

Before EVACUATION CM 1 MUST CONFIRM:


In case of FIRE on GND wait 25 secs after the 2nd bottle is discharged before
ordering EVACUATION. In case Fire is extinguished there is no need to evacuate.

In case Evacuation is required - Capt on PA Announce:


"PASSENGER EVACUATE"
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.

Press EVAC HORN & SILENCE.

In case Evacuation is not required - Capt on PA Announce:


CABIN CREW AND PASSENGERS REMAIN SEATED

> EVACUATION IS A SERIOUS MATTER. ALL ACTIONS ARE TO BE CARRIED OUT


SLOWLY BUT SURELY. DO NOT RUSH ANY ACTIONS.
> ALL ACTIONS ARE READ AND DO.
> IN CASE OF FIRE WAIT 25 SECS AFTER DISCHARGING THE AGENTS TO
CONFIRM IF FIRE HAS EXTINGUISHED BEFORE EVACUATING.

UPDATE 2015
Airbus A320 Family
A319 / A320 / A321
Personal Notes of Capt. V H Ram

DUTIES OF COCKPIT CREW DURING EVACUATION


(Refer to FCOM Vol 3; Pg 3:02:90 p2)

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.

UPDATE 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

CIRCUITS
NORMAL 1500FT CIRCUIT (HYDERABAD)

10. Approach C/L 9.At Circuit ALT; HDG Left 090°


(1/2 way through turn) 8. ACTIVATE APPR PHASE & Select SPD Managed
7. After Take-Off Checklist
11. Field in sight 6. F +ve; Select Flap 1;
FD'S OFF; FPV ON

Check Displacement
2.5nm from RWY symbol 4. CLB Flashing: Select Thrust Levers to CLB
on ND. Select ND range to 10

Call D/Wind to TWR IIIIIIII


60
3. + ve CLB: Select Gear Up

2. Vr Rotate to 15°

1. V1

17. For Touch & Go:


1. After LDG maintain C/L
12. Time from ABEAM 2. Select Flap 2
45Secs + Wind Comp 3. Trim into green band
4. Select TOGA
12. End Of Time
Select Flaps 2
27
turn base (100° L/R)
Commence descent @500fpm

16. Complete LDG C/L


13.Flaps at 2
Select Gear Dn 15.On PROFILE
PAPI: 2 RED & 2 WHITE
14. When Gear DN > Flaps Full
Select Flap 3 (For Touch & Go, No Spoilers, No Rev, No Brakes)
Update 2015
Airbus A320 Family
A319 / A320 A321
Personal Notes of Capt. V. H. Ram

CIRCUITS
SINGLE ENGINE 1500FT CIRCUIT (HYDERABAD)

7. Approach C/L 6. After T/O Checklist


(1/2 way through turn) 5. EO CLR > Hdg by the Left 090°
4. Circuit ALT; Select MCT & Green Dot

8. Field in sight
FD's OFF & FPV ON
3. 400 Ft ECAM Actions
2. + ve CLB Gear Up
1. ENG FAIL Maintain direction by centering
Check Displacement the side slip index
2.5nm from RWY IIIIIIII
ND Range to 10
60
Call D/Wind to TWR

Vr

V1

13. For Touch & Go:


1. After LDG maintain C/L
2. Select Flap 2
8. TIME TO ABEAM 3. Trim into green band
45Secs + Wind Comp 4. Select TOGA
27

9. End Of Time Complete Landing Checklist


Select Flaps 2
Hdg by the L/R (100° to D/W HDG)
10. Flaps @ 2; Select > Gear Down 12. On Profile:
11. Gear DN > Flaps 3 Flaps Full
(For Touch & Go, No Spoilers, No Rev, No Brakes)

Update 2015