FLOW CHART FOR DISPATCH CRITERIA ⏎

ECAM HANDLING ⏎

ENGINE RELIGHT (if no damage) CONDIDERED

 DECISION MAKING PROCESS ⏎

POST HANDLING OF ECAM APPLY THE BELOW PROCESS AND THEN USE THE FORDEC TOOL
FOR SOUND DECISION MAKING
TOWNC - TECH STATUS, OPERATIONAL CONSIDERATIONS & NOTAMS , COMPANY REQUIREMENTS

TIME (HOW MUCH TIME DO I HAVE) REINFORCE DECISION BY USING

• CRITICAL
• REQUIRED
F – FACTS
• AVAILABLE
O – OPTIONS
TECHNICAL STATUS R – RISKS
• LAND ASAP
D – DECISION
• INOP SYS / EQUIPMENT
• UNCONTROLLED FIRE / FUEL LEAK
E – EXECUTE
C – CROSS CHECK

OPERATIONAL STATUS INFORM CABIN CREW VIA

• SPEED /ALTITUDE RESTRICTIONS
• RVSM / EDTO / RNP / RNAV /
LDGCATEGORY N – NATURE OF EMERGENCY
• LDG DIST LIMITATION (IFLD) I – INTENTION
• FUEL PENALTY (QRH - OPS 03A)
T – TIME
AIRPORT STATUS E – EVACUATION
• SUITABLE ALTN S – SAFETY / SECURITY
• WEATHER
• NOTAMS CLOSURES
• FIRE FIGHT CAT

COMPANY REQUIREMENTS INFORM

• MAINTAINANCE BASE • ATC FOR INTENTIONS
• PASSENGER HANDLING • PASSENGER ANNOUNCEMENT
• COMPANY THROUGH ACARS, R/T OR
ATC
 AIRBUS A320 - SIM CHK
INDEX

1. Airbus Golden Rules …………………………………………………………………………...... 3

2. SIM Handling Philosophy………………………………………………………………………..... 4
3. Failure Handling Philosophy……………………………………………………………………… 5
4. ECAM Philosophy…………………………………………………………………………………. 7
5. FLOWS and Hold Entry (Page21)……………….………………………………………............ 10
6. Per-Start……………………………………………………………………………………………. 24
7. Start Faults and Start Procedures……………………………………………………………..... . 25
8. APU Fire at APU Shutdown…………………………………………………………………….. .. 27
9. Cargo Smoke………………………………………………………………………………………. 27
10. Taxi………………………………………………………………………………………………...... 28
11. MEL…………………………………………………………………………………………………. 29
12. Reject and Evacuation……………………………………………………………………………. 31
13. Engine Failure……………………………………………………………………………………… 35
14. Single Engine GoAround………………………………………………………………………….. 40
15. Flap/Slat Locked/Jammed during Retraction……………………………………………............ 41
16. Raw Data ILS………………………………………………………………………………………. 42
17. Visual Circuit………………………………………………………………………………….......... 43
18. Wind Shear…………………………………………………………………………………………. 44
19. Emergency Descent…………………………………………………………………………......... 46
20. TCAS RA…………………………………………………………………………………………… 48
21. Unreliable Speed ………………………………………………………………………………….. 49
22. GPWS Alerts……………………………………………………………………………………….. 51
23. Stall At Liftoff and Inflight…………………………………………………………………………. 52
24. Engine Relight……………………………………………………………………………………… 53
25. Engine Failure in Flight………………………………………………………………………........ 54
26. Engine Fire…………………………………………………………………………………………. 56
27. Engine Tailpipe Fire……………………………………………………………………………….. 59
28. Smoke Procedure…………………………………………………………………………………. 60
29. Dual Hydraulic Failure…………………………………………………………………………….. 61
30. Dual FMGC Failure……………………………………………………………………………....... 65
31. Dual RA Failure……………………………………………………………………………………. 66
32. Dual FCU Failure…………………………………………………………………………………... 67
33. Crew Incapacitation………………………………………………………………………………... 68
34. Overweight Landing……………………………………………………………………………….. 69
35. Miscellaneous Points……………………………………………………………………………… 70

Page 2 of 70
AIRBUS A320 - SIM CHK

Page 3 of 70
 AIRBUS A320 - SIM CHK

SIM HANDLING PHILOSOPHY

PREPARATION = GO OVER
: FLOWS - IN REGULAR FLG ONE PICKS UP WRONG HABITS
: AIRBUS GOLDEN RULES - HAS SOLUTION FOR EVERYTHING!!!
: ECAM HANDLING
: FAILURES - THE REGULAR ONES (COVERED LATER)
: START FAULTS, MANUAL START, ALL STARTS
: REJECT CONDITIONS
: STANDARD CALL OUTS
: DIFFERENT TYPES OF APPR, SPECIALLY “STEP DOWN LOC APPR”
: MAA ILS APPR O7 FROM O/H AND DEL LOC APPR FOR RW 28
: RAW DATA ILS
: MEL
: TECH NOTICES
: QRH – BE AWARE OF ALL THE CONTENTS
: MEMORY ITEMS

BEFORE SIM SESSION

: ON THE EFB OLB BOOKMARK THE RELEVANT DOCUMENTS (FCOM, MEL, ETC) AND
CHAPTERS (SUPPLEMENTARY PROC ETC)
: TAKE OUT COMPANY MINIMAS FOR RELEVANT AIRFIELDS
: IN THE EFB PUT THE ROUTE AND TAKE OUT THE ROUTE RADIAL TO FEED IN RAD NAV
PG TO CONTINUE ROUTE WITHOUT RADAR
: FOR THE QNH DIFFERENCE CALCULATE THE HT DIFFERENCE FOR DUAL FCU FAILURE

IN THE SIM = BE
: DELIBERATE
: SLOW – DON‟T GET RUSHED TO DO THINGS FAST
: SURE – MOVE YOUR HAND FOR A VERY SPECIFIC PURPOSE
: A THINKING PILOT

AT EVERY STAGE = FOLLOW

: AVIATE, NAVIGATE, COMMUNICATE
: AIRBUS GOLDEN RULES
: THE ECAM HANDLING STEPS: METICULOUSLY, WITHOUT FAIL
: TALK & DISCUSS THE SITUATION & YOUR PLAN WITH CO-PILOT

Page 4 of 70
 AIRBUS A320 - SIM CHK

FAILURE HANDLING PHILOSOPHY

BASICS : AVIATE, NAVIGATE, COMMUNICATE

AVIATE : DO NOT PANIC: CONTROL EMOTIONS, CONTROL SITUATION
: CONTROL THE AIRCRAFT AND ITS TRAJECTORY
 ANALYSE AP AND A/THR AVAILABLE OR NOT
 IF AP IS OFF, TRY RE-ENGAGING IT : TRY BOTH AP 1 AND 2
 IF AP NOT AVAILABLE, FLY MANUALLY
 CHK AVAILABILITY OF FDs: IF FDs ARE RED ON PFD, DISENGAGE
BOTH FDs; BIRD ON
 SET THE DESIRED TRAJECTORY OF FLIGHT: REMEMBER THE DIF-
FERENCE IN ATTD FLG AND FLYING THE BIRD
 CHK AVAILABILITY OF A/THR: IF OFF TRY RE-ENGAGING IT
 IF “A/THR LOCK”, MATCH THE LEVER WITH THE EPR AND DISCON-
NECT A/THR BY INSTINCTIVE DISCONNECT BUTTON
 IF FCU AVAILABLE, SET THE DESIRED SPD: 220Kt IS A GOOD SPD
 GET THE SPEED AND TRAJECTORY UNDER CONTROL

NAVIGATE : CONTROL TRAJECTORY: ANALYSE THE PRESENT vs DESIRED TRA-

JECTORY IN TERMS OF HT AND DIRECTION: DO YOU NEED TO LEVEL
OUT/CLB/DES TO A DESIRED LEVEL; WHAT IS TO BE DONE TO FLY THE DE-
SIRED TRK AND THE ABILITY TO MAINTAIN THE CLR LEVEL AND TRACK
: HAVING CONTROLLED THE 3D MOTION, DISCUSS THE SIT WITH PM

COMMUNICATE : HAVING ANALYSED YOUR POSITION AND SITUATION, INFORM

ATC/RADAR OF YOUR PROBLEM AND YOUR IMMEDIATE PLAN/INTENTION
: DEPENDING ON THE NECESSITY TO COMMUNICATE
 MINOR ISSUES NOT AFFECTING THE CONTINUATION OF FLT
NEED NOT BE ANNOUNCED
 ISSUES WHICH AFFECT THE SAFETY OF THE FLIGHT OR ABILI-
TY TO FOLLOW THE FLIGHT PLAN, NEEDS TO BE ANNOUNCED
WITH IMMEDIATE PLAN AND KIND OF ASSISTANCE/CLEARANCE
REQUIRED
 AFTER THE INITIAL MAYDAY X 3 CALL, ALL SUBSEQUENT
CALLS HAVE TO BE PREFIXED WITH MAYDAY-“MAYDAY, DELHI,
IFLY001, REQUEST DESCENT”.
: IF AUTOMATION AVAILABLE, ASK FOR A HOLD AT A SUITABLE
POSITION UNTIL READY FOR APPR
: LOSS OF AUTOMATION:
 IF MCDU & FCU AVAIL, ASK FOR A HOLD AT A DESIRED PLACE
 IF MCDU AND FCU NOT AVAILABLE, ASK FOR RADAR VECTORS
TO KEEP WITHIN 25 NM UNTIL READY FOR APPR

*ONCE THINGS UNDER CONTROL, ECAM ACTIONS; COMPLETE THE ENTIRE CYCLE OF
ECAM ACTIONS AS COVERED IN ECAM HANDLING

Page 5 of 70
 AIRBUS A320 - SIM CHK

FAILURE HANDLING CONTINUED:

POINTS TO KEEP IN MIND:
: PANIC/HURRY IS THE ENEMY: BE SLOW AND DELIBERATE
: CONTROL THE AIRCRAFT: FMA TELLS THE ENTIRE STORY, SO READ THE FMA AND
SEE/ANALYSE WHAT IS THE LEVEL OF DEGRADATION AND HOW TO GET OVER EACH IS-
SUE
: TRY TO RECOVER LOST AUTOMATION BY RE-ENGAGING THEM
: IF YOUR SIDE OF INSTRUMENTS ARE GONE, EITHER FLY ON ST BY INST OR HAND
OVER CONTROLS TO PM
: DO THE ECAM CYCLE METICULOUSLY: BE SLOW AND DELIBERATE; DO NOT GET
RUSHED
: ONCE ECAM CYCLE IS OVER, EMERGENCY HANDLING IS OVER; NOW LEFT IS THE
RECOVERY OF THE AIRCRAFT WITH THE AVAILABLE SYSTEMS i.e. ONLY FLYING
AND HANDLING ISSUES REMAIN
: NOTE THE DEFFERED ACTIONS; OTHERWISE YOU ARE LIKELY TO FORGET IT viz.
IN HYDRAULIC FAILURE WHERE A SYSTEM IS SWITCHED OFF DUE TO OVERHEAT-
ING, THE SYSTEM CAN BE SWITCHED ON WHEN THE OVERHEAT SITUATION IS
OVER. ASLO AS IN CASE OF EMER ELEC CONFIG, GENE HAS TO BE SWITCHED
ON 3‟ TO LANDING
: WITH FAILURE:
 USE MEDIUM BRAKES
 ASK FOR AND INSIST ON LONG VECTORS
 DO AN EARLY STABILISED APPROACH
 ON INTERCEPT LEG:
 BE AT PLATFORM ALT, CONFIG 1 AND „S‟ SPEED
 ADVISE CREW TO BE SEATED
 REVIEW APPR HANDLING AND HOW TO CONFIGURE
 REVIEW GA AND:
o RESTRICTIONS ON CONFIG
o NORMAL GA OR MODIFIED DUE WEATHER
 IN SINGLE ENG, REVIEW/DISCUSS „β‟ TGT CONTROL
 DISCUSS AFFECT OF WINDS:
o ON FINALS TURN
o ON FINAL TRACK: OFFSET REQD IS 1/3 OF X-WIND
 INCREASE THE RATE OF „T‟ SCAN
 ON FINALS:
 CONFIGURE EARLY, FINISH LDG C/L BEFORE DESCENT
 INCREASE FREQ OF „T‟ SCAN
 CONTROL SPEED IN TIME
 MENTALLY REVIEW GA ACTIONS
 FREEZE ARMS: FLY ONLY BY WRIST MOVEMENT
 SMALL AND DELIBERATE CORRECTIONS ON STICK AND THR

Page 6 of 70
 AIRBUS A320 - SIM CHK

ECAM HANDLING PHILOSOPHY: ON GROUND AND IN AIR

- FAILURE COULD BY: ADVISORY, ECAM, MASTER CAUTION, MASTER WRNG
- CONFIRM ECAM WITH SD PAGE AND OVERHEAD PANEL TO AVOID ACTING ON A SPU-
RIOUS WARNING AND THEREBY CREATING A FAILURE!
- PF TAKES OVER CONTROL (NEED NOT TAKE OVER COMMUNICATION) AND:
= FLY- MONITOR TRAJECTORY & SET THE DESIRED TRJCTRY:CLB/DES/LVL
: MONITOR SPEED AND TREND: CTRL PITCH AND PWR TO SET REQ SPD
: MONITOR PFD AND FMA: CLEAR REDs ON PFD: RED FD, THRUST LOCK ETC
: BIRD ON- SET THE DESIRED TRAJECTORY AND SPEED
*ONCE STABILISED IN FLIGHT:
= NAVIGATE- DECIDE IF YOU NEED TO TURN OR CONTINUE STRAIGHT
: CHK THE MEMO FOR LAND PROMPT TO ASCERTAIN THE SERIOUSNESS OF FAILURE
WHICH WILL GIVE AN IDEA TO CONTINUE , DIVERT OR TURN BACK
LAND ASAP AMBER (PAN PAN)- LAND AT NEAREST SUITABLE AIRFIELD
LAND ASAP RED (MAYDAY)- LAND AT THE NEAREST AIRFIELD
: MONITOR HEIGHT AND ITS IMPLICATIONS: CAN I LEVEL OUT, SHOULD I CONTINUE
CLB (AS FOR UNRELIABLE SPEED)
: DECIDE IF POSSIBLE TO MAINTAIN SID, RNAV, RVSM ETC
: CONTROL SPEED- POINTLESS ACCELERATING WHEN RETURN IS LIKELY. SO UN-
LESS DECIDED ON PLAN TO CONTINUE OR RETURN, KEEP SPD UNDER CTRL
= COMMUNICATE- IF EMERGENCY IS AFFECTING PERFORMANCE, INFORM ATC: EI-
THER ASK PM TO DO IT OR DO IT, IF COMMUNICATION TAKEN OVER
: COMMUNICATE MAYDAY, PAN, OR JUST THE PERFORMANCE RESTRICTION: “LOSS
OF AUTOMATION/UNABLE RNAV/UNABLE SID/UNABLE RVSM, MAINTAINING SPEED----
KT, MAINTAINING LEVEL---/CLIMBING, KEEP AIRSPACE AROUND CLEAR”
: IF AUTOMATION AVAILABLE, SET UP A HOLD AT A CONVENIENT PLACE. IF AUTOMA-
TION NOT AVAILABLE ASK FOR RADAR VECTORS TO KEEP YOU WITHIN A CERTAIN
DISTANCE FROM BASE. BUT BE PEPARED FOR “RADAR NOT AVAILABLE!!!”: IN THIS
CASE SET UP A HOLD AT CONVENIENT PLACE OR OVER A VOR AS DIRECTED BY
RADAR/ATC
*HAVING CONTROLLED THE IMMEDIATE TRAJECTORY AND ENVIRONMENT, START HAN-
DLING THE EMERGENCY/ABNORMALITY
-PF: I HAVE CONTROLS & COMMUNICATION; ANY OEB OR TECH NOTICE
-PM: CHECKS FOR OEB/TECH NOTICE AND APPLIES IT BEFORE ECAM ACTIONS
-PF: ECAM ACTIONS
-PM: PERFORMS ECAM ACTIONS AND COVERS THE SECONDARY FAILURE AND ASSO-
CIATED ACTIONS
-PM: FINISHES ECAM; ASKS “STATUS?”
-PF: STANDBY STATUS; ANY NORMAL C/L , ANY OEB, ANY COMPUTER RESET (COC).
RELIGHT IS TO BE CONSIDERED NOW
-PM: CHECKS FOR ANDDOES ANY PENDING C/L, OEBs, COMPUTER RESETS
-PF: READ STATUS/CONTINUE ECAM
-PM: READS STATUS; NOTES DEFFERED ACTIONS; EMPHASISES ON IMPLICATIONS OF
FAILURES; ON COMPLETION OF STATUS, ASKS “REMOVE STATUS”
-PF: REMOVE STATUS
-PM: “ECAM ACTIONS COMPLETE”
-PF: “ANY ABNORMAL PAPER C/L FROM QRH OR FCOM PROCEDURE?” TIME PERMIT-
TING CHECK MEL
-PM: CHECKS THE ABNORMAL FROM QRH/FCOM; READS AND IMPLEMENTS IF ANY.
SUMMARY FOR DUAL HYD FAILURE AND EMER ELEC CONFIG IS CHECKED NOW
*WITH THIS EMERG HANDLING IS OVER, NOW STARTS “RECOVERY WITH DEGRADATION”
-PF: CHK WEATHER, LDG WT, LDG PERFORMANCE AND FUEL PENALTY

Page 8 of 70
 AIRBUS A320 - SIM CHK

ECAM CONTINUED:

-PM: DOES ALL THIS AND INFORMS THE PF OF RESULTS

-PF: DISCUSSES THE FAILURES, WEATHER AND PERFORMANCE WITH PM AND COME
TO A PRELIMINARY DECISION
-PF: HANDS OVER CONT & COMMN TO PM; REINFORCES DECISION WITH FORDEC
(FORDEC: EXPLORE ALL OPTIONS OF CONTINUE,DIVERT, TURN BACK AND
ANALYZE ALL RISKS BEFORE DECIDING. COMBINATION OF, LOSS OF AUTOMA-
TION AND BAD WEATHER IS A DIFFICULT SIT SO DUE WEIGHTAGE SHOULD BE
GIVEN TO THIS.
-PM: INFORMS ATC/RADAR OF INTENTIONS: “RADAR IFLY---RETURNING FOR LANDING,
WILL CALL WHEN READY FOR THE APPROACH”
-PF: CALLS LEAD AND BRIEFS ON NITES; INFORMS PASSENGERS AND COMPANY
* CALLING LEAD FOR NITES BRIEFING OR FOR ANY EMERGENCY BRIEFING: “LEAD TO
COCKPIT PLEASE” IS ON PA AND NOT BY THE CALL BUTTON
-PF: SET UP THE MCDU USING STATUS, QRH SUMMARY, OR FCOM PROCEDURE
: IN PERF Pg, RECHECK: VApp, CONFIG AS REQUIRED FOR THE FAILURE, SELECT
„GPWS FLAP 3‟, SELECT AUTO BRAKES AS REQUIRED, SET BARO ON ST BY INST
AND ACTIVATE APPROACH PHASE. IF UNDER RADAR VECTORS, SEQUENCE THE
FLIGHT PLAN
: MENTALLY FLY THE PLAN; TAKE OVER CONTROLS FOR PM TO CHECK MCDU
: AFTER PM CHECKS MCDU, HAND OVER CONTROLS AND BRIEF
- USING STATUS AND SUMMARY
- HILIGHT THE FAILURES AND HOW THE ABNORMALITY WILL BE HANDLED
- FINALLY BRIEF ON THE APPROACH PLATE
: TAKE OVER CONTROLS
PM: ANNOUNCES “RADAR IFLY---READY FOR APPROACH, REQUEST LONG VECTORS,
MINIMUM 20 NM OF APPROACH LEG”
PF: ASKS FOR 10,000‟ AND APPROACH C/L
PM: FINISH 10,000‟ AND APPROACH C/L
PF: PLAN FOR LONG VECTORS
: ON INTERCEPT LEG BE AT “S” SPEED AND CONFIG 1
: ADVISE CREW TO BE SEATED
: REVISE GO AROUND ACTIONS; MODIFY GOAROUND IF WEATHER ON GA TRACK
: APPROACHING FINAL TRACK ASK PM TO SET FINAL TRACK; 0.5 NM TO INTER-
CEPT, COMMENCE TURN WITH ABOUT 50 BANK; ADJUST BANK WITH LOC DI-
AMOND TO ROLL OUT CORRECTLY
: STABILISE WITH TRACK, SPEED, AND THRUST
: DO AN EARLY STABILISED APPROACH: CONFIG AND LANDING C/L COMPLETE
1NM BEFORE FINAL DESCENT POINT
: FOR SINGLE ENG, GEAR DOWN AND LDG FLAPS AFTR FINAL DES COMMENCES
: FOR ANY APPROACH AND SPECIALLY FOR RAW DATA, DO THE „T‟ SCAN: ATTD
(BIRD)-GS-ATTD-LOC/FINAL TRACK-ATTD-SPEED-ATTD-GS-ATTD AND CONT

Page 9 of 70
 AIRBUS A320 - SIM CHK
PRELIMINARY COCKPITPREPARATION PM
PF
ENG MASTERS 1, 2............................................................. OFF
ENG MODE selector............................................ CHECK NORM
*WX RADAR& PW……...........................................................OFF
GAIN KNOB…………………………AUTO/CAL
MODE SELECTOR/TURB Sw..…….AS REQD
L/G lever............................................................................ DOWN
Both WIPER selectors........................................................... OFF
SIGNS -SEAT BELT…………..ON (IF REFUELLING IS OVER)
- PED…………………..ON
BAT1&2...................OFF,CHECK VOLTAGE=/> 25.5V….. AUTO
((###If the aircraft has not been electrically supplied for 6
h or more, perform the following check:
BAT 1 pb and BAT 2 pb....................................... CHECK OFF
BAT 1 and 2 VOLTAGE.....................CHECK ABOVE 25.5 V))
EXT PWR pb-sw...........................................................AS RQRD
APU FIRE............................................................... CHECK/TEST
(IF APU IS ALREADY ON, DO NOT CARRY OUT FIRE TEST)
APU....................................................................................START
(WAIT AT LEAST 3s BETN APU MAS ON AND APU START)
When the APU is AVAIL:
AIR COND panel....................................................................SET
APU BLEED…………………………...ON
ALL WHITE LIGHTS……………….... OFF
PF X-BLEED………………………………AUTO
*NEO: FADEC OFF TO CHECK OIL QUANTITY ZONE TEMP SELECTORS………….AS REQD
* EXT PWR pb-sw......................................................AS RQRD
*CHECK DOCUMENTS OR ASK PM TO DO IT
* COCKPIT LIGHT......................................................AS RQRD
- TAKE OUT METAR, CFP AND FUEL CHIT-H/O FUEL CHIT (INT/FLOOD/INTEG including GLARESHIELD AND FCU)
- SWITCH ON EFB, FIX IN FRAME AND PUT ON CHARGE * ECAM RCL pb........................................................PRESS3s
- ADJUST SEATING: BE COMFORTABLE AND RELAXED * ECAM OXY PRESS/HYD QTY/ENG OIL QTY............CHECK
- *FMGS PRE-INITIALISATION: OXY…DOOR Pg CHK PR, IF BOXED CHK MIN REQ FM FCOM LIM‟TN
ENG AND A/C TYPE………………………………………...CHECK HYD…FLUID LEVEL IN NORMAL (GREEN) RANGE
DATABASE VALID…………………………………………..CHECK ENG OIL…=/> 11 qt + @ 0.3qt/h
FLAPS............................................................ CHECK POSITION
FLT NBR & FROM/TO……………………………………….INSERT
(HANDLE POSN AGREES FLAPS POSN ON UPPER ECAM)
ACARS……………………………….INITIALISE (CREW DATA) * SPD BRK lever........................CHECK RET AND DISARMED
-EFB :CHARGE >50% * PARKING BRAKE handle......................................................ON*
: AIB Mngr VERSION MATCHING FRC, OLB :LYR 3 ACCU/BRAKES PRESS................CHECKIN GREEN BAND
: Jepp FD PRO - DATE NOT IN RED ###ELEC………NO AMBER LIGHTS EXCEPT GEN FAULT LTS
CM1 -EFB :CHARGE >50%
* ECAM RCL pb........................................................PRESS 3s : AIB Mngr VERSION MATCHING FRC,OLB :LYR 3
*LOGBOOK……………………………………………………CHECK : Jepp FD PRO - DATE NOT IN RED
*EFB MEL/CDL……CONSULT AND ACTIVATE INOP SYSTEMS CM2
*AIRCRAFT ACCEPTANCE……………………………PERFORM *LOGBOOK……………………………………………………CHECK
*EFB MEL/CDL……CONSULT AND ACTIVATE INOP SYSTEMS

OEB IN QRH (WHEN BOTH PILOTS ARE SEATED…….CHECK AND READ OUT TO PF; HIGHLIGHTING THE RED OEBs (IN BOLD)

*AIRFIELD DATA……………………………………………….OBTAIN *AIRFIELD DATA…………………………………………….OBTAIN

*PRELIMINARY LOADING……………….COMPUTE/CROSS CHK
*MEL/CDL ITEMS………………………………..CHECK ACTIVATED
*PRELIMINARY T/O PERF………………..COMPUTE/CROSS CHK
OVERHEAD PANEL:
* ALL WHITE LIGHTS (EXCEPT FUEL PUMPS)........EXTINGUISH
* RCDR GND CTL pb-sw............................................................ ON
LOUDSPEAKER VOLUME……..….....OFF (BOTH SIDES)
ACP INT/RAD Sw(CAPT AND FO)…...……….SET TO INT
INT VOL KNOB (CAPT AND FO)…..RELEASED,VOL MIN
PARKING BRAKE…………………..…ON
CVR TEST pb.....PRESSAND MAINTAIN TILL AUDIO TEST SIGNAL IS
HEARD
EVAC CAPT & PURS/CAPT sw.........................................TO CAPT
*PRELIMINARY LOADING…………….COMPUTE/CROSS CHK
*MEL/CDL ITEMS……………………………..CHECK ACTIVATED
*PRELIMINARY T/O PERF……………..COMPUTE/CROSS CHK
EMER EQPT.......................................................CHECK (EIGHT)
FLASH LIGHT (CHECK FUNCTIONALITY),O2 MASK, PORTABLE
BREATHING EQPT (PBE), FIRE EXTINGUISHER(WIRE LOCKED AND
PR IN GREEN), AXE, GLOVES, LIFE JACKET, ESCAPE ROPE
RAIN REPELLENT..................................CHECK PR AND QNTY
C/B PANELS...........................CHECK, RESET AS NECESSARY
* GEAR PINS and COVERS…......CHECK ONBOARD/STOWED
* EXTERIOR WALKAROUND.......................................PERFORM
### OP NOTICE -5B:: IF AN ACOUSTIC FEEDBACK (LARSEN EF-
ECT) IS STILL HEARD, THE FLT CREW CAN PERFORM THE CVR
TEST USING THE 22RK HEADSET AND WITH THE PARKING BRAKE
SET TO OFF. BEFORE SETTING THE PB OFF, CREW MUST ENSURE
THAT CHOCKS ARE IN PLACE OR BRAKES ARE APPLIED. SET THE
PB ON WHEN THE CVR TEST IS ACHIEVED.

Page 10 of 70
 AIRBUS A320 - SIM CHK
PF
* ALL IR MODE selectors.........................................................NAV
EXTERIOR LIGHTS.................SET; STROBE-AUTO,BEACON-OFF
* SIGNS................................................................................... SET
SEAT BELT……ON, if refueling over
PED „off „ SIGN….ON, IF REFUELLING IS ON;
Announce on PA – “REFUELING IN PROGRESS” (NOTAC 20)
EMERG EXIT LT SELECTOR…….ARM
PROB/WINDOW HEAT....................................................... AUTO
LDG ELEV KNOB................................................................ AUTO
* PACK FLOW............................................................... AS RQRD
LO - IF PAX <141 (LATEST)
HI – IF ABNORMALLY HOT AND HUMID CONDITIONS
NORMAL – FOR ALL OTHER NORMAL OP CASES
(IF APU IS SUPPLYING, HI SELECTED AUTOMATICALLY)
BAT................................................................................... CHECK
ELEC pb ON ECAM PANEL………….PRESS
BATT 1&2……………………………….OFF AND THEN ON
CHECK….AFTR 10s, CURRENT CHRG OF BATT<60A & DECREASING
ENG FIRE.................................................................CHECK/TEST
ENG FIRE pb………………….IN AND GUARDED
AGENT 1&2 LIGHT…………....OFF
FIRE TEST BUTTON………… PRESS AND MAINTAIN
CHECK………………………….6 LIGHTS+ECAM + CRC
MASTER WARNING LT….PRESS, SEE WARNING STOPS
AUDIO SWITCH................................................................. NORM
VENT panel...................................................CHECKALL LT OFF
PA (3rd occupant)...................................RECEPT, VOL 1‟O‟CLOCK
*RMP: ON; MEMO SHOULD SHOW EITHER:”HF VOICE” OR “DATA”
&&&HF OVER RIDE Pb…ON (ARINC A/C ONCE REFUELING IS OVER)
MAINT panel.....................................................CHECKALL LT OFF
CTR INSTRUMENT PANEL:
* STBY INST (ASI, ALTI, A/H)………..................................CHECK
(CHECK NO FLAG; ERECT IF NECESSARY)
*IF ISIS……ADJUST BRIGHTNESS, CHECK IAS, ALT
READINGS, ALT SETTINGS AND ATTITUDE DISPLAY;
CHEK NO FLAGS, RESET ATTD IF NECESSARY
* CLOCK.....................................................................CHECK/SET
* A/SKID & N/W STRG sw...................................................... ON

PEDESTAL:
RMP…………..RMP ON, NAV & SEL LT OFF, TUNE COM FREQ
(VHF1 FOR ATC, VHF2 FOR ATIS & CO FREQ, VHF3 FOR ACARS)
ACP...................................................................................CHECK
INT KNOB….PRESS OUT, VOLUME SET
VHF&HF….CHECK TX AND RX (NO HF IF REFUELLING ON)
COCKPIT DOOR................................................................CHECK
-ANN LT SELECTOR (O/H PANEL)…..TEST; CHECK OPEN &FAULT
LT(ON PEDESTAL) AND THREE LED LT(O/H PANEL) ON
-ANN LT SELECTOR….BRT; CHECK ALL LT GO OFF
-SET CCPT DOOR TO UNLOCK POSN…CHK DOOR OPENS&OPEN LT
COMES ON
-WITH THE DOOR FULLY OPEN, RELEASE CCPT DOOR SW, CHK
THAT IT RETURNS TO NORM POSN.
-CLOSE THE DOOR, CHECK THAT IT IS LOCKED AND OPEN INDICA-
TION LT GOES OFF
-CCPT DOOR MECHANICAL OVERRIDE…CHECK
SWITCHING PANEL............................................................NORM
* THRUST LEVERS.................................................CHECK IDLE
* ENG MASTERS......................................................CHECK OFF
* ENG MODE selector...........................................CHECK NORM
*PARKING BRK..............................................................AS RQRD
ACCU PRESS indicator......................................................CHECK
The ACCU PRESS ind must be in the green band. If reqd, use the
elec pump on yellow hyd sys to recharge the brk accumulator.
WARNING Get grd crew clearance bfore using the electric pump.
* PARK BRK handle.....................................................CHECK ON
* BRAKES PRESS indicator...............................................CHECK
Check for normal indications.
IF BRK ARE HOT AND CHOCKS IN PLACE…BRK OFF TO
INCREASE COOLING
GRAVITY GEAR EXTN....................................CHECK STOWED

Page 11 of 70
 AIRBUS A320 - SIM CHK
RMP…………..RMP ON, NAV & SEL LT OFF, TUNE COM FREQ
(ON VHF2, SET ATIS FREQ)
(VHF1 FOR ATC, VHF2 FOR ATIS & CO FREQ, VHF3 FOR ACARS)
ACP...................................................................................CHECK
INT KNOB….PRESS OUT, VOLUME SET
VHF&HF….CHECK TX AND RX(NO HF IF REFUELLING ON)
VHF2 KNOB OUT VOLUME ADJUSTED
LOUDSPEAKER VOLUME TURNED ON
* ATC........................................................................................SET
ALT RPTG - ON, ATC SYS 1/2 (DEPENDING ON AP 1/2 LI-
KELY TO BE USED), ATC ON STBY, TCAS-ABOVE AND ON
STBY
* AIRFIELD DATA...............................(FROM ATIS/R/T)OBTAIN SET QNH ON FCU
* ACARS ......................................................................INITIALIZE
* FMS..............................................................................PREPARE
DIFSRIPP:
DATA: CHK ENG&AC TYPE, FM DATA VALIDITY,
PERF FACTOR (IF REQD CHANGE USING “ARM” CODE)
INIT „A‟: FILL DETAILS; MAKE CORRECTIONS TO
- CHK FLT No IN IGO, ATIS CODE, GATE, ORIG/DEST
SAT, TROPO (HIGHEST) AND ENTER TRIP WINDS
#DEPARTURE CLEARANCE THRU DATA LINK AND TIME WITHIN 30‟OF DEP AND SEND
#(IF DCL NOT AVAILABLE: R/T> “I FLY 306, REG „VT-IGI‟, BAY NUM- - CHK MESSAGE OF RECEIPT OF REQUEST
BER xx, QNH 1008, INFO „R‟, DESTINATION ZZZ, FL360, REQUEST - FINISH ACARS INIT WITH DATE,PILOTs IGA AND SEND
CLEARANCE”. Note down Clearance and Read back. - WHILE AWAITING DEP CLEARANCE:
# SET SQUACK FREQ ON ATC AND INITIAL ALT ON FCU. : SET JEPP FD ROUTE TO DEP AND DEST
FLIGHT PLAN: PLAN MODE, RG 20 AND CHK RTE : SELECT THE EXPECTED SID, TAXI AND RCF Pg
BEFORE INSERTING, INSERT EXPECTED ARRIV- : KEEP AN EYE ON COMPANY MESSAGE FOR CLR
AL RW: NOT THE STAR OR VIA (HELPFUL IN
: ACCEPT CLEARANCE AND TAKE A PRINT
FUEL PREDICTION AND ALSO WHEN REQD TO
USE NAV BACKUP) : TIME PERMITTING ENTER THE ENTIRE ROUTE
SECONDARY FLT PLAN: COPY ACTIVE; : FINISH THE PERF CALCULATION FOR T/O
CHANGE FOR IMMEDIATE RETURN FOR EX-
PECTED R/W; FILL APPROACH AND GA Pg
(COULD PREPARE FOR ALT RW/ INTERSECTION)
RAD NAV:SELECT VOR FOR ONSIDE T/O (IF (SEE THE TRIM SHEET/FUEL CHIT, ATIS AND CLEARANCE; FEED DA-
REQD TO INTERCEPT A RADIAL AFTER T/O, TA INTO EFB FOR CALCULATIONS TO X-CHECK DATA ENTERED INTO
FEED IN HERE AND USE ROSE VOR AFTER T/O) FMGS; SELECT THE REQUIRED CHARTS ON JEPP FD PRO TO X-
INIT „B‟: START FROM TRIP WIND AND THEN TOP CHECK ROUTE)
RIGHT; CORRECT THE FUEL FIGURES
PERFORMANCE: (BEFORE THIS EFB CALCULA-
TION). START FILLING FROM T/O SHIFT AND * FMS PREPARATION..........................................................CHECK
THEN TOP RIGHT ONWARDS. THR RED/ACCN (RANGE/MODE TO 20/PLAN AND CHECK CHART CONSTRAINTS AND
/EO ACCN::400‟/800‟/1500‟ (FM R‟WAY ELEVATION WAYPOINTS WITH CONSTRAINTS/POINTS ON FMGS AND ND)
Op Notice 8A : 29 Dec 16) [IF TURN INVOLVED
IS>1200 OR HIGH ROC REQD, ON NEXT Pg(CLB
PHASE), SELECT „G‟ DOT/APPROPRIATE SPEED]

PROG: EITHER VOR OR R/W THRESHHOLD

GLARESHIELD: •When both flight crewmembers are seated:

* BAROMETRIC REFERENCE.....(FCOM PRO-SUP-34).......SET * BAROMETRIC REFERENCE................................................SET
(CHK BARO SETTINGS AND ALT INDICATIONS ON PFD AND STBY
ALTI +/-75(RVSM)‟; TOLRNC:: PFD 1 OR 2 AT GRD CHK: +/- 25‟; BETN
* FD............................................................................. CHECK ON
PFD 1&2: 20‟;STBY ALTIMETER +/-300‟; ON GRD AS THE VIBRATOR * LS................................................................................. AS RQRD
IS OFF, TOLERENCE IS HIGH BUT IN AIR WITH VIB ON, IT IS LOWER) * ND mode and range.............................................................. SET
* FD............................................................................. CHECK ON * VOR/ADF selector........................................................AS RQRD
* LS................................................................................. AS RQRD
* ND mode and range.............................................................. SET
(MODE:ARC MODE IF DEP AND T/O DIR ARE WITHIN 700 OF EACH
OTHER, OR ELSE SELECT ROSE NAV; RANGE: SET MIN RANGE TO
DISPLAY THE FIRST WAY PT OR AS REQD FOR WX RDR)
* VOR/ADF selector........................................................AS RQRD
* FCU....................................................................................................SET
(SPEED MACH WINDOW-DASHED; HDG V/S-TRK FPA pb-HDG V/S;
ALT WINDOW – INITIAL CLEARANCE ALTITUDE)
LATERAL CONSOLE:
OXY MASK...........................................................................TEST
(CREW SUPPLY pb: ON, LOUDSPEAKERS: ON, INT RECEPTION OXY MASK...........................................................................TEST
KNOB PRESS OUT AND ADJUST, INT/RADsw: INT; CAUTION GRD AND REMAINS SO; LISTEN FOR O2 FLOW IN LOUDSPEAKERS. RE-
CREW – “GRD CAUTION TESTING OXYGEN”. PRESS AND HOLDRE- LEASE AND CHECK RESET/TEST BUTTON RETURNS TO UP POSN
SET/TEST BUTTON: CHK BLINKERTURNS YELLOW AND THEN AND THE N 100% IS IN 100% POSN. PRESS EMERG PR SELECTOR
BLACK; HOLD THE RESET/TEST BUTTON DN AND PRESS THE AGAIN AND CHK IT DOES NOT TURN YELLOW. ON ECAM DOOR OXY
EMERG PRESS SELECTOR: BLINKER TURNS YELLOW Pg CHK “REGUL LO PR MESSAGE” IS OFF
Page 12 of 70
 AIRBUS A320 - SIM CHK
INSTRUMENT PANEL:
PFD-ND BRIGHTNESS....................................................ADJUST
(CHK ND OUTER RING TO MAX RANGE: RADAR DISPLAY)
LOUDSPEAKER knob.............................. (1„O‟CLOCK POSN)SET
* PFD-ND.......................................................................... CHECK
PFD: CHK PFD/ND NOT TRANSFERRED; CHK CORRECT DISPLAY
WHEN ATT AND HDG AVAILABLE; CHECK IAS, FMA, INITIAL TGT
ALT, ALTIMETER READINGS, VSI, ALTI SETTINGS, HDG (max diff 40)
AND ATTD.
ND: CHK FOR CORRECT DISPLAY; X-CHK COMPASS INDICATION
ON THEND AND DDRMI; CHK GD SP<5Kt, HDG, INITIAL WAYPOINT,
VOR ADF INDICATIONS.
* LDG ELEV (ECAM PRESS pb)……………………… CHK AUTO
* ECAM STATUS...............................................................CHECK
INSTRUMENT PANEL:
PFD-ND BRIGHTNESS........................................................ADJUST
LOUDSPEAKER knob.................................. (1„O‟CLOCK POSN)SET
* PFD-ND...............................................................................CHECK
* IRS ALIGN........................................................................CHECK
(ON POSN MONITOR Pg, CHK IRS ARE IN NAV MODE; DIST BETN IRS
AND FMS POSN<5NM; SELECT ND IN ROSE-NAV/ARC MODE AND
CONFIRM AC POSN IS CONSISTENT WITH POSN OF AIRPORT, THE
SID AND THE SURROUNDING NAVAIDs )

ONCE THE FINAL L&T SHEET IS AVAILABLE CM1 WILL CHECK FOR
GROSS ERRORS (CORRECT FLT No., A/C REG, DATE, FOB etc.) THE
L&T DATA IS TO BE INSERTED AS FOLLOWS:
FIGURES
CM1 SHALL CALL OUT ZFW, ZFWCG AND FUEL
(CM1 WILL OBSERVE CM2 ENTERING THE CORRECT DATA) CM2 WILL CNFM IT MATCHES WITH CFP AND INSERT DATA IN MCDU
CM2 WILL NOW CALL OUT THE TOW & LW AS CAL BY FMGS
CM1 WILL CROSS CHECK TOW AND LW WITH L&T SHEET
CM1 WILL NOW CALL OUT T/O MACIN % FROM L&T SHEET
CM1 WILL CONFIRM/CALL OUT TRIM SETTING IN TRIM SHEET CM2 WILL CHK& CALL OUT CORR TRIM SETTING FM TRIM WHEEL
PIC SHALL SIGN THE TRIM SHEET, ANNOTATE NAME, ATPL No., CM2 WILL ENTER THE FIGURE CNFD BY CM1 IN PERF T/O Pg
TIME(UTC) AND H/O A/C COPY TO CM2 CM2 WILL INDEPENDENTLY, X-CHK THE FIG OF L&T SHEET WITH
* TAKEOFF BRIEFING.................................................PERFORM THOSE ENTERED AND ANNOTATE THEM IN THE CFP

SEATING POSITION.................................................................ADJUST SEATING POSTION.................................................ADJUST

FMS PERF TO page..................................................................SELECT FMS FLT PLAN page.................................................SELECT
*CHK THE FLWNG 8 THINGS: (1) CORRECT SEATING (2) MCDU: PF ON EXT PWR.........................................................CHECK AVAIL
PERF, PM ON FLT PLAN Pg (3) FUEL QUANTITY AS PER PLAN/CFP “GRD FM CCPT, REMOVE EXT PWR”
(4)WHEEL TEMP: BRAKE FANS AS REQD (5) SIGNS ON (6) EXT PWR
DISCONN; IF NOT DISCONNECTION WITH „AVAIL‟ LT ON (7)ALL WHITE
LIGHTS ON OVERHEAD PANEL OFF:ALL FUEL PUMPS ON (8) HF
OVER RIDE BUTTON: AS APPLICABLE
BEFORE START C/L down to the line.................................COMPLETE BEFORE START C/L down to the line.................COMPLETE

- ASK ALL GRD PERSONNEL TO DISEMBARK

- PA
- GET SLIDES ARMED
- CHK FOLLO 8 THINGS BEFORE ASKING FOR P‟BAK: CBT DSS EW+WINDS+TEMPERATURE+ANY PROCEDURE
(1)CCPT DOOR CLOSED
(2) PRK BRAKE ON, CHECK MEMO, CHECK PRESSURE
(3) THR LEVER IDLE
(4) ALL DOORS CLOSED
(5) SLIDES ARMED
(6) „NOSE WHEEL STEERING DISCONNECTED‟ MEMO DISPLAYED; IF NOT, INFORM GRD CREW AND IF REQUIRED FOLLOW THE FCOM
NOR-PROC AND MEL PROCEDURE (MEL 32-51-03: NWS ELECTRICAL DEACTIVATION BOX)
(7) EFB CHARGER STOWED
(8) SLIDING WINDOW CLOSED
- ALSO KEEP IN MIND
: CHECK WIND DIRECTION AND SPEED TO DECIDE ON MANUAL START
: IF MANUAL START OR ANY OTHER „READ AND DO‟ PROCEDURE IS INVOLVED FOR
START, READ THE PROC BEFORE ASKING FOR P‟BACK CLEARANCE
: TAKE CLEARANCE FOR PUSH BACK
: FINISH BEFORE START C/L BELOW THE LINE; INFORM GRD CREW ABT P‟BACK
: ONCE THE REFUELLING MEMO DISAPPEARS, FINISH YOUR COCKPIT PREPARATION OF
SIGNS, PUMPS, HF etc.

Page 13 of 70
 AIRBUS A320 - SIM CHK
PF PM
WINDOWS/DOORS...................................................CHECK CLOSED ATC………………………………………………………ON AUTO
SLIDES................................................................... CHECK ARMED WINDOWS/DOORS........................................CHECK CLOSED
BEACON………………………………………………………………….ON SLIDES..............................................................CHECK ARMED
THRUST LEVERS..........................................................................IDLE EFB CHARGER…………………………………………..STOWED
EFB CHARGER…………………………………...……………..STOWED “DELIVERY/GRD, I FLY___, WITH DATA LINK CLEARANCE,
QNH___, ____ (POB) THROUGH SECURITY, REQ PUSH&START.”

BEFORE START CL BELOW THE LINE PERFORM BEFORE START CL BELOW THE LINE
DON HEADSET( TILL 10,000‟ AND FM FL 100 TILL SWITCH OFF) DON HEAD SET

PF GROUND PM
“GRD-CCPT, CLEARED FOR PUSH AND
START FACING__”( FEET OFF PEDALS:Op N8A) “CLEARED FOR PUSH AND START FACING
_____. RELEASE BRAKES”
“BRAKES RELEASED, READY FOR PUSH”
WHEN BRAKES ARE RELEASED………
CHK NW STRG DISC
START ET
“CLEAR TO START?”
“CLEAR TO START”
“STARTING No, 1/ 2”
MODE SEL: IGN; CHK ALL XX OFF; PR AVL
*NEO: DUAL COOLING Pb ON START CHRONO & MONITOR START
ENG MASTER: ON
WHEN P/BAK COMPLETE- “SET BRAKES”
“BRAKES SET” IDLE PARAMETERS:
MONITOR START: NOTE:
-N1 ~21.4%
-ST VALVE OP -N1 INCR - MAX START CYCLE : 2 MINUTES
-N2 ~57.8%
-N2 INCR -OIL PR INCR -EPR ~1.01
- GAP BETN START ATTEMPTS : 15s
-IGN A/B -IGN OFF -EGT ~414*C
-FUEL FLOW -ST VALVE CL - AFTER UNSUCCESSFUL AUTO
-FF ~350Kg/Hr
-EGT INCR START, ATTEMPT MANUAL START
AS START GETS OVER: - MAX 3 START ATTEMPT INCL CRANK
ACTN OF ENG MODE NORM:TRIGGER
ENG MODE selector...............................NORM - MANUAL ST: READ NOTES ON GND SPOILERS.........................................ARM
*NEO: DUAL COOLING OFF START RUD TRIM.................................................ZERO
APU BLEED pb-sw....................................OFF
FLAPS..........................................................SET
ENG& WING ANTI ICE pb-sw...........AS RQRD “DISCONNECTING, HAND SIG ON L/R” PTCH TRIM.....(T/O IN % FM FUEL PRED Pg) SET
APU MASTER SW............................ AS RQRD
NOTE:IN AFTER START CL, FLAP CHK: ECAM STATUS.....................................CHECK
Sec 1&2…………...RESET(OFF wait 2" – ON) -PERF T/O Pg : REQD
ECAM STATUS....................................CHECK
-FLAP LEVER POSN : SELECTED
“CLEAR TO DIS HAND SIG ON L/R”(ONLY AFTER START C/L........................COMPLETE
AFTER PM COMPLETES HIS FLOW) -E/WD FLAP INDICATION : POSN ACHIEVED
N/W STR DISC MEMO...CHK NOT DISPLYED
AFTER START C/L......................COMPLETE

PF PM
-FLIGHT CONTROL CHECKS -CALL OUT THE MOVT FM F/CTL Pg; FOLLOW ON RUDDERS
-CARRY OUT SILENT CHECK OF CRTL EXCEPT RUDDERS
-AFTER CHK, SELECT A/BRK TO MAX
-“I HAVE THE PINS AND THUMBS UP, TAXI CLEARANCE”
-“GRD, I FLY___, REQ TAXI.” WRITE DN TAXI INST & READ BK
-VERBALISE TAXI INST. VERIFY TECH IS DISPLAYING TH UP,
CHECK AND CALL OUT “L/R CLEAR” -CHECKS HIS SIDE FOR TH UP, CHK AND CALL OUT”L/R CLR”
-TAXI LT ON, RELEASE BRK, TAXI OUT. CALL OUT “BRK CHK”. -MONITOR BRK CHK; SEL TAXI Pg ON Jepp FD AND GUIDE PF

Page 14 of 70
 AIRBUS A320 - SIM CHK
SEQUENCE OF ACTIONS IN COCKPIT:
- FLOWS
- FIGURES
- BRIEFING
- SEATING
- BEFORE START CL DOWN TO THE LINE (AFTER CHECKING 8 THINGS)
- CLOSE DOORS, PA, ARM SLIDES
- PUSH BACK CLEARANCE (AFTER CHECKING 8 THINGS)
- BEFORE START CL BELOW THE LINE
- “GROUND CLEAR TO START”
- START UP, AFT ST FLOWS, “CLR TO DISCON, HAND SIG L/R”, AFTR START CL
- CONTROL CHECKS; MAX BRAKE
- TAXI CLEARANCE, VERBALISE, SELECT TAXI Pg, TAXI LT ON:CHK L/R, MOVE
- BRAKE CHK
Page 15 of 70
 AIRBUS A320 - SIM CHK

TAXI

PF
PFD/ND................................................................................CHECK
TAKEOFF BRIEFING.......................................................CONFIRM
(GOOD IDEA TO REVISE: T/O RW, SID & TRANSITION, INITIAL
ALTITUDE CLEARED TO, CONFIG AND SPEEDS AND X-
CHECK AT RELEVANT PLACE ON PFD, ND AND FCU.)
BEFORE TAKEOFF C/L down to the line.....................COMPLETE
PM
ATC CLEARANCE...........................................................CONFIRM
T.O DATA............................................................................CHECK
FMS F-PLAN/SPD...............................................................CHECK
FCU ALT/HDG...........................................................................SET
BOTH FD......................................................................CHECK ON
PFD/ND.............................................................................CHECK
RADAR and PREDICTIVE WINDSHEAR SYSTEM …..AS RQRD
ATC CODE..............................................................CONFIRM/SET
TERR ON ND ………......................................................AS RQRD
AUTO BRK...............................................................................MAX
CABIN REPORT..............................................................RECEIVE
IF READINESS CHIME NOT HEARD :“CONFIRM CABIN CLEARANCE”
T.O CONFIG pb......................................................................TEST
T.O MEMO........................................................CHECK NO BLUE
BEFORE TAKEOFF C/L down to the line....................COMPLETE

Page 16 of 70
 AIRBUS A320 - SIM CHK
BEFORE TAKEOFF
PF PM

###CHECK, APPROACH PATH, R/WAY….”APPCH CLEAR”
EXTERIOR LIGHTS...................................................................SET
-TAXI LT…….To TAXI DURING TAXI; To T/O FOR T/O
-R/W TURN OFF LT….ON
-NAV AND WING LTS OFF DURING DAY, EXCPT LVO
-NAV LT ON IN 1/2 POSN ON ODD/EVEN Dt. DURING NIGHT & LVO
-STROBE LT ON (NOT RQD WHILE XING/BACK TRKNG INACTIVE R/W)
SLIDING TABLE ...............................................................STOWED
TAKEOFF RUNWAY........................................................CONFIRM
BEFORE TAKEOFF C/L below the line.........................COMPLETE
0 0
BRAKE TEMP..... (<300 C: FAN OFF;,150 :FAN ON)….. CHECK
BRAKE FAN……………………………………….......................OFF
###CHECK, APPROACH PATH, R/WAY….”APPCH CLEAR”
“TWR, IFLY_____REQUEST LINE UP”; READ BK CLEARANCE
“CLEARED FOR LINE UP BEHIND____R/W_____, I FLY ____.”
TCAS Mode selector ................................................TA or TA/RA
APPROACH PATH..................................CLEARED OF TRAFFIC
CABIN CREW....................................................................ADVISE
“CABIN CREW PLEASE BE SEATED FOR T/O”
ENG MODE selector......................................................AS RQRD
SLIDING TABLE ……......................................................STOWED
TAKEOFF RUNWAY.......................................................CONFIRM
PACKS 1+2.....................................................................AS RQRD
BEFORE TAKEOFF C/L below the line........................COMPLETE

ON GETTING T/O CLEARANCE: READ BACK CLEARANCE

“CONFIRM T/O CLEARANCE OBTAINED?” “CLEARED FOR T/O R/W______, I FLY_____.”
CHECK T/O PATH CLEAR OF BIRDS AND WEATHER “AFFIRM, T/O CLEARED FOR R/W______”
T/O LIGHT………………………………………………………….ON
„T/O CLEARANCE OBTAINED, PATH CLEAR, T/O‟ CHECK T/O PATH CLEAR OF BIRDS AND WEATHER

Page 17 of 70
 AIRBUS A320 - SIM CHK
PF TAKEOFF PM
TAKEOFF..................................................................ANNOUNCE
BRAKES........................................................................RELEASE
THRUST LEVERS.................................................. FLX or TOGA CHRONO...........................................................................START

THE CAPTAIN PLACES HAND ON THRUST LEVERS UNTIL V1

DIRECTIONAL CONTROL.......................................USE RUDDER

PFD/ND.......................................................................... MONITOR
FMA..............................................................................ANNOUNCE
N1 (EPR)............................................................................ CHECK
•BELOW 80 kt:
THRUST SET............................................................. ANNOUNCE
PFD and ENG indications............................................... MONITOR
•AT 100 kt: ONE HUNDRED KNOTS.............................................ANNOUNCE
100 kt....................................................................................CHECK ###(RTO ONLY IN CASE OF GRAVE EMERG)
•AT V1: V1.................................................................................ANNOUNCE
•AT VR: ROTATION......................................................................... ORDER
ROTATION.................................................................. PERFORM
•WHEN POSITIVE CLIMB: (### FMA :RWY to NAV) POSITIVE CLIMB....................................................... ANNOUNCE
L/G UP..................................................................................ORDER
L/G................................................................................SELECT UP
AP.....................................................................................AS RQRD
•AT THR RED ALT
THRUST LEVERS...................................CL (CHK A/THR ACTIVE) PACK 1 (if applicable)................................................................ ON
(### IF FLYING MANUAL, LOWER THE NOSE SLIGHTLY) (MONITOR ACCLN TO‟F‟/‟S‟ SP AND R/T; GUARD AGAINST SP OVER-
 AT CLB ALT….CHK: (###PITCH MODE CHG FM SRS TO SHOOTING WHILE MANAGING R/T)
CLB/OP CLB AND TGT SP JUMPS TO MGD OR SEL TGT; De-
fault: 250Kt)
•AT F SPEED:
FLAPS 1.................. (CHK SP>‟F‟ AND +ve SP TREND) SELECT
FLAPS 1...........................................................................ORDER
•AT S SPEED:
FLAPS 0................... (CHK SP>‟S‟ AND +ve SP TREND)SELECT
FLAPS 0...........................................................................ORDER
GND SPLRS.......................................................................DISARM
EXTERIOR LIGHTS........................................(OUTER TWO) SET
PACKS 2 (if applicable)...............................................................ON

•At transition altitude: BAROMETRIC REFERENCE..............SET STD; X-CHK PF SIDE

BAROMETRIC REFERENCE..............SET STD/CROSS CHECK „CLIMBING PASSING FL_____.........NOW‟
„CHECKED‟ LAND LIGHTS selector................................................ RETRACT
AFTER TAKEOFF/CLIMB C/L…………………............COMPLETE
AFTER TAKEOFF/CLIMB C/L ………………..............COMPLETE

•At 10 000 ft: “10,000 CHECKS”

EFIS OPTION...............................................................AS RQRD SEAT BELTS sw.......................................................... AS RQRD
EFB………………………….………………………….ON CHARGE *PED………………………………………………………….AUTO
EFIS OPTION.................................................................AS
RQDECAM
MEMO..................................................................REVIEW
NAVAIDS...........................................................................CLEAR
SEC F-PLN...................................................................AS RQRD
EFB………………………….………………………….ON CHARGE
OPT/MAX ALT..................................................................CHECK
EFB………………………….………………………….ON CHARGE

 AT 20,000 FT: Wx RADAR FROM +4, SET TO „CAL‟

 APPROACHING CRUZ ALT
 APPROACHING CRUZ ALT:MONITOR ALT CAPTURE
- „ 1000 FT TO GO‟
 LEVEL OUT : NOTE TIME
- MONITOR ALT CAPTURE
 TOC CHECKS:
- TCAS SET TO BELOW
- ENTER SAT (VERTICAL REVISION i.e. LSK R)
- ACARS: SEND REPORT (PROG Pg)
- RVSM CHECK
- ECAM: REVIEW ALL PAGES
- WINDS: ENTER {ONE LEVEL UP, TWO LEVELS
DOWN(BETWEEN POINTS IF WIND CHANGE<30kt OR
<300, SAME WINDS AS PREVIOUS PT CAN BE RE-
TAINED); DESCEND WINDS}

Page 18 of 70
 AIRBUS A320 - SIM CHK
PF PM
CRUISE
ECAM MEMO/SD PAGES.............................................. REVIEW -MONITOR PROG OF FLT; NOTE ATA AND FUEL FIGURE
FLIGHT PROGRESS........................................................CHECK -KEEP OBTAINING ATIS OF ENROUTE A/F, DEST AND ALT
FUEL.............................................................................MONITOR -KEEP TRK OF EQI-TIME PT/ACARS REP: ADV CAPT IF REQD
NAVIGATION ACCURACY.......................................... MONITOR
-KEEP WORKING OUT NEW EQI-TIME PTs BETWEEN RELE-
RADAR........................................... ADJUST AS APPROPRIATE
VANT AIRPORTS. KEEP A MENTAL PICTURE OF NEAREST
AIRPORTS

DESCENT MCDU PREPARATION

WEATHER AND LANDING INFORMATION...................... OBTAIN
LANDING PERFORMANCE.............................................CONFIRM
LANDING PERFORMANCE................................................CHECK
FMS..................................................................................PREPARE
FMS PREPARATION...........................................................CHECK
APPR BRIEFING.............................................................PERFORM GPWS LDG FLAP 3.........................................................AS RQRD
LDG ELEV.......................................................................... CHECK
AUTO BRK...................................................................... AS RQRD
TERR ON ND ……….......................................................AS RQRD TERR ON ND ……….......................................................AS RQRD

RADAR...............................................ADJUST AS APPROPRIATE ENG ANTI ICE pb-sw.......................................................AS RQRD

WING ANTI ICE pb-sw.....................................................AS RQRD
DESCENT CLEARANCE.................................................OBTAIN
CLEARED ALTITUDE ON FCU.................................................SET

DESCENT
DESCENT..........................................................................INITIATE
MCDU.......................................................PROG/PERF DESCENT MCDU.....................................................................................F-PLN

•At 20 000 ft: RADAR TO +4*

•At 10 000 ft: “TEN THOUSAND FLOWS”

- FOR AIRPORTS ABOVE 4000‟AMSL, THESE CHK WILL BE
CARRIED OUT AT 10,000‟ ABOVE AERODROME LEVEL OR
TL, WHICHEVER IS HIGHER.
- WHEN TL IS ABOVE 10,000‟, THESE CHK WILL BE CARRIED
OUT AT TL

EFIS option pb........................................................................CSTR SEAT BELTS sw.........................................................................ON

LS pb ...............................................................................AS RQRD
•If GPS PRIMARY not available:
NAV ACCY...........................................................................CHECK
##PED sw....................................................................................ON
EFIS option pb.........................................................................CSTR
LS pb ...................AS RQRD (FOR VOR APPR ENSURE LS OFF)
#ECAM STATUS..................................................................CHECK
RADIO NAV.............................................................SELECT/IDENT
###PROG Pg…………………GPS PRIMARY/ NAV ACCY CHECK
ENG MODE selector.........................................................AS RQRD

•At TRANSITION LEVEL: “SET QNH……” BAROMETRIC REFERENCE...........SET/CROSSCHECK PF SIDE

“QNH….SET, X-CHECKED, DESCENDING PASSING………”
“CHECKED”
LAND LIGHTS sw...................LOWER OF 10,000‟/TL……….……ON
APPROACH C/L...........................................................COMPLETE APPROACH C/L............................................................COMPLETE

Page 19 of 70
 AIRBUS A320 - SIM CHK
AIRCRAFT CONFIGURATION FOR APPROACH
### 30NM…………………………….SPEED 210KT/GREEN DOT
### 25NM………………………………….”ACTIVATE APPROACH” ACTIVATE APPROACH
#APPR SP TGT SHOULD APPEAR AT THE BOTTOM OF SP SCALE IN
MAGENTA;ON
NOTES FORAPPROACH
VOR APPR “BOX” SHOULD APPEAR NAV ACCURACY...........................................................MONITOR
•At green dot:
-FLAPS 1...............................................................................ORDER
PRECISION APPR: ILS and RNAV-RNP; lateral + vertical guidance FLAPS (ILS, RNAV-RNP). The guidance is by Grd Based Aids/ FMS.
1............................................................................ SELECT
-S SPEED/
NON PRECISION
###180KT.............................................CHECK
APPR: LOC, VOR, NDB, RNAV-GNSS; ORNo
SET
vertical
*‟S‟ SPEED, VFE NEXTselected
guidance ie. Vertical AND FLAP (NAV-FPA,
LIMIT SP LOC,
INDRNAV-GNSS
WILL APPEAR
with LNAV
FLIGHT minima)
PATH..................................................................MONITOR
-*### IF SP
During
BRKthe approach
REQD, SELECT the altitude
FLAP 2on the FCU shall be set in the following order:
FIRST
oATC cleared altitude
###ONCE oMinimum
ON RADaltitude VECT FOR at Final approach Fix.
INTERCEPT LEG, “SEQUENCE SEQUENCE F-PLN WITH RADIAL IN, PULL HEADING
oInitial altitude constraintorLevel segment of the go-around procedure as per charts.
F-PLN”
- DECELLERATED APPR: The aircraft descends along the defined vertical path (G/S or VNAV) in minimum Flaps 1. Flaps 2 may be
###REVISE GO-AROUND DRILL
selected depending upon speed control, latest by 2000ft AAL. Aircraft is to be in landing configuration not later than 1500 ft AAL so as
to meet the stabilized criteria of not later than 1000ft nd AAL for an instrument approach.
ONCE CLEARED FOR APPR, ARM APPR AND 2 AP……… ON
- STABILISED APPR The a/c leaves the Final Descent Point in a stabilized state. This could be due to low altitude intermediate approach
(platform altitude around 2000 ft or less), vertical descent angle more than 3.5 degrees, tail wind greater than 10 Kts, aircraft abnor-
(READ FMA TO CHK “CAT III DUAL, AP 1&2, LOC&G/S BLUE,
mal procedure etc.
ILS IDENT ON PFD”
- CRITERIA FOR STABILISED APPRThe following Stabilisation thresholds need to be met: (OM A)
a) NPA/PAR - FAF
LOC........................................................................CHECK ARMED
b) ILS - 1000 ft AAL
G/S.........................................................................CHECK ARMED
LOCc) Visual - 500 ft AAL
CAPTURE...............................................................MONITOR CHK SP IS 10KT < VFE NEXT, AT „S‟ SPEED….SELECT FLAP 2
G/Sd)CAPTURE................................................................MONITOR
Circling - 400 ft AAL * ‟F‟ SPEED AND NEW VFE NEXT WILL APPEAR
By this threshold, the airplane should be:
###- In
GSlanding configuration.
LIVE: “FLAP 2” (LATEST BY 2000‟AGL) CHECK SP, GEAR DOWN; ARM SPOILERS, LIGHTS ON, AUTO
- On the published approach profile(LATERAL AND VERTICAL) until conditions have been met to descend below MDA/DA.
### SELECT SPEED 160KT BRKapproach,
ON, CHK SP MANAGED
- At TARGET Speed as computed by the FMS. In case of SELECTED Speed not more than Vapp + 20 Knots.
- Rate of descent not in excess of 1000 fpm (up to 1200 fpm authorised on a non-precision approach when conditions require)
### ½ DOT : “GEAR DOWN”, MANAGE SPEED
and not less than 400 fpm.
G/S*: GA ALT
- Engines SET up; Compatible to approach configuration.(USUALLY ABV IDLE, TO MAINTAIN TARGET VApp)
spooled
#(PF
- No excessive PNF
if AP is ON, flight ifparameter
AP is OFF. The PF may request that this
deviation CHK SP AND SELECT FLAPS
action
- The is landing
performedcheck by the PNFTHE
list „TO depending
LINE‟must on thebe situation.)
completed
###- IfFLAP 3
the aircraft is not stabilized, the flight crew must initiate a go-around, (FULL FLAPS
unless theyAT 160KT
think that ORonlyLESS)
small corrections are necessary
to rectify minor deviations from stabilised conditions due, amongst others, to external perturbations.
### FULL FLAPS VAPP......................................................................CHECK OR SET
#LATEST
GeneralBY 1500‟AGL LDG FLAPS SHOULD BE SELECTED
points: A/THR..............................................................CHECK SPD or OFF
SO=Precision
THAT THEApproaches
ENGINES SPOOL and FullyUP BY 1200‟
managed NPAAND BE be
shall flown as a WING
STABI- A. ICEApproach
Decelerated (if not required).....................................................OFF
unless required to be flown as an Early Sta-
LISED BY 1000‟
bilized Approach due conditions mentioned above. SLIDING TABLE ……….........................................................STOW
=Other NPA (selected) shall be Early Stabilized. LDG MEMO....................................................... CHECK NO BLUE
=For all NPAs (Managed or Selected), DDA (MDA+50 feet) is to be entered CABIN REPORT................................................................RECEIVE
in the PERF APP page.
SLIDING TABLE ………........................................................STOW CABIN CREW......................................................................ADVISE

CABIN REPORT..........................................................RECEIVE *GS, OUTER MARKER/DME CHK IS A MANDATORY CALL

LANDING CHK LIST COMPLETE

“LANDING CHECK LIST”  AT 1000‟ PRESSURE ALTITUDE – “STABILISED”

ANNOUNCE ANY FMA MODIFICATION  AT DA/MDA PR ALT “MINIMUMS”

ANNOUNCE ANY DEVIATION IN EXCESS OF:
“CHECKED” • V/S: >1 000 FT/MINor less than 400 fpm (OM A)
ONCE VISUAL AND COMFORTABLE: AP AND FD OFF • IAS: SPEED TARGET +10 KT; VAPP -0 KT
 Thrust :Any significant deviation from average thrust setting (OM A)
• PITCH: 2.5 ° NOSE DOWN; 10 ° NOSE UP
“CONTINUE/GO-AROUND”
• BANK: 7 °
 ILS - LOC/GLIDE DEV: ½ DOT
 FINAL APPR GUIDNC[RNAV(GNSS)]: X-TRK>0.1NM; V/DEV>1/2 DOT
 FPA GUIDANCE – NAV MODE: X-TRACK>0.1NM
LOC MODE: LOC ½ DOT
TRK MODE: VOR-1/2 DOT OR 2.5*// NDB: 5*

Page 20 of 70
 AIRBUS A320 - SIM CHK
HOLD ENTRY:

using the POD Method, we use the heading indicator as an “entry aid.” As we approach the fix, the heading to the fix
appears at the top of the heading indicator (assuming, that is, you are proceeding directly to the fix, which will always
be the case with a hold clearance). We then visualize an inverted “T” centred on the instrument as indicated below:

Note that the thumb rotates the lateral line 20° as indicated. Once the imaginary sectors are mapped on the heading
indicator, the rest is easy. Simply visualize which sector the outbound track of the assigned hold lies. If the outbound
track is in the “P” sector, the pilot performs a parallel entry procedure; if the outbound track is in the “O” sector, an off-
set entry procedure is flown; finally, if the outbound track is in the “D” sector, the pilot flies a direct entry procedure.

Page 21 of 70
 AIRBUS A320 - SIM CHK
GO AROUND
Apply the following three actions simultaneously:
THRUST LEVERS.......................................................................TOGA
ROTATION..........................................................................PERFORM
GO-AROUND...................................................................ANNOUNCE
FLAPS lever..................................................SELECT AS RQRD
Retract one step of flaps. #MONITOR ENG PARAMETERS.
FMA..................................................................................ANNOUNCE
#MAN TOGA / SRS / GA TRK or NAV / A/THR (in blue).
#MONITOR THE FLIGHT PATH
POSITIVE CLIMB....................................................ANNOUNCE
L/G UP.....................................................................................ORDER
L/G............................................................................SELECT UP
AP .......................................................................................AS RQRD
NAV or HDG mode..............................................................AS RQRD
(Reselect NAV or HDG, as required (minimum height 100 ft)).
#PUSH OR TURN+PULL HDG/TRK SEL KNOB ON FCU, ACCORD-
ING TO ATC CLEARANCE

•AT GA THR RED ALT: LVR CLB flashing on FMA.

THRUST LEVERS.......................................CL (CHK A/THR „WHITE‟)

•AT GA ACCEL ALT:

SPEED................................................................................MONITOR
(Monitor that the target speed increases to green dot. If the target
speed does not increase to green dot:
ALT knob.........................CHECK and PULL TO ENGG OP CLB;
TGT SP INCR TO GREEN DOT)
•AT F SPEED:
FLAPS 1..................................................................................ORDER FLAPS 1.........................................................................SELECT

•AT S SPEED:
FLAPS 0...................................................................................ORDER FLAPS 0.........................................................................SELECT
GND SPLRS...................................................................DISARM
###Consider the next step: EXTERIOR LIGHTS............................................................. SET
‐ Engage NAV mode, to follow the published missed approach
procedure, or
‐ Prepare for a second approach by selecting the ACTIVATE APP
PHASE, and CONFIRM on the PERF page.

AFTER TAKEOFF C/L down to the line.............................COMPLETE

AFTER TAKEOFF C/L down to the line....................COMPLETE

LANDING
•In stabilized approach conditions, at approx. 30 ft: ATTITUDE.....................................................................MONITOR
FLARE...............................................................................PERFORM

THRUST LEVERS.......................................................................IDLE
•At touchdown:
DEROTATION......................................................................INITIATE
BOTH THRUST LEVERS.............................REV MAX or REV IDLE GRND SPLRS..............................................CHECK/ANNOUNCE
REVERSERS...............................................CHECK/ANNOUNCE
DIRECTIONAL CONTROL...................................................ENSURE
DIRECTIONAL CONTROL...........................................MONITOR
BRAKES.............................................................................AS RQRD
DECELERATION.........................................CHECK/ANNOUNCE

70 kt...........................................................................ANNOUNCE
•At 70 kt:
BOTH THRUST LEVERS...................................................REV IDLE

•At taxi speed:

BOTH THRUST LEVERS..................................................FWD IDLE
•Before 20 kt:
AUTOBRK......................................................................DISENGAGE

Page 22 of 70
 AIRBUS A320 - SIM CHK
AFTER LANDING
#EXTERIOR LIGHTS................................................................SET
#GRND SPLRS..................................................................DISARM
AFTER LDG C/L...........................................................COMPLETE
PARKING
ACCU PRESS......................................................................CHECK
PARKING BRAKE handle...........................................................ON
ENG MASTER 1, 2....................................................................OFF
SLIDES.............................................................CHECK DISARMED
“CONFIRM SLIDES DISARMED”
SEAT BELTS sw........................................................................OFF
EXTERIOR LIGHTS...................................................................SET
GROUND CONTACT....................................................ESTABLISH
PRK BRK...ONCE CHOCKS ON AND ONE CABIN DOOR
OPEN.....OFF
(FEET ON RUDDR PEDALS, CHK A/C NOT MOVING)
DUs.............................................................................................DIM
PARKING C/L...............................................................COMPLETE
SECURING THE AIRCRAFT
PARKING BRK............................................................CHECK ON
ADIRS (1+2+3).........................................................................OFF
SECURING THE A/C
C/L...................................................COMPLETE
RADAR............................................................................OFF/STBY
PREDICTIVE WINDSHEAR … .................................................OFF
ENG MODE selector.............................................................NORM
FLAPS.............................................................................RETRACT
TCAS ……...........................................................SET on standby
ATC.................................................................................AS RQRD
#NO PED………………………………….………………………..OFF
APU.......................................................................................START
ANTI ICE..........................................................................AS RQRD
BRAKE TEMP......................................................................CHECK
AFTER LDG C/L............................................................COMPLETE
ANTI-ICE..................................................................................OFF
APU BLEED pb-sw....................................................................ON
“AFFIRM, SLIDES DISARMED”
FUEL PUMPS..........................................................................OFF
ATC....................................................SET on standby, 2000SET
IRS PERFORMANCE.........................................................CHECK
FUEL QTY..........................................................................CHECK
STATUS..............................................................................CHECK
BRAKE FAN …… ....................................................................OFF
DUs......................................................................................... DIM
PARKING C/L............................................................COMPLETE
OXY CREW SUPPLY pb......................................................OFF
EXTERIOR LIGHTS.............................................................OFF
MAINT BUS SW..........................................................AS RQRD
APU BLEED pb-sw.............................................................. OFF
APU MASTER SW................................................................OFF
EMER EXIT LT sw................................................................OFF
SIGNS sw.............................................................................OFF
EXT PWR pb...............................................................AS RQRD
BAT 1+2................................................................................OFF
SECURING THE A/C C/L........................................COMPLETE
Page 23 of 70
 AIRBUS A320 - SIM CHK

PRE START (APPLICABLE TO AIRCRAFT ALSO)

: CORRECT FLOWS; IN SEQUENCE
: BEFORE, „BEFORE START C/L TO THE LINE‟, CHK THE FOLLOWING 8 THINGS
SM-FB-SEW-H
- CORRECT SEATING
- MCDU: PF ON PERFORMANCE Pg, PM ON FLT PLAN Pg
- FUEL QUANTITY AS PER PLAN/CFP
- WHEEL TEMPERATURE: BRAKE FANS AS REQUIRED
- SIGNS ON
- EXT PWR DISCONNECTED; IF NOT, DISCONNECTION WITH „AVAIL‟ LT ON
- ALL WHITE LIGHTS ON OVERHEAD PANEL OFF: ALL FUEL PUMPS ON
- HF OVER RIDE BUTTON: AS APPLICABLE

BEFORE ASKING FOR PUSH BACK CLEARANCE, CHECKTHE FOLLOWING 8 THINGS

CBT-DSS-EW+WINDS+TEMPERATURE +ANY START PROCEDURES
: COCKPIT DOOR CLOSED
: PARKING BRAKE ON, CHECK MEMO, CHECK PRESSURE
: THRUST LEVER IDLE
: ALL DOORS CLOSED
: SLIDES ARMED
: „NOSE WHEEL STEERING DISCONNECTED‟ MEMO DISPLAYED; IF NOT, INFORM
GRD CREW AND IF REQUIRED FOLLOW THE FCOM NOR-PROC AND MEL PROCE-
DURE (MEL 32-51-03: NWS ELECTRICAL DEACTIVATION BOX)
: EFB CHARGER STOWED
: SLIDING WINDOW CLOSED
ALSO KEEP IN MIND
: CHECK WIND DIRECTION AND SPEED TO DECIDE ON MANUAL START
: IF MANUAL START OR ANY OTHER „READ AND DO‟ PROCEDURE IS INVOLVED FOR
START, READ THE PROC BEFORE ASKING FOR P‟BACK CLEARANCE
: FINISH BEFORE START C/L BELOW THE LINE; INFORM GRD CREW ABT P‟BACK

Page 24 of 70
 AIRBUS A320 - SIM CHK

DURING START
MONITOR START
: IN CASE ELECTRICAL POWER SUPPLY IS INTERRUPTED DURING THE START SEQUENCE
(INDICATED BY THE LOSS OF ECAM DUs), ABORT START BY SETTING ENG MASTER OFF
AND THEN PERFORM A 30 SEC DRY CRANK BEFORE STARTING
: IN CASE N2 SHOOTS TO 40% IMMEDIATELY, IT INDICATES COMPRESSOR /TURBINE
SHAFT HAS BROKEN; PUT THE MASTER OFF AND INFORM GROUND STAFF. ENGINE
CHANGE WOULD BE REQUIRED IN THIS CASE. THERE WOULD BE NO ECAM FOR THIS
AND SO WATCH OUT FOR THIS FAILURE
: IN CASE OF ANY START FAULT (ECAM), PF/PM CALLS OUT THE ECAM, CANCELS CAU-
TION
ECAM HANDLING:
-PF: I HAVE CONTROLS & COMMUNICATION; ANY OEB OR TECH NOTICE
-PM: NO OEB, NO TECH NOTICE
-PF: ECAM ACTIONS
-PM: PERFORMS ECAM ACTIONS; READS: „AUTO CRANK IN PROGRESS‟
-PF: : “STOP ECAM”
:INFORM GRD CREW: READS OUT THE ECAM LINE AND ASKS THEM TO INFORM MCC
(MCC CLEARANCE IS REQD FOR MANUAL VALVE OPERATION)
:INFORM GROUND-“GRD I FLY 001, START FAULT, WILL HOLD GROUND POSITION AND
WILL CALL WHEN READY FOR TAXI” (DON‟T SPECIFY TIME!!!)
-PF: CONTINUE ECAM
-PM: FINISHES ECAM; “STATUS?”
-PF: STANDBY STATUS; ANY NORMAL C/L ,ANY OEB, ANY COMPUTER RESET
-PM: CONFIRMS “YES/NO”
-PF: READ STATUS/CONTINUE ECAM
-PM: READS STATUS;ON COMPLTION OF STATUS, ASKS “REMOVE STATUS”
-PF: REMOVE STATUS
-PM: “ECAM ACTIONS COMPLETE”
-PF: “ANY ABNORMAL PAPER C/L?”
-PM: CHECKS THE ABNORMAL FROM FCOM; COMES TO THE POINT ABOUT THE NEXT
COURSE OF ACTION AND THEN GOES TO THE RELEVANT SUPPLEMENTARY PROCE-
DURE TO START THE ENGINE
: FIRST READS THE ENTIRE PROCEDURE, AND THEN
: READS THE „TO DO ACTIONS‟
-PF: DOES THE START ACTIONS AS READ BY PM
*** REMEMBER: ALL SUPPLEMENTARY PROCEDURES, PM READS, PF DOES

# IF TAIL PIPE FIRE REPORTED

: FOLLOW QRH PROCEDURE ENGINE TAILPIPE FIRE C/L
: TELL GRD CREW NOT TO USE FIRE EXTINGUISHER
: AT BEST, PUT ENGINE MASTER OFF
# IF FUEL LEAK REPORTED FROM ENGINE DRAIN MAST
: RUN ENGINE AT IDLE FOR 5 MINUTES; IF LEAK DISAPPEARS DURING THESE 5‟,
A/C CAN BE DISPATCHED WITHOUT MAINTENANCE ACTION
: IF LEAK IS STILL PRESENT AFTER 5‟, SHUT DOWN THE ENGINE AND REQUEST
THE MAINTENANCE PERSONNEL TO INVESTIGATE THE SOURCE OF LEAKAGE

*** IN NEO ENGINES IF THERE IS A FUEL LEAK FROM THE ENGINE, ABORT START: MAIN-
TENANCE ACTION IS DUE BEFORE THE FLIGHT

Page 25 of 70
 AIRBUS A320 - SIM CHK

ENGINE MANUAL START:

- ENG THR LEVERS: IDLE

- ENG MODE SELECTOR: NORMAL THEN IGNITION
- ENG MANUAL START Pb ON; PF STARTS CHRONO TO MONITOR START CYCLE
- WHEN ENG REACHES MAX MOTORING SPEED (MIN 16%), EGT LESS THAN THE SPECI-
FIED LIMIT, AND 30” AFTER MAN START Pb ON:
- MASTER SWITCH ON: PM STARTS TIMING OUT TO CHECK IGNITION DELAY: (ENG
SHOULD LIGHT UP IN 20”). CHECK:
 IGNITERS A AND B
 FUEL FLOW INCREASES
 EGT RISES WITHIN 20” OF FUEL FLOW RISE
 N1 INCREASES BEFORE 34% N2
- WHEN N2 REACHES 43%, CHECK:
 IGNITERS OFF
 START VALVE CROSS LINE
 MAIN AND SECONDARY ENG IDLE PARAMETERS NORMAL
- WHEN GREY BACKGROUND ON N2 DISAPPEARS:
 MANUAL START SWITCH OFF
 ENG MODE SELECTOR NORMAL
*IN ELEC PWR SUPPLY IS INTERRUPTED DURING START SEQUENCE (INDICATED BY LOSS OF
ECAM DISPLAYS), ABORT START BY SWITCHING MASTER SW TO OFF, THEN PERFORM
30” DRY CRANK BEFORE ATTEMPTING NEXT START. CRANKING IN SUPPLEMENTARY
PROC.
CROSS BLEED ENGINE START:
- APU BLEED : OFF
- ENGINE BLEED OF RUNNING ENGINE : ON
- ENGINE BLEED OF RECEIVING ENGINE : OFF
- X-BLEED : OPEN
- CONFIRM AREA CLEAR OF OBSTACLES, LOOSE ITEMS, PERSONNEL ETC
- ADJUST POWER OF SUPPLYING ENG TO OBTAIN 30 PSI AT „START AIR VALVE‟, BE-
FORE INITIATION AND AT LEAST 25 PSI DURING START
- DO NOT EXCEED 40% N1 TO LIMIT JET WAKE
- APPLY NORMAL ENGINE START PROCEDURE
- AFTER START:
o THRUST LEVERS : IDLE
o X-BLEED : AUTO
o ENG BLEED RECEIVING ENG : ON
o PACKS : ON
START VALVE MANUAL OPERATION: *ONLY AFTER CLEARANCE FROM MCC
PREFERABLY NO1 ENG FIRST THEN NO2
- ENGINE MODE SELECTOR : IGNITION
- ENG MASTER SWITCH : ON
- START VALVE, ORDER : “OPEN AND KEEP OPEN”
- WHEN N2 REACHES 43%
o START VALVE, ORDER : “CLOSE START VALVE”
* ENGINEER HAS TO USE THE CABIN INTERPHONE SYSTEM FOR THIS PURPOSE, SO IN THIS
TIME THE CABIN CREW CANNOT USE IT FOR COMMUNICATING WITH THE COCKPIT AND
THIS NEEDS TO BE INFORMED TO THE LEAD

Page 26 of 70
 AIRBUS A320 - SIM CHK

GRD PNEUMATIC START: (WHEN APU IS INOPERATIVE) AFTER START, ASK GRD CREW TO
DISCONNECT: EXT PWR, AIR CONDITIONING SYSTEM, AND EXTERNAL PNEUMATIC
APU FIRE AT APU SHUTDOWN AFTER ENGINE START:

- APU AUTO SHUTDOWN AND AUTO FIRE BOTTLE DISCHARGE WILL TAKE PLACE
- OBVIOUSLY IT IS A “NO GO”!
- CHECK FIRE PUSH BUTTON LIGHT AND ALSO CONFIRM FROM GROUND CREW
ABOUT THE EXISTENCE OF FIRE
- IF FIRE IS STILL ON: EVACUATE USING THE EVACUATION CHECKLIST
*DO NOT INITIATE AN EVACUATION WITHOUT THE CHECKLIST, LEST YOU EVACUATE
WITH ENGINES RUNNING!
- EVACUATION: DO NOT FORGET TO INFORM ATC ABOUT EVACUATION

CARGO SMOKE ON GROUND: BEFORE START (FCTM)

- CHECK CARGO DOOR OPEN OR CLOSED ON DOOR SD PAGE

- IF OPEN, CHECK WITH GROUND CREW TO CHECK THE CARGO HOLD FOR ANY
SMOKE/FUMESAND ELIMINATE THE SOURCE; DO NOT DISCHARGE FIRE BOTTLES
- IF DOORS ARE CLOSED, TAKE ACTIONS AS PER ECAM
- DO NOT LET GROUND CREW OPEN CARGO DOORS UNTIL THE PASSENGERS HAVE
DISEMBARKED AND FIRE SERVICES ARE PRESENT
*ON GROUND, THE WARNING MAY BE TRIGGERED DUE TO HIGH HUMIDITY

Page 27 of 70
 AIRBUS A320 - SIM CHK

DURING TAXI

BE PREPARED FOR:
- LOSS OF BRAKING (USING MAX REVERSERS IS A LEGAL REUIREMENT!!!)
- NOSE WHEEL STEETING FAULT: WITH OR WITHOUT ECAM
: WITH ECAM- IMPLIES THE ENTIRE SYSTEM HAS FAILED; SO STOP THE AIRCRAFT
IMMEDIATELY
: WITHOUT ECAM- IT IS POSSIBLE THAT ONLY THE PF SIDE HAS FAILED, SO HAND
OVER CONTROLS TO PM TO MANOEUVER AND STOP THE A/C
: INFORM ATC; CARRY OUT ECAM/RESET
- BSCU FAULT
- FAILURES RELATED TO MEL OR THOSE IN THE TECH NOTICES
LOSS OF BRAKING
TASK-SHARING: THE PF CALLS FOR “LOSS OF BRAKING" AND THE PNF THEN EXECUTES THE
ACTION.IN CASE OF URGENCY AND CONDITIONS PERMITTING, THE PF CAN HIMSELF SELECT
THE A/SKID & N/WSTRG SW OFF WITHOUT CALL.
 IF NO BRAKING AVAILABLE:
REV..................................................................................................................MAX
BRAKE PEDALS..............................................................................................RELEASE
A/SKID & N/W STRG.......................................................................................OFF
BRAKE PEDALS..............................................................................................PRESS
MAX BRK PR...................................................................................................1000 PSI
 IF STILL NO BRAKING:
PARKING BRAKE......................SHORT AND SUCCESSIVE APPLICATIONS
PF PM
- ANNOUNCE………….”LOSS OF BRAKING; ANTI SKID OFF”
-REVERSERS………………………………..MAXIMUM
-BRAKE PEDALS…………………………...RELEASE CHECK: BRAKE PEDALS………………………….. RELEASED
-BRAKE PEDALS………………………...…PRESS; MAX 1000PSI ANTI-SKID AND N/W STEERING…………………..OFF
BRAKE PRESSURE: MONITOR AND CALL OUT; MAX
1000PSI

BASIC PHILOSOPHY OF HANDLING FAILURES DURING TAXI

- AVIATE: MANOEUVER/CONTROL THE A/C; STOP IT SAFELY;P‟BRK ON
- NAVIGATE: WHERE ARE WE?, HOW DOES IT AFFECT US AND OTHER A/C IN THE
AREA?, CAN WE SAFELY MANOEUVER TO A SAFE AREA WHERE WE ARE NOT OB-
STRUCTING OTHER TRAFFIC?
- COMMUNICATE: WITH THE CO-PILOT AND THE ATC
- ECAM ACTIONS OR RESET

Page 28 of 70
 AIRBUS A320 - SIM CHK

MEL: SELECTION OF MEL IN EFB

- OPEN THE OLB, CHECK LAYER 3 IS SELECTED, NOW OPEN MEL
- READ THE MEL NUMBER IN THE „ITEM‟
- CHECK THAT YOU ARE READING THE ONE RELEVANT TO YOUR REGISTRATION
- SELECT THE MEL FROM THE „ITEM‟ (SMALL BOX TO LEFT OF RELEVANT „ITEM‟); THIS
WILL SELECT THE MEL FOR BOTH T/O AND LANDING PERFORMANCE
- BRIEF ON THE MEL, STARTING FROM THE MEL NUMBER, ITS APPLICABILITY TO YOUR
REGISTRATION, THE IMPLICATIONS OF THE MEL AND THEN OF THE OPERATIONAL PRO-
CEDURE INVOLVED
- *IN THE OP PROC, “CONFIG FOR T/O” AND ”CONDITION OF R/W FOR DISPATCH”, ARE AP-
PLICABLE FOR OCTOPUS CHARTS AND NOT FOR EFB
MEL FLOW CHART: DISPATCH CRITERIA (OTE QCF)

Page 29 of 70
AIRBUS A320 - SIM CHK

Page 30 of 70
 AIRBUS A320 - SIM CHK

REJECT TAKEOFF AND EVACUATION

THE DECISION TO REJECT THE TAKEOFF AND THE STOP ACTION IS MADE BY THE CAPTAIN.IT
IS THEREFORE RECOMMENDED THAT THE CAPTAIN KEEPS HIS HAND ON THE THRUST LEV-
ERS UNTIL THE AIRCRAFTREACHES V1, WHETHER HE IS PILOT FLYING (PF) OR PILOT NOT
FLYING (PNF). IN ORDER TO HELP THE CAPTAIN TO MAKE A DECISION, THE ECAM INHIBITS
THE WARNINGS THAT ARE NOT ESSENTIAL FROM 80 KT TO 1 500 FT (OR 2 MIN AFTER LIFT-
OFF, WHICHEVER OCCURS FIRST). WHEN THE AIRCRAFT SPEED IS AT OR ABOVE 100 KT, IT
MAY BECOME HAZARDOUS TO REJECT A TAKEOFF.THEREFORE, WHEN THE AIRCRAFT
SPEED APPROACHES V1, THE CAPTAIN SHOULD BE “GO-MINDED” IF NONE OFTHE MAIN FAIL-
URES QUOTED BELOW HAVE OCCURRED.
DECISION MANAGEMENT
 BELOW 100 KT:
THE DECISION TO REJECT THE TAKEOFF MAY BE TAKEN AT THE CAPTAIN‟S DISCRETION, DE-
PENDING ON THECIRCUMSTANCES.ALTHOUGH WE CANNOT LIST ALL THE CAUSES, THE CAP-
TAIN SHOULD SERIOUSLY CONSIDER DISCONTINUINGTHE TAKEOFF, IF ANY ECAM WARN-
ING/CAUTION IS ACTIVATED.
NOTE: THE SPEED OF 100 KT IS NOT CRITICAL: IT WAS CHOSEN IN ORDER TO HELP THE
CAPTAIN MAKEHIS DECISION, AND TO AVOID UNNECESSARY STOPS FROM HIGH SPEED.
 ABOVE 100 KT AND BELOW V1:
REJECTING THE TAKEOFF AT THESE SPEEDS IS A MORE SERIOUS MATTER, PARTICULARLY
ON SLIPPERYRUNWAYS. IT COULD LEAD TO A HAZARDOUS SITUATION, IF THE SPEED IS AP-
PROACHING V1. AT THESESPEEDS THE CAPTAIN SHOULD BE “GO-MINDED” AND VERY FEW
SITUATIONS SHOULD LEAD TO THEDECISION TO REJECT THE TAKEOFF:
THE V1 CALL HAS PRECEDENCE OVER ANY OTHER CALL.
CONDITIONS FOR REJECT:
1. FIRE WARNING OR SEVERE DAMAGE.
2. SUDDEN LOSS OF ENGINE THRUST.
3. MALFUNCTIONS OR CONDITIONS THAT GIVE UNAMBIGUOUS INDICATIONS THAT THE
AIRCRAFT WILL NOT FLY SAFELY.
4. ANY RED ECAM WARNING.
5. ANY AMBER ECAM CAUTION LISTED BELOW:
‐ F/CTL SIDESTICK FAULT
‐ ENG FAIL
‐ ENG REVERSER FAULT
‐ ENG REVERSE UNLOCKED
‐ ENG 1(2) THR LEVER FAULT
* EXCEEDING THE EGT RED LINE OR NOSE GEAR VIBRATION SHOULD NOT RESULT IN THE
DECISION TO REJECT TAKEOFF ABOVE 100 KT
* IN CASE OF TIRE FAILURE BETWEEN V1 MINUS 20 KT AND V1: UNLESS DEBRIS FROM THE
TIRES HAS CAUSED SERIOUS ENGINE ANOMALIES, IT IS FAR BETTER TO GET AIR-
BORNE, REDUCE THE FUEL LOAD, AND LAND WITH A FULL RW LENGTH AVAILABLE
 ABOVE V1:
TAKEOFF MUST BE CONTINUED, BECAUSE IT MAY NOT BE POSSIBLE TO STOP THE AIRCRAFT
ON THEREMAINING RUNWAY.

DURING T/O ROLL=SCAN:

: CENTER LINE- HOLD RUDDER PRESSURE FOR CROSS WINDS
: SPEED
: CENTER LINE
: ENGINE PARAMETERS + ECAM
 REVERSER UNLOCK (WHERE „REV GREEN‟ IS SEEN)
 THRUST LEVER FAULT

Page 31 of 70
 AIRBUS A320 - SIM CHK

: CENTER LINE- CONTINUE TO HOLD RUDDER PRESSURE

: SP CROSSING 80 Kt, RELAX NOSE DOWN STICK PR SO AS TO BE NEUTRAL BY 100
Kt. CHECK:
o COMES BACK TO NEUTRAL/CENTER: IF IT DOES NOT, WITH THE STICK
NEUTRAL=> SIDE STICK FAULT=> REJECT T/O
*BEYOND V1: IF SIDE STICK DOES NOT RESPOND, USE THS TO ROTATE: BE DELIBERATE;
FAIRLY EASY TO HANDLE; FLY BY ATTD/PITCH

FOR REJECT:
: CALL “STOP”
: THRUST LEVER IDLE, MAX REVERSERS (GET TO IDLE IF DIRECTIONAL CONTOL
ISSUES)
: CHECK DECELLERATION: PREFERABLY „MAX AUTO BRK‟ BUT BE PREPARED FOR
MANUAL BRK
: MAINTAIN CENTER LINE
: A/C STOPS, STOW REVERSERS, PARKING BRK ON
: ON PA “ATTENTION CREW, AT STATIONS”
: ORDER ECAM ACTIONS
: BUILD UP DECISION OF EVACUATION
: IF REQD “PASSENGERS EVACUATE, EVACUATE, EVACUATE”
: IF NOT REQD “CREW AND PAX PLEASE REMAIN SEATED”
*USE ATC/FIRE SERVICES INPUTS FOR DECISION MAKING

*SLOW SPEED REJECT

: IF BELOW 72 Kt SPOILERS WILL NOT DEPLOY AND AUTO BRK WILL NOT ENGAGE:
SO MANUAL BRAKING
: SWING FOR ENG FAILURE WILL BE MORE, SPECIALLY IN TOGA
: „REVERSE DIRECTION‟ SWING FOR THRUST REVERSER WILL BE MORE: CONSID-
ER GETTING REV TO IDLE AT AN EARLY STAGE
*HI SPEED REJECT
: DIRECTIONAL CONTROL IS EASIER
: LET AUTO BRAKES DECELLERATE, UNLESS YOU WANT A HIGHER RATE OF DE-
CELLERATION, AS IN CASE OF FIRE

 AT LOWER SPEED USE TILLER FOR DIRECTIONAL CONTROL, BUT KEEP IN MIND THAT IT
WILL BE MORE SENSITIVE/RESPONSIVE AND SO IT CAN CREATE ITS OWN PROBLEMS IF
NOT HANDLED WELL
REVERSERS AND BRAKES: FULL REVERSE MAY BE USED UNTIL COMING TO A COMPLETE
STOP. BUT, IF THERE IS ENOUGH RUNWAY AVAILABLE AT THE END OF THE DECELERATION,
IT IS PREFERABLE TO REDUCE REVERSE THRUST WHEN PASSING 70 KT. THE USE OF FULL
REVERSE UNTIL COMPLETE STOP MUST BE REPORTED IN THE LOGBOOK FOR MAINTENANCE
ACTION.
NOTE: 1. IF THE BRAKE RESPONSE DOES NOT SEEM APPROPRIATE FOR THE RUNWAY CON-
DITION, FULL MANUAL BRAKING SHOULD BE APPLIED AND MAINTAINED. IF IN DOUBT, TAKE
OVERMANUALLY. DO NOT ATTEMPT TO CLEAR THE RUNWAY, UNTIL IT IS ABSOLUTELY CLEAR
THAT AN
EVACUATION IS NOT NECESSARY AND THAT IT IS SAFE TO DO SO.
2. IF THE AUTOBRAKE IS UNSERVICEABLE, THE CAPTAIN SIMULTANEOUSLY REDUCES
THRUST AND APPLIES MAXIMUM PRESSURE ON BOTH PEDALS.
THE AIRCRAFT WILL STOP IN THE MINIMUM DISTANCE, ONLY IF THE BRAKE PEDALS ARE
MAINTAINED FULLY PRESSED UNTIL THE A/C COMES TO A STOP.

Page 32 of 70
 AIRBUS A320 - SIM CHK

3. IF NORMAL BRAKING IS INOPERATIVE, IMMEDIATELY APPLY THE LOSS OF BRAKING PRO-

CEDURE
4. AFTER A RTO, IF THE AIRCRAFT COMES TO A COMPLETE STOP USING AUTOBRAKE MAX,
RELEASE BRAKES PRIOR TO TAXI BY DISARMING SPOILERS.
5. IF THE TAKEOFF IS REJECTED PRIOR TO 72 KT, THE SPOILERS WILL NOT DEPLOY AND THE
AUTO-BRAKE WILL NOT FUNCTION.
6. IF A REJECTED TAKEOFF IS INITIATED AND MAX AUTO BRAKE DECELERATES THE AIR-
CRAFT, THE CAPTAIN WILL AVOID PRESSING THE PEDALS (WHICH MIGHT BE A REFLEX AC-
TION). CONVERSELY, IF DECELERATION IS NOT FELT, THE CAPTAIN WILL PRESS THE BRAKE
PEDALS FULLY DOWN.

EVACUATION: DECISION MAKING

AS SOON AS AIRCRAFT IS STOPPED, AND THE PARKING BRAKE IS SET, THE CAPTAIN NOTI-
FIES THE CABIN CREW AND CALLS FOR ECAM ACTIONS. AT THIS STAGE, THE TASK SHARING
IS DEFINED AS FOLLOW:
‐ THE FIRST OFFICER CARRIES OUT THE ECAM ACTIONS UNTIL SHUTTING DOWN THE
REMAINING ENGINE: THE F/O CAN SELECT THE ENGINE MASTERSOFF AND PUSH THE
FIRE PB, WITHOUT ANY CONFIRMATION FROM THE CAPTAIN.
‐ THE CAPTAIN BUILDS UP HIS DECISION TO EVACUATE DEPENDING ON THE CIRCUMS-
TANCES. CONSIDERATIONS SHOULD BE GIVEN TO:
• FIRE REMAINING OUT OF CONTROL AFTER HAVING DISCHARGED THE AGENTS
• POSSIBLE PASSENGER EVACUATION OF THE AIRCRAFT ON THE RUNWAY
• COMMUNICATING INTENTIONS OR REQUESTS TO ATC.
 IF FIRE REMAINS OUT OF CONTROL AFTER HAVING DISCHARGED THE FIRE AGENTS, THE
CAPTAIN CALLS FOR THE EMERGENCY EVACUATION PROCEDURE LOCATED IN THE INSIDE
BACK COVER OF THE QRH.
 EXCEPT IF THE EMERGENCY EVACUATION PROCEDURE IS WITHIN THE ECAM PROCE-
DURE OF THE FAILURE, THE FLIGHT CREW SHOULD APPLY THE NON-SENSED EMER-
GENCY EVACUATION PROCEDURE ON THE ECAM OR THE QRH PROCEDURE, AS AP-
PROPRIATE.
 ON GROUND WITH ENGINES STOPPED, ONLY THE RIGHT DOME LIGHT IS OPERATIONAL
AND THE THREE POSITIONS (BRT, DIM, OFF) OF THE DOME LIGHT SW REMAIN AVAILABLE,
ALLOWING THE EMERGENCY EVACUATION PROCEDURE COMPLETION.
 WHEN AIRCRAFT IS ON BATTERIES POWER, THE CREW SEATS CAN ONLY BE OPERATED
MECHANICALLY.
 EVACUATION: COMMAND ON PA + HORN AND ALSO INFORM ATC
 IF NO EVACUATION REQUIRED, MAKE A PA: “CREW AND PASSENGERS PLEASE REMAIN
SEATED”. ANY TIME “ATTENTION CREW AT STATIONS” HAS BEEN ANNOUNCED, A SUBSE-
QUENT CALL OF EITHER“REMAIN SEATED” OR “EVACUATE” IS EXPECTED BY THE CREW. SO
TO AVOID THE CREW INITIATING AN EVACUATION THINKING THAT THERE HAS BEEN NO
RESPONSE FROM THE COCKPIT, IT IS ADVISABLE TO GIVE A “REMAIN SEATED” CALL IF
EVACUATION IS NOT REQUIRED.

Page 33 of 70
 AIRBUS A320 - SIM CHK

EVACUATION
*ECAM: PM DOES WITHOUT ANY CONFIRMATION FROM PF
EVACUATION C/L:
PM : “ READS AS IT IS”
PF : CONFIRMS THE RESPONSE “AS IT IS”
PM : AIRCRAFT/PARKING BRK………..STOP/ON
PF : STOP ON
PM : ATC (VHF1)………………………….NOTIFY
PF : NOTIFIED (IF NOT DONE, DO IT NOW)
PM : CABIN CREW (PA)………………….ALERT
PF : ALERTED
PM : ∆P ……………………………………..CHECK; “NOT APPLICABLE”
PM : ENG MASTER (ALL)…………………OFF
 HE WILL NOW PUT OFF ALL ENGINES
 BEFORE ENGINES OFF, HE WILL PUT DOME LT TO BRIGHT
PF : OFF
PM : FIRE Pb (ALL: ENG AND APU)…….PUSH
 HE WILL NOW PUSH ALL FIRE Pb
PF : WILL MONITOR/CHK AND THEN CONFIRM: PUSHED
PM : AGENTS (ENG&APU)………………...AS REQUIRED (THE ONES ON FIRE)
PF : ENG1/2//APU AGENTS USED; OTHERS NOT REQUIRED
PM : IF EVACUATION REQUIRED
PF : ANALYSE/DECIDE (INPUTS FROM ATC/FIRE CHIEF TO BUILD DECISION).
 EVACUATION REQUIRED
o PM : EVACUATION INITIATE
o PF : “PAX EVACUATE,EVACUATE,EVACUATE”
 EVACUATION NOT REQUIRED
o PF : “CABIN CREW AND PAX,KINDLY REMAIN SEATED”
PROCEDURE DURING A REJECTED TAKEOFF:

CAPT
"STOP"............................................................................ANNOUNCE
Simultaneously:
THRUST LEVERS..........................................................IDLE
REVERSE THRUST.......................................................MAX AVAIL
AIRCRAFT STOPPED
Consider posn the a/c to keep any possible fire away from fuselage-
taking into account the wind direction.
REVERSERS..................................................................STOWED
PARKING BRAKE..........................................................ON
CABIN CREW.......................”ATTENTION CREW! AT STATIONS”
ECAM ACTIONS.............................................................ORDER
The a/c should remain stationary while the crew evaluates the sit.
IF EVACUATION REQUIRED
EMER EVAC Procedure.............................................. APPLY
 Notifies the cabin crew to start the evacuation
“PASSENGERS EVACUATE,EVACUATE,EVACUATE”
 Activates the EVAC command (NOTAC 11)
FO
REVERSERS................................................CHECK/ANNOUNCE
DECELERATION..........................................CHECK/ANNOUNCE
ANY AUDIO..................................................CANCEL
ATC...............................................................NOTIFY
“TWR, IFLY 210, STOPPING”
EMER EVAC Procedure (QRH)....................LOCATE
ECAM ACTIONS...........................................PERFORM
EMER EVAC Procedure (QRH)..............................IMPLEMENT
AIRCRAFT/PARKING BRK.....................................STOP/ON
ATC (VHF 1)............................................................NOTIFY
“TWR, IFLY 201 EVACUATING ON R/Y, ASSISTANCE RE-
QUIRED”
CABIN CREW (PA).................................................ALERT
ΔP (only if MAN CAB PR has been used)..............CHECK ZERO
If not zero, MODE selector on MAN, V/S CTL FULL UP.
ENG MASTERS (ALL).............................................OFF
FIRE Pushbuttons (ALL : ENG and APU)................PUSH
AGENTS (ENG and APU)........................................AS RQRD
Page 34 of 70
 AIRBUS A320 - SIM CHK

ENG FAILURE ON T/O LEG

ENGINE FAILURE AFTER V1, DURING T/O PHASE
IF AN ENGINE FAILS AFTER V1 THE TAKEOFF MUST BE CONTINUED.
ON THE GROUND:
RUDDER IS USED CONVENTIONALLY TO MAINTAIN THE AIRCRAFT ON THE RUNWAY CENTER-
LINE. AT VR, ROTATE THE AIRCRAFT SMOOTHLY, AT A SLOWER RATE THAN WITH ALL EN-
GINES OPERATION, USING A CONTINUOUS PITCH RATE TO AN INITIAL PITCH ATTITUDE OF
12.5 °. THE COMBINATION OF HIGH FLEX TEMPERATURE AND LOW V SPEEDS REQUIRES
PRECISE HANDLING DURING THE ROTATION AND LIFT OFF. THE12.5 ° PITCH TARGET WILL
ENSURE THE A/C BECOMES AIRBORNE.
WHEN SAFELY AIRBORNE:
THE SRS ORDERS SHOULD THEN BE FOLLOWED WHICH MAY DEMAND A LOWER PITCH ATTI-
TUDE TO ACQUIRE OR MAINTAIN V2.WITH A ROC AND WHEN THE RADIO HEIGHT HAS IN-
CREASED, THE PNF WILL CALL "POSITIVE CLIMB". THIS WILL SUGGEST TO THE PF FOR LAND-
ING GEAR RETRACTION. SHORTLY AFTER LIFTOFF, THE LATERAL NORMAL LAW COMMANDS
SOME RUDDER SURFACE DEFLECTION TO MINIMIZE THE SIDESLIP (THERE IS NO FEEDBACK
OF THIS COMMAND TO THE PEDALS). THUS, THE LATERAL BEHAVIOR OF THE AIRCRAFT IS
SAFE AND THE PILOT SHOULD NOT BE IN A HURRY TO REACT ON THE RUDDER PEDALS AND
TO CHASE THE BETA TARGET. THE BLUE BETA TARGET WILL REPLACE THE NORMAL SIDES-
LIP INDICATION ON THE PFD. SINCE THE LATERAL NORMAL LAW DOES NOT COMMAND THE
FULL NEEDED RUDDER SURFACE DEFLECTION, THE PILOT WILL HAVE TO ADJUST CONVEN-
TIONALLY THE RUDDER PEDALS TO CENTER THE BETA TARGET.
WHEN THE BETA TARGET IS CENTERED, TOTAL DRAG IS MINIMIZED EVEN THOUGH THERE IS
A SMALL AMOUNT OF SIDESLIP. THE CALCULATION OF THE BETA TARGET IS A COMPROMISE
BETWEEN DRAG PRODUCED BY DEFLECTION OF CONTROL SURFACES AND AIRFRAME DRAG
PRODUCED BY A SLIGHT SIDESLIP. CENTERING THE BETA TARGET PRODUCES LESS TOTAL
DRAG THAN CENTERING A CONVENTIONAL BALL, AS RUDDER DEFLECTION, AILERON DEF-
LECTION, SPOILER DEPLOYMENT AND AIRCRAFT BODY ANGLE ARE ALL TAKEN INTO AC-
COUNT. THE CREW WILL KEEP IN MIND THAT THE YAW DAMPER REACTS TO A DETECTED
SIDE SLIP. THIS MEANS THAT, WITH HANDS OFF THE STICK AND NO RUDDER INPUT, THE
AIRCRAFT WILL BANK AT ABOUT 5 ° MAXIMUM AND THEN, WILL REMAIN STABILIZED. THUS,
LATERALLY, THE AIRCRAFT IS A STABLE PLATFORM AND NO RUSH IS REQUIRED TO LATER-
ALLY TRIM THE AIRCRAFT. CONTROL HEADING CONVENTIONALLY WITH BANK, KEEPING THE
BETATARGET AT ZERO WITH RUDDER. ACCELERATE IF THE BETA TARGET CANNOT BE ZE-
ROED WITH FULL RUDDER. TRIM THE RUDDER CONVENTIONALLY. THE USE OF THE AUTOPI-
LOT IS STRONGLY RECOMMENDED. FOLLOWING AN ENGINE FAILURE, THE RUDDER SHOULD
BE TRIMMED OUT PRIOR TO AUTOPILOT ENGAGEMENT. ONCE AP IS ENGAGED, THE RUDDER
TRIM IS MANAGED THROUGH THE AP AND, HENCE, MANUAL RUDDER TRIM COMMAND, IN-
CLUDING RESET, IS INHIBITED.
THRUST CONSIDERATIONS
CONSIDER THE USE OF TOGA THRUST, KEEPING IN MIND THE FOLLOWING:
• FOR A FLEX TAKEOFF, SELECTING THE OPERATING ENGINE TO TOGA PROVIDES ADDITION-
AL PERFORMANCE MARGIN BUT IS NOT A REQUIREMENT OF THE REDUCED THRUST TA-
KEOFF CERTIFICATION. THE APPLICATION OF TOGA WILL VERY QUICKLY SUPPLY A LARGE
THRUST INCREASE BUT THIS COMES WITH A SIGNIFICANT INCREASE IN YAWING MOMENT
AND AN INCREASED PITCH RATE. THE SELECTION OF TOGA RESTORES THRUST MARGINS
BUT IT MAY BE AT THE EXPENSE OF INCREASED WORKLOAD IN AIRCRAFT HANDLING.
• TAKEOFF THRUST IS LIMITED TO 10 MINUTES.

INITIATION OF THE PROCEDURE

THE PNF WILL CLOSELY MONITOR THE AIRCRAFT'S FLIGHT PATH. HE WILL CANCEL ANY
MASTER WARNING/CAUTION AND READ THE ECAM TITLE DISPLAYED ON THE TOP LINE OF
Page 35 of 70
 AIRBUS A320 - SIM CHK

THE E/WD. PROCEDURES ARE INITIATED ON PF COMMAND. NO ACTION IS TAKEN (APART

FROM CANCELLING AUDIO WARNINGS THROUGH THE MASTER WARNING LIGHT) UNTIL:
• THE APPROPRIATE FLIGHT PATH IS ESTABLISHED AND,
• THE AIRCRAFT IS AT LEAST 400 FT ABOVE THE RUNWAY.
A HEIGHT OF 400 FT IS RECOMMENDED BECAUSE IT IS A GOOD COMPROMISE BETWEEN THE
NECESSARY TIME FOR STABILIZATION AND THE EXCESSIVE DELAY IN PROCEDURE INITIA-
TION. PRIORITY MUST BE GIVEN TO THE CONTROL OF AIRCRAFT TRAJECTORY. ONCE THE PF
HAS STABILIZED THE FLIGHT PATH, THE PNF CONFIRMS THE FAILURE AND THE PF ORDERS
ECAM ACTIONS. THE FLIGHT CREW SHOULD DELAY THE ACCELERATION FOR SECURING THE
ENGINE. AN ENGINE IS CONSIDERED AS SECURED WHEN THE ECAM ACTIONS OF THE PRO-
CEDURES ARE PERFORMED UNTIL:
• "ENG MASTER OFF" FOR AN ENGINE FAILURE WITHOUT DAMAGE
• "AGENT 1 DISH" FOR AN ENGINE FAILURE WITH DAMAGE
• FIRE EXTINGUISHED OR "AGENT 2 DISH" FOR AN ENGINE FIRE
NOTE: IF THE DECISION HAS BEEN TAKEN TO DELAY THE ACCELERATION, THE FLIGHT CREW
MUST NOT EXCEED THE ENGINE OUT MAXIMUM ACCELERATION ALTITUDE. (THE ENGINE OUT
MAXIMUM ACCELERATION ALTITUDE CORRESPONDS TO THE MAXIMUM ALTITUDE THAT CAN
BE ACHIEVED WITH ONE ENGINE OUT AND THE OTHER ENGINE(S) OPERATING AT TAKEOFF
THRUST FOR A MAXIMUM OF 10MIN.)
ACCELERATION SEGMENT
AT THE ENGINE-OUT ACCELERATION ALTITUDE, PUSH ALT PBOR PUSH THE V/S KNOB TO
LEVEL OFF THE AIRCRAFT AND TO ALLOW THE SPEED TO INCREASE. IF THE AIRCRAFT IS BE-
ING FLOWN MANUALLY, THE PF SHOULD REMEMBER THAT, AS AIRSPEED INCREASES, THE
RUDDER INPUT NEEDED TO KEEP THE BETA TGT CENTERED WILL REDUCE. RETRACT THE
FLAPS AS NORMAL. WHEN THE FLAP LEVER IS AT ZERO, THE BETA TARGET REVERTS TO THE
NORMAL SIDESLIP INDICATION.
• AT F SPEED SELECT CONF 1.
• AT S SPEED SELECT CONF 0.
FINAL TAKEOFF SEGMENT
AS THE SPEED TREND ARROW REACHES GREEN DOT SPEED, PULL FOR OPEN CLIMB, SET
THR MCT WHEN THE LVR MCT MESSAGE FLASHES ON THE FMA (TRIGGERED AS THE SPEED
INDEX REACHES GREEN DOT)AND RESUME CLIMB USING MCT. IF THE THRUST LEVER ARE
ALREADY IN THE FLX/MCT DETENT, MOVE LEVER TO CL AND THEN BACK TO MCT. WHEN AN
ENGINE FAILURE OCCURS AFTER TAKEOFF, NOISE ABATEMENT PROCEDURES ARE NO
LONGER A REQUIREMENT. ADDITIONALLY, THE ACCELERATION ALTITUDE PROVIDES A COM-
PROMISE BETWEEN OBSTACLE CLEARANCE AND ENGINE THRUST LIMITING TIME. IT ALLOWS
THE AIRCRAFT TO BE CONFIGURED TO FLAP 0 AND GREEN DOT SPEED, WHICH PROVIDES
THE BEST CLIMB GRADIENT. ONCE ESTABLISHED ON THE FINAL TAKEOFF FLIGHT PATH,
CONTINUE THE ECAM (CONSIDER OEB, IF APPLICABLE). WHEN THE STATUS IS DISPLAYED,
THE AFTER TAKEOFF/CLIMB CHECKLIST SHOULD BE COMPLETED AND BOTH THE COMPUTER
RESET AND ENGINE RELIGHT (IF NO DAMAGE) CONSIDERED. STATUSSHOULD THEN BE RE-
VIEWED.
ONE ENGINE OUT FLIGHT PATH
THE ONE ENGINE OUT FLIGHT PATH WILL BE FLOWN ACCORDING TO THE TAKEOFF BRIEFING
MADE AT THE GATE:
• THE EOSID (WITH ATTENTION TO THE DECISION POINT LOCATION),
• THE SID,
• RADAR VECTORS
ENGINE FAILURE DURING INITIAL CLIMB-OUT
PROCEED AS ABOVE. HOWEVER, IF THE FAILURE OCCURS ABOVE V2 MAINTAIN THE SRS
COMMANDEDATTITUDE (OR THE SPEED REACHED AFTER RECOVERY). IN ANY CASE, THE
MINIMUM SPEED MUST BE EQUAL TO V2.

Page 36 of 70
 AIRBUS A320 - SIM CHK

ENGINE FAILURE AFTER V1:

: AFTER V1 : CALL “GO”
: CONTROL DIRECTION; LOCK RUDDERS TO PREVENT REDUCING RUDDER PR
: ROTATE AT A SLOWER PACE TO 12.50
: GET AIRBORNE; CENTRALISE THE FDs: CONTROL TRAJECTORY
: CENTRALISE THE β TGT: TRIM RUDDERS-TRIM IN LONG PRESS AND NOT IN JABS; HOLD
TRIMMER FOR A COUNT OF 20: COUNTED AT „NORMAL PACE‟
: β TGT AND FDs CENTERED: AP ON; IF NO ENGINE OUT SID: PULL HDG (MAINTAIN HDG,
DO NOT SET RW HDG AS THE PRESENT HDG WOULD BE WITH OFFSET REQUIRED FOR
THE WINDS: WILL PREVENT DRIFTING ONTO OTHER RW)
*DO NOT PANIC TO DO “SOMETHING”: DO EVERYTHING SLOW AND DELIBERATE
: APPROACHING 400‟ AGL: “I HAVE CONTROL AND COMMN, ECAM ACTIONS”
: PM PERFORMS ECAM ACTIONS TILL “ENGINE SECURE”
 NO DAMAGE : ENG MASTER OFF
 IF DAMAGED : ENG MASTER OFF + AGENT 1 DISCHARGED
 IF FIRE : ENG MASTER OFF + BOTH AGENTS DISCHARGED
 IF BOTH AGENTS DISCHARGED AND FIRE IS
STILL ON, PM SAYS: “PRELIMINARY ACTIONS
COMPLETE, FIRE STILL ON”; DOES NOT SAY
ENG SECURE
: PF - “STOP ECAM”
o “PAN PAN, PAN PAN, PAN PAN, I FLY 001, ENGINE FAILURE, MAINTAINING T/O
HDG, CLIMBING TO MSA”. PULL HDG NOW, IF NOT DONE EARLIER
o SET MSA ON FCU
o MONITOR ROC: 10% OF ROC IS THE HT ANTICIPATION FOR “PUSH TO LEVEL OFF”
o AT ENG OUT ACCLN ALT „MINUS‟ “10% OF ROC” HT, PUSH TO LEVEL OFF. (Eg. EO
ACCLN ALT=1580‟, ROC=500‟/MIN; 10% OF 500‟ROC=50‟; SO AT 1580-50‟=1530‟,
PUSH TO LEVEL OFF)
o LEVEL OFF AT EO ALT AND CLEAN UP THE A/C: „F‟ SP-FLAP1; „S‟ SP-FLAP „0‟. AS
„SPEED TREND ARROW‟ TOUCHES „GREEN DOT SP‟, PULL ALT KNOB TO COM-
MENCE OPEN CLB TO MSA.
*REMEMBER: EVERYTHING HAPPENS VERY SLOW, PAINFULLY SLOW! BE PATIENT!
o SET THRUST LEVER TO MCT:
 IF IT WAS AT TOGA, GET IT BACK TO FLEX/MCT DETENT
 IF IT WAS AT FLEX DETENT, GET IT TO CLB DETENT AND THEN BACK TO
FLEX/MCT DETENT
o R/T CALL “RADAR, I FLY 001, CLIMBING TO MSA, REQUEST KEEP US WITHIN 25
NM; WILL CALL WHEN READY FOR APPR”
o ASK PM TO “CONTINUE ECAM”
o A/C LEVELS OUT AT MSA; SELECT SPEED 220 Kt
: PM - PERFORMS ECAM, REACHES STATUS: “READ STATUS?”
: PF - STOP ECAM/STBY STATUS
 C-O-C: ANY NORMAL C/L, ANY OEB; ANY COMPUTER RESET
: PM - “NO OEB, NO COMPUTER RESET, AFTER T/O CLB C/L PENDING”
 FINISHES AFTER T/O CLB C/L
: PF - CONSIDER RELIGHT ONLY IF NO CROSSES ON ENGINE SD
PAGE
: PF - READ STATUS
: PM - READS STATUS; “ECAM ACTIONS COMPLETE”
: PF - „ANY ABNORMAL PAPER C/L”
: PM - QRH ONE ENGINE INOPERATIVE STRAIGHT IN APPROACH
Page 37 of 70
 AIRBUS A320 - SIM CHK

ENG FAILURE ON T/O LEG: CONTD

: PF : ASK FOR LATEST WEATHER, CHECK LDG WT, LANDING PERFOR-
MANCE AND FUEL PENALTY
: PM : CHECKS ALL THIS
*BOTH DISCUSS ALL ISSUES AND COME TO A DECISION
*WEATHER AND LANDING PERFORMANCE COULD WARRANT A DIVERSION
: PF : HANDS OVER CONTROLS TO PM AND:
: REINFORCES DECISION WITH FORDEC
: CALLS LEAD AND BRIEFS ON NITES
: INFORMS PASSENGERS ON PA
: INFORMS COMPANY ON ACARS/129.275 MHz
: READS THE OVER WT C/L, IF APPLICABLE; DECIDES ON CONFIG
: READS THE ENG OUT STATUS IN APPR FROM QRH
: PREPARES MCDU USING STATUS Pg
: DECIDES ON FLAP 3 OR FULL; SELECTS THE „GPWS FLAP 3‟
: SELECTS AUTO BRK MEDIUM
: ACTIVATES APPR PHASE
: SEQUENCES THE FLIGHT PLAN
: PF TAKES OVER CTRLS; PM CHECKS THE BOX; PF HANDS OVER CTRL AND BRIEFS
*BRIEFING
: STARTS WITH ABNORMALS USING THE STATUS Pg
: THEN SPECIFIES HOW THE APPR WILL BE FLOWN
: HOW YOU WILL CONFIGURE AND
: FINALLY THE APPROACH CHART
: AFTER BFG, PF TAKES OVER CONTROLS AND ASKS FOR
: 10,000‟ CHECK
: APPROACH C/L
: PM : “RADAR, IFLY 001 READY FOR THE APPR, REQUEST LONG VECTORS OF
AT LEAST 20 NM” (REQD FOR RAW DATA APPROACHES)
: ON INTERCEPT LEG:
: BE AT PLATFORM ALTITUDE, INCREASE THE RATE OF „T‟ SCAN
: BE IN CONFIG 1; AT „S‟ SPEED
: KEEP β TARGET CENTERED: DO NOT TRIM DURING TURNS, HOLD PRESSURES
: ADVISE CREW TO BE SEATED
: REVIEW STRATEGY OF CONFIG AND APPROACH
: REVIEW GA: CONFIG AND WEATHER NEED SPECIAL CONSIDERATION
: AT 0.5 NM TO FINAL APPR TRACK, START A 50 BANK TURN TO ANTICIPATE THE
MOVEMENT OF LOC; ASK PM TO SET FINAL APPR TRACK; ADJUST BANK TO IN-
TERCEPT THE LOC CORRECTLY
: ON FINALS:
: STABILISE ON FINAL APPR TRACK AT CORRECT SPEED; INCREASE „T‟ SCAN
: SELECT FLAP 2 AND STABILISE AT „F‟ SPEED; MANAGE SPEED
: AS G/S DIAMOND TOUCHES THE HORIZON BAR
: COMMENCE DESCENT; ASK FOR GA ALTITUDE TO BE SET
: ASK FOR GEAR DOWN
: ASK FOR FLAP 3 AND LDG C/L
: KEEP β TARGET CENTERED
: ON R/T “REQUEST POSITIVE LANDING CLEARANCE OF THIS APPR”
: AT 50‟, NEUTRALISE RUDDERS: BE READY WITH RUDDERS
: LAND

Page 38 of 70
 AIRBUS A320 - SIM CHK
PF PM
0
-VR………………………… ROTATE TO 12.5 ; FOLLOW SRS
MAINTAIN WINGS LEVEL
APPLY RUDDERS TO CENTER β TGT -POSITIVE CLIMB……………………………………..ANNOUNCE
TRIM RUDDERS
-POSITIVE CLIMB…………………………………………...GEAR UP
-GEAR UP
-FLIGHT PATH UNDER CONTROL…………………..ENGAGE AP
-MONITOR FLIGHT PATH
-R/T:“MAYDAY MAYDAY MADAY IFLY 201 ENG FAILURE,
MAINTAINING T/O LEG” OR FOLLOW SID/EO SID
-ECAM ACTIONS…………………………………….ORDER
-ECAM ACTIONS………………………………………..PERFORM
-SECURE ENGINE:
 NO DAMAGE - ENG MASTER OFF
 DAMAGED ENG - AGENT 1 DISCHARGED
 ENG FIRE - AGENT 2 DISCHARGED
- CALL “ENGINE SECURED”
-AT~1400‟…………………….....STOP ECAM
-AT 1500‟………………………..PUSH V/S KNOB TO LEVEL OFF
-„F‟ SPEED………………………FLAP 1
-„S‟ SPEED……………………....FLAP 0
-SPEED ~GREEN DOT………..OPEN CLIMB
-„LVR MCT‟ FLASHES…………THRUST LEVERS TO MCT
- “CONTINUE ECAM”
-COMPLETE ECAM; consider OEB, if applicable
-“STOP ECAM” -“STATUS?”
-FINISH AFTER T/O/CLIMB CL -AFTER T/O, CLIMB CL…………………………..COMPLETE
-ANY COMPUTER RESET…….DO THE RESET
-CHECK QRH FOR ANY COMPUTER RESET AND RESET C/B
-IF NO DAMAGE………………..CONSIDER RELIGHT
-“REVIEW STATUS” -RELIGHT…………………….FROM QRH „READ AND DO‟
-“REMOVE STATUS” -STATUS…………………..REVIEW
-REMOVE STATUS
-FORDEC
-NITES

 FOR RELIGHT, CHECK NO CROSSES ON ECAM: IF CROSSES ARE THERE, IT IMPLIES

DAMAGE. IF THERE IS NO DAMAGE, THERE WOULD BE NO AMBER CROSSES AND N1
AND N2 WOULD BE SHOWING IN GREEN
 IN SINGLE ENGINE, AFTER CHECKING “NO FUEL LEAK”, CROSS FEED COULD BE USED
IN TIME TO ENSURE THAT IMBALANCE DOES NOT BUILD UP (Debatable point:Some say,
nothing should be done till demanded by a Procedure!)
 SINGLE ENGINE USES 33% MORE FUEL THAN TWIN ENGINE OPERATION

Page 39 of 70
 AIRBUS A320 - SIM CHK

SINGLE ENGINE GO AROUND

-PF : ROTATES TO 12.50, SIMULTANEOUSLY ENGAGES TOGA, ANTICIPATES RUDDERS

: ANNOUNCES “GO AROUND, FLAPS”
: READS FMA:: “MAN TOGA, SRS, RW TRACK/NAV, A/THR BLUE”
: CHECKS FLAP POSITION
-PM : SELECTS FLAP „ONE‟ NOTCH UP (IN CASE OF OVER WEIGHT AND USING FLAP3,
SELECTS „FLAP 1‟ DIRECTLY)
: MONITORS FMA
: R/T CALL “IFLY 001 GOING AROUND”
: “POSITIVE CLIMB”
-PF : GEAR UP; PM RETRACTS GEARS
: MONITORS FMA
: CENTRALISES β TARGET, TRIMS RUDDERS
: CENTRALISES FDs AND ASKS FOR AUTO PILOT
*IN GOAROUND, OR ANY OTHER TIME, IF SPEED IS AT OR BELOW VLS, AP WILL NOT EN-
GAGE
: AT EO ACCLN ALT, PUSHES TO LEVEL OUT WITH 10% ANTICIPATION
: ACCELERATE TO CLEAN UP THE A/C: „F‟ SP-FLAP1; „S‟ SP-FLAP „0‟. AS „SPEED TREND
ARROW‟ TOUCHES „GREEN DOT SP‟, PULL ALT KNOB TO COMMENCE OPEN CLB TO MSA.
*REMEMBER: EVERYTHING HAPPENS VERY SLOW, PAINFULLY SLOW! BE PATIENT!
: SET THRUST LEVER TO MCT:
: R/T CALL “RADAR, I FLY 001, CLIMBING TO MSA, REQST FURTHER INSTRUCTIONS”
: A/C LEVELS OUT AT MSA; SELECT SPEED 220 Kt
: FOR THE NEXT APPROACH:
 SEQUENCE THE FLIGHT PLAN
 ACTIVATE THE APPR PHASE

 IN CASE OF PLAN TO DO A VISUAL CIRCUIT:

: AT GA SET CIRCUIT ALT OR AT „PUSH TO LEVEL OUT‟, SET THE CIRCUIT ALT
: MAINTAIN FLAP 1
: ACTIVATE APPROACH PHASE
: SELECT THRUST LEVER TO MCT FROM TOGA: IF YOU DON‟T A/C WILL CONTINUE TO AC-
CELERATE AS A/THR IS NOT ACTIVE AT TOGA

*GA ACTIONS IN SINGLE ENGINE IS THE SAME AS EFATO: JUST THAT EVERYTHING HAP-
PENS SLIGHTLY FASTER

Page 40 of 70
 AIRBUS A320 - SIM CHK

FLAP/SLAT LOCKED/JAMMED DURING RETRACTION:

- WHEN FLAP 1/2/3 ORDERED, FLAP SELECTED BUT FLAP/SLAT LOCKED
- WILL SHOW JAMMED FLAP/SLAT IN AMBER
- IMMEDIATELY PULL AND SELECT SPEED AS PER FLAP POSITION OR ELSE SPEED WILL
EXCEED FLAP LIMIT SPEED
- CONTROL THE A/C AND ORDER ECAM ACTIONS
- REMEMBER:
= ONLY ONE SURFACE, FLAP/SLAT MAY BE LOCKED; SLAT/FLAP MAY STILL BE
AVAILABLE; CHECK THE LOCKED SURFACE AND PLAN ACCORDINGLY
= VFE, VFE NEXT, S, AND F SPEED ARE FLAP LEVER POSN DEPENDENT
= OVERSPEED WX AND VLS ARE ACTUAL FLAP POSN DEPENDENT
- COMPUTE:
= LDG WEIGHT; BE VIGILANT FOR OVERWEIGHT
= V APP (FROM QRH)
= LDG DISTANCE (CAN USE QRH/EFB WITH RELEVANT ECAM SELECTED)
- EVALUATE:
= INCREASED FUEL CONSUMPTION
- FMGS PREPARATION : STANDARD+MANUAL INSERTION OF V APP
: V APP=V REF+∆V REF+APPR CORRECTION
*FOR V APP INSERTION:
: GO TO PERF APPR PAGE
: SELECT CONFIG FULL
: READ VLS (VLS CONFIG FULL=V REF)
: ADD ∆V REF+APPR CORRECTION (FROM QRH) TO V REF TO
GET V APP
: ENTER V APP MANUALLY
: IF LANDING IN CONF 3, SELECT CONF 3 AFTER V APP INSER-
TION IN THE PREVIOUS STEP
- APPR BFG:
: STANDARD +STATUS
: LANDING WITH FLAP/SLAT JAMMED
: OVER WEIGHT LANDING C/L
- APPROACH: IT IS JUST A FLAPLESS APPR!!! TAIL STRIKE AWARENESS
o FLY A STABILISED APPR
o DETERMINE LANDING CONFIG (QRH:FPE-IFL)
o USE SEL SP: VFE NEXT -5 (IF SP NOT DISPLAYED USE PLACARD SP)
o AS SP REDUCES THROUGH VFE NEXT: FLAP LEVER 1 STEP DOWN
o WHEN IN LDG CONF, DECELLERATE TO CALCULATER APPR SPEED
o USE AP DOWN TO 500‟ AGL
- GO AROUND:
o FOR CCT MAINTAINSLAT/FLAP CONF; REC SP= MAX SP - 10 Kt
o FOR DIVERSION : CLEAN CONFIG IF FLAP/SLAT JAMMED AT ZERO
: IF FLAP/SLAT > ZERO, MAINTAIN F/S CONFIG
: DIVERSION SPEED= MAX SP – 10 Kt

Page 41 of 70
 AIRBUS A320 - SIM CHK

RAW DATA ILS

CAN BE DONE : WITH TRACK INDEX (WHEN FCU IS AVAILABLE)

: WITHOUT TRACK INDEX (WHEN FCU IS NOT AVAILABLE)

: PLAN AN EARLY STAB APPR i.e. ALL CONFIG AND CHECKS OVER 1NM BEFOREFDP
: ASK FOR LONG VECTORS: INTENTION IS TO BE WELL SETTLED ON LOC AND SP UN-
DER CONTROL BEFORE GLIDE INTERCEPT
: ON INTERCEPT LEG:
 BIRD ON, FDs OFF, “T” SCAN
 BE AT PLATFORM ALTITUDE
 CONFIG 1 AND „S‟ SPEED
 IF A/THR AVAILABLE, SPEED MANAGED
 0.5 NM FROM FINAL COMMENCE TURN WITH 50 BANK AND ASK
FOR FINAL TRACK TO BE SET: CROSS CHK FINAL APPR TRACK
 ONCE LOC LIVE, COORDINATE TURN TO ROLL OUT CORRECTLY
: ON FINAL TRACK:
 ENTIRE GAME IS ON SCAN: “T” SCAN FASTER
 CONFIGURE EARLY
 CONTROL SPEED WITH ANTICIPATION: SMALL VARIATIONS
 LOCK ARMS: STICK MOVEMENT ONLY BY WRIST MOVEMENT
 SMALL CORECTION FOR LOC AND G/S: NOT >50&10 RESPECTIVE-
LY; ANTICIPATE CORRECTIONS
 IN SINGLE ENG, CENTER β TGT AND TRIM; DO NOT TRIM IN
TURNS; ANTICIPATE RUDDERS FOR THRUST VARIATIONS
 *MONITOR FMA AND ECAM FOR ADDITIONAL FAILURES
o WITH TRACK INDEX:
 WHOLE GAME IS TO BE PLAYED AROUND THE BLUE TRACK INDEX
 SCAN AND ANTICIPATE CORRECTIONS,NO LARGE CORRECTIONS
o WITHOUT TRACK INDEX:
 STABILISE EARLY ON FINAL TRACK
 OFFSET REQD FOR X-WIND IS = 1/3 OF X-WIND. SO, IF X-WIND IS
15 Kt, 50 OFFSET REQD TO TRACK CORRECTLY: ROLL OUT WITH
OFFSET
 ILS DAGGER CAN BE USED AS THE TRACK INDEX AND GAME
PLAYED AROUND IT WITH THE TRACK DIAMOND. SO, IF LOC DI-
AMOND HAS GONE TO THE LEFT, SET THE TRACK DIAMOND TO
THE LEFT OF THE ILS DAGGER AND WAIT FOR LOC DIAMOND TO
RETURN TOWARDS THE CENTER; ANTICIPATE AND REDUCE THE
CORRECTION TO FINALLY PLACE THE TRACK DIAMOND CEN-
TERED ON THE ILS DAGGER TO KEEP LOC CENTERED
 BECAUSE OF THE ABOVE MENTIONED CORRECTION, SCAN FAST-
ER FOR G/S AND SPEED: KEEP THEM UNDER CONTROL TO GET
MORE TIME TO JUDGE AND ANTICIPATE LOC CORRECTN BETTER
- ALL CORRECTIONS TO BE:
 SMALL AND GENTLE; ONLY WITH WRIST
 FOR SPEED
 ANTICIPATE AND “KILL” THE TREND ARROW
 SMALL CORRECTIONS OF THRUST: (PERSONAL: MAKE VERY
 SMALL THRUST VARIATION ON ONE THRUST LEVER AT A TIME
USING THE OTHER LEVER AS A FULCRUM AND THEN MATCHING
Page 42 of 70
 AIRBUS A320 - SIM CHK

THE “FULCRUM” LEVER. SO FIRST „NUDGE‟ THE LEFT LEVER US-

ING RIGHT LEVER AS FULCRUM AND THEN „MATCH‟ THE RIGHT
LEVER)
VISUAL CIRCUIT:
: POSITIVE CLB: GEAR UP
: „LEVER CLB‟: CHECK CCT ALT SET TO 1500‟AGL
: “S” SPEED: FLAP 1, ACTIVATE APPR PHASE
: CHECK SPEED MANAGED
: LEVEL OUT AT 1500‟: AFTER T/O CLB C/L
: NOW TURN D/W; ROSE NAV, 10 NM RANGE
: > 900 OF TURN, SET/CHECK VISUAL APPR SET IN MCDU AND SEQ THE FLT PLAN
: ASK FOR D/W HEADING
: ADJUST BANK TO ROLL OUT 2.5NM FROM RW
: CHECK: AP OFF, FDs OFF, BIRD ON: SET DW „TRACK‟, SPEED MANAGED
*CORRECT FOR DW DISPLACEMENT TO TRACK PARALLEL AT 2.5 NM: DO NOT CHANGE THE
„SET‟ DW TRACK TO CORRECT FOR DW DISPLACEMENT
: GENTEL AND SMALL CORRECTIONS: LET THE A/C FLY WITH „AUTO TRIM‟
: ABEAM: TIME OUT FOR 45” (@3”/100‟) WITH WIND CORRECTION @1”/Kt OF HW/TW
: 35”: FLAP 2: ANTICIPATE „BALLOON‟
: 40” ASK FOR RW TRACK TO BE SET; NOTE BASE TRACK BY CHK 900 TRACK
: 45”
 COMMENCE TURN WITH 230 BANK TO ROLL OUT 900 TO FINAL TRACK
 FEED IN A ROD OF 200‟-300‟/MIN (BIRDS „CIRCLE‟ TOUCHING HZN BAR)
 GEAR DOWN: DELAY IT WHEN IN SINGLE ENGINE
: ROLL OUT 900:
 LOOK FOR RW, PAPI, PERSPECTIVE
 CHECK WINDS: TO PLAN THE FINALS TURN
 0.8 NM FOR NIL WINDS
 0.7 NM FOR HEAD WINDS
 1.1 NM FOR TAIL WINDS
: FLAP 3 AND FLAP FULL AS PER PERSPECTIVE
: CONTINUE “T” SCAN
: IN SINGLE ENGINE:
 KEEP β TGT CENTERED: CHANGES WITH SPEED AND PWR SETTING
 DO NOT TRIM IN TURNS: HOLD PR, ROLL OUT, CENTER THE β TGT AND
THEN TRIM
: ROLL OUT FINALS:
 WITH PAPI: 2 REDS, 2 WHITES
 BIRD‟ TAIL TOUCHING THE HZN BAR
: MAKE SMALL CORRECTIONS: IN TIME AND „AROUND‟ THE TRACK INDEX
: LANDING C/L
*USE ILS, IF AVAILABLE. BY „HARD TUNING‟ THE ILS IN RAD NAV Pg AND SELECTING ILS Pb
*USE THE YO-YO, IF AVAILABLE TO FOLLOW THE CORRECT DESCENT BUT CROSS CHK WITH
PAPI: AN ERROR COULD BE FED BY THE INSTRUCTOR!

* GO AROUND PROCEDURE NEEDS TO BE CLEARLY SPELLED OUT IN THE BRIEFING AS IT IS

NOT STRUNG TO THE APPR

Page 43 of 70
 AIRBUS A320 - SIM CHK
MEMORY ITEMS: WET LUG SS

WINDSHEAR: PREDICTIVETHE “W/S AHEAD” MESSAGE IS DISPLAYED ON EACH PFD. THE COLOR OF THE MESSAGE DEPENDS
ON THE SEVERITY AND LOCATION OF THE WINDSHEAR.
NOTE: WHEN A PREDICTIVE WINDSHEAR ALERT (″WINDSHEAR AHEAD″ OR "GO AROUND WINDSHEARAHEAD") IS TRIGGERED,
IF THE FLIGHT CREW MAKES A POSITIVE VERIFICATION THAT NO HAZARD EXISTS, THEN THE ALERT MAY BE DISREGARDED,
AS LONG AS:
‐ THERE ARE NO OTHER SIGNS OF POSSIBLE WINDSHEAR CONDITIONS, AND
‐ THE REACTIVE WINDSHEAR SYSTEM IS OPERATIONAL.
*KNOWN CASES OF SPURIOUS PWS ALERTS HAVE BEEN REPORTED AT SOME AIRPORTS, DURING EITHER TAKEOFF OR LDG,
DUE TO THE SPECIFIC OBSTACLE ENVIRONMENT. HOWEVER, ALWAYS RELY ON ANY REACTIVE W/S (″WINDSHEAR″).
W/S AHEAD RED
TAKEOFF:
ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
BEFORE TAKEOFF:
DELAY TAKEOFF, OR SELECT THE MOST FAVORABLE RUNWAY.
DURING THE TAKEOFF RUN:
REJECT TAKEOFF.
NOTE: PREDICTIVE WINDSHEAR ALERTS ARE INHIBITED ABOVE 100 KTS UNTIL 50 FT.
 WHEN AIRBORNE: CALL “ WINDSHEAR, TOGA”
THR LEVERS................................................................................................................................TOGA
AS USUAL, THE SLAT/FLAP CONFIGURATION CAN BE CHANGED, PROVIDED THE WINDSHEAR IS NOT ENTERED.
AP (IF ENGAGED)..............................................................................................................................KEEP ON
SRS ORDERS...............................................................................................................................FOLLOW
IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK.
NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT.
2. IF THE FD ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY, TO
PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.
 LANDING:n
ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “GO AROUND, WINDSHEAR AHEAD”.
GO AROUND......................................................................................PERFORM
AP (IF ENGAGED).................................................................................... KEEP ON
IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK.
NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT.
2. IF THE FD ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IF NECESSARY, TO
PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.
W/S AHEAD AMBER
APPLY PRECAUTIONARY MEASURES, AS INDICATED BELOW:
 BEFORE TAKEOFF:
- DELAY TAKEOFF UNTIL CONDITIONS IMPROVE.
- EVALUATE TAKEOFF CONDITIONS:
- USING OBSERVATIONS AND EXPERIENCE,CHECKING WEATHER CONDITIONS.SELECT THE MOST FAVORABLE RUN-
WAY (CONSIDERING LOCATION OF THE LIKELY WINDSHEAR).
- USE THE WEATHER RADAR OR THE PREDICTIVE WINDSHEAR SYSTEM BEFORE COMMENCING TAKEOFF TO ENSURE
THAT THE FLIGHT PATH CLEARS ANY POTENTIAL PROBLEM AREAS.
- SELECT TOGA THRUST.
MONITOR CLOSELY AIRSPEED AND AIRSPEED TREND DURING THE TAKEOFF RUN FOR EARLYSIGNS OF WINDSHEAR.
 DURING APPROACH:
- DELAY LANDING OR DIVERT TO ANOTHER AIRPORT UNTIL CONDITIONS ARE MORE FAVORABLE.
- EVALUATE CONDITION FOR A SAFE LANDING BY:
- USING OBSERVATIONS AND EXPERIENCE,CHECKING WEATHER CONDITIONS.
- USE THE WEATHER RADAR.
- SELECT THE MOST FAVORABLE RUNWAY, CONSIDERING ALSO WHICH HAS THE MOSTAPPROPRIATE APPROACH AID.
- SELECT FLAPS 3.
- USE MANAGED SPEED IN THE APPROACH PHASE.
- CHECK BOTH FDS ENGAGED IN ILS, FPA OR V/S.
- ENGAGE THE AUTOPILOT, FOR A MORE ACCURATE APPR AND EARLIER RECOGNITION OFDEVIATION FROM THE
BEAM, WHEN ILS IS AVAILABLE.
NOTE: ‐ WHEN USING THE GS MINI-FUNCTION, ASSOCIATED WITH MANAGED SPEED,THE SYSTEM WILL CARRY EXTRA SPEED
IN STRONG WIND CONDITIONS.
‐ IN CASE OF STRNG OR GUSTY CROSSWIND GREATER THAN 20 KT, REFER TO QRH PER-C VAPP DETERMINATION WITHOUT
FAILURE
VAPP=VLS + APPR COR
IN CASE OF STRONG OR GUSTY CROSSWIND GREATER THAN 20KT, VAPP SHOULD BE AT LEAST VLS+5KT. THE 5KT INCRE-
MENT ABOVE VLS MAY BEINCREASEDUPTO 15KT AT THE FLIGHT CREW'S DISCRETION.

Page 44 of 70
 AIRBUS A320 - SIM CHK
WINDSHEAR: REACTIVE

A RED FLAG “WINDSHEAR” IS DISPLAYED ON EACH PFD ASSOCIATED WITH AN AURAL SYNTHETIC VOICE “WINDSHEAR” RE-
PEATED THREE TIMES. IF WINDSHEAR IS DETECTED EITHER BY THE SYSTEM OR BY PILOT OBSERVATION, APPLY THE FOL-
LOWING RECOVERY TECHNIQUE:
 AT TAKEOFF:
 IF BEFORE V1: CALL “ STOP”
THE TAKEOFF SHOULD BE REJECTED ONLY IF SIGNIFICANT AIRSPEED VARIATIONS OCCUR BELOW INDICATED V1 AND THE
PILOT DECIDES THAT THERE IS SUFFICIENT RUNWAY REMAINING TO STOP THE AIRPLANE.
 IF AFTER V1: CALL “ WINDSHEAR, TOGA”
THR LEVERS...........................................................................................TOGA
REACHING VR.........................................................................................ROTATE
SRS ORDERS..........................................................................................FOLLOW
IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK.
NOTE: IF THE FD BARS ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY, TO
PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.
 AIRBORNE, INITIAL CLIMB OR LANDING: CALL “ WINDSHEAR, TOGA”
THR LEVERS AT TOGA..........................................................................SET OR CONFIRM
AP (IF ENGAGED).........................................................................................KEEP ON
SRS ORDERS..........................................................................................FOLLOW
IF NECESSARY, THE FLIGHT CREW MAY PULL THE SIDESTICK FULLY BACK.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OFWINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
NOTE: 1. AUTOPILOT DISENGAGES IF THE ANGLE OF ATTACK VALUE GOES ABOVE Α PROT.
2. IF THE FD BARS ARE NOT DISPLAYED, MOVE TOWARD AN INITIAL PITCH ATTITUDE OF 17.5 °. THEN, IFNECESSARY,
TO PREVENT A LOSS IN ALTITUDE, INCREASE THE PITCH ATTITUDE.

PF PM

-TAKE OVER CTRLS; CALL “WINDSHEAR, TOGA”: GO TOGA◦
-ROTATE TO FOLLOW SRS/17.5⁰ ; IF NECESSARY:STICK FULLY
BACK
-ONCE OUT OF WINDSHEAR, ENGAGE AP AND CLEAN UP THE
A/C
-MONITOR AND CALL OUT HT, SPEED,ROC/ROD WIND VE-
LOCITY
-ONCE OUT OF WINDSHEAR, CLEAN UP THE A/C
-R/T: “IFLY…..ENCOUNTERED WINDSHEAR FROM ---FT to---
FT”

WIND SHEAR: ADDITIONAL POINTS

- PREDICTIVE : PFD SHOWS AMBER CAUTION - “MONITOR RADAR DISPLAY”
: PFD SHOWS RED WARNING - “WINDSHEAR AHEAD”
- COULD ALSO BE DETERMINED BY AIR SPEED FLUCTUATIONS. ON GROUND IF SPEED
STAGNATES AFTER/AROUND V1, IT IS AN INDICATION OF WIND SHEAR, GO TOGA, RE-
MAIN ON GOUND TILL THE LAST 2000‟ OF RUNWAY AND THEN ROTATE TO 17.50. THEN
FOLLOW SRS; DO NOT RAISE GEAR/CLEAN UP THE A/C TILL OUT OF WINDSHEAR
- MAINTAIN THE PITCH TILL OUT OF WINDSHEAR
- BE CAREFUL ON LOWERING OF PITCH ONCE CLEAR OF WINDSHEAR FOR FLAP EXCEE-
DANCESPEED. SO AS YOU GET OUT OF WINDSHEAR, THR LEVER TO CLIMB, CONTROL
PITCH TO CONTROL SPEED, AND THEN, FIRST RETRACT FLAPS BEFORE GEAR, IF
CLOSE TO FLAP EXCEEDANCE SPEED
- AS PM, BE VIGILANT OF THE T/O FLOWS WITH EACH ACTION, VIZ: THR LEVER CLB,
PACK 1 ON; FLAP „0‟, SPOILER DISARMED, LIGHTS OFF, PACK 2 ON. AS PF RECHECK
THESE ACTIONS ONCE OUT OF WINDSHEAR
- DO NOT TURN WHILE IN WINDSHEAR. SO BE CAREFUL IF THE SID INVOLVES A TURN

Page 45 of 70
 AIRBUS A320 - SIM CHK
EMERGENCY DESCENT:THE EMERGENCY DESCENT SHOULD ONLY BE INITIATED UPON POSITIVE CONFIRMATION THAT CA-
BIN ALTITUDE AND RATE OF CLIMB IS EXCESSIVE AND UNCONTROLLABLE. THE CAB PR EXCESS CAB ALT WARNING MUST BE
CONSIDERED AS A CONFIRMATION THAT THE CABIN ALTITUDE IS EXCESSIVE, EVEN IF NOT CONFIRMED ON THE CAB PRESS
SD PAGE. THE CAB PR EXCESS CAB ALT WARNING CAN BE TRIGGERED BY A CABIN PRESSURE SENSOR DIFFERENT FROM
THE ONE USED TO CONTROL THE PRESSURE AND DISPLAY THE CABIN ALTITUDE ON THE SD.
The flight crew should perform the actions of the EMER DESCENT in two steps:
‐ First step: Apply the memory items.
‐ Second step: Perform the read-&-do procedure (ECAM or QRH).
FIRST LOOP: IMMEDIATE ACTION
CREW OXY MASKS...................................................................................................................................................ON
COCKPIT COMMUNICATION…………………………………………………………………………………………….ESTABLISH
SIGNS.........................................................................................................................................................................ON
EMER DESCENT........................................................................................................................................................INITIATE
THE RECOMMENDATION IS TO DESCEND WITH THE AP ENGAGED: AFM
‐ TURN THE ALT SELECTOR KNOB AND PULL :::CAB PR - EXCESS CAB ALT
‐ TURN THE HDG SELECTOR KNOB AND PULL If above FL 100: Use crew oxygen masks. " If below
FL 160: Initiate descent to the higher one of: FL 100 or
‐ ADJUST THE TARGET SPD/MACH.***SPEED SELECTOR KNOB: PULL
MEA. " If above FL 160: -Turn on cabin signs. -Initiate
THR LEVERS(IF A/THR NOT ENGAGED)......................................................................IDLE emergency descent to the higher one of: FL 100 or
‐ IF AUTOTHRUST IS ENGAGED, CHECK THAT THR IDLE IS DISPLAYED ON THE FMA. MEA. Refer to EMER-90 EMER DESCENT ! If cabin
‐ IF NOT ENGAGED, RETARD THE THRUST LEVERS. altitude above 14 000 ft: Manually confirm passengers
SPD BRK..........................................................................................................................FULL oxygen masks on.
EXTENSION OF THE SPEEDBRAKES WILL SIGNIFICANTLY INCREASE VLS.
TO AVOID AP DISCONNECTION AND AUTOMATIC RETRACTION OF THE SPEEDBRAKES, DUE TO POSSIBLE ACTIVATION
OFANGLE-OF-ATTACK PROTECTION, ALLOW THE SPEED TO INCREASE BEFORE STARTING TO USE THE SPEEDBRAKES.
SECOND LOOP: WHEN DESCENT ESTABLISHED:
- ORDER ECAM/QRH
- REFINE THE DESCENT
EMER DESCENT FL100, OR MINIMUM ALLOWABLE ALTITUDE.
SPEED.........................................................................................................................................................................MAX/APPROPRIATE
CAUTION DESCEND AT THE MAXIMUM APPROPRIATE SPEED. The flight crew should suspect structural damage in case of a loud
bang, or high cabin vertical speed. IF STRUCTRAL DAMAGE SUSPECTED: SPD/MACH PB….SPEED (TO PREVENT AN INCREASE
IN THE IAS, OR TO REDUCE SPEED); CAREFUL USE OF SPEED BRAKES, TO AVOID ADDITIONAL STRESS ON AIRCRAFT
STRUCTURE.
LANDING GEAR MAY BE EXTENDED. IN SUCH A CASE, SPEED MUST BE REDUCED TO VLO/VLE.
NOTE: THE RECOMMENDATION IS TO DESCEND WITH THE AUTOPILOT ENGAGED.
ENG MODE SEL........................................................................................................................................................IGN
ATC............................................................................................................................................................................NOTIFY
NOTIFY ATC OF THE NATURE OF THE EMERGENCY, AND STATE INTENTION. THE FLIGHT CREW CAN COMMUNICATE WITH
THE ATC USING VOICE, OR CPDLC WHEN VOICE CONTACT CANNOT BE ESTABLISHED OR HAS A POOR QUALITY. *** IF NOT IN
CONTACT WITH ATC, TRANSMITA DISTRESS MASSAGE ON ONE OF THE FOLLOWING FREQUENCIES: (VHF) 121.5 MHZ, OR (HF)
2 182 KHZ, OR8 364 KHZ.
EMER DESCENT.......................................................................................................................................................ANNOUNCE(PA)
THE FLIGHT CREW MUST INFORM THE CABIN OF EMERGENCY DESCENT ON THE PA SYSTEM
ATC XPDR 7700........................................................................................................................................................CONSIDER
SQUAWK 7700 UNLESS OTHERWISE SPECIFIED BY ATC.
TO SAVE OXYGEN, SET THE OXYGEN DILUTER SELECTOR TO THE N POSITION. IF THE OXYGEN DILUTER SELECTOR RE-
MAINSAT 100 %, THE QUANTITY OF OXYGEN MAY NOT BE SUFFICIENT FOR THE ENTIRE EMERGENCY DESCENT PROFILE.
MAX FL.....................................................................................................................................................................100/MEA
 IF CAB ALT > 14 000 FT:
PAX OXY MASKS......................................................................................................................................................MAN ON
THIS ACTION CONFIRMS THAT THE PASSENGER OXYGEN MASKS ARE RELEASED.
NOTE: NOTIFY THE CABIN CREW WHEN THE AIRCRAFT REACHES A SAFE FLIGHT LEVEL, AND WHEN CABIN OXYGEN IS NO
MORE NECESSARY.
EMERGENCY DESCENT: ADDITIONAL POINTS
- PF ANNOUNCES: “PRESSURISATION FAILURE, EMERG DESCENT, O2 MASK ON”
- ONCE ON O2, PF : “CAPTAIN ON O2”
PM : “FIRST OFFICER ON O2”
- R/T CALL BY PF: “MAYDAY X 3, I FLY 001, EMERG DESCENT, REQUEST MEA”
- PM: CHECK CABIN ALT, IF >14000‟, DEPLOY CABIN MASK. THIS IS TO BE CHECKED
DURING THE FMA CHECK OF THE FIRST LOOP ITSELF AND THEN CONTINUE TO
MONITOR CABIN ALT AND DEPLOY MASKS ANYTIME CABIN ALT > 14000‟.
- AT STATUS: PF: “STANDBY STATUS”
 IF IN R/T CONTACT ASK FOR DIRECT TO DESTINATION
 IF NOT IN R/T CONTACT, ASK PM TO SET OFFSET 15 NM L/R; PM SETS IT;
PF: “MANAGE NAV, CONTINUE ECAM”

Page 46 of 70
 AIRBUS A320 - SIM CHK

- APPROACHING 10,000‟/MEA (~1500‟ BEFORE), START RETRACTING SPEED BRAKES TO

AVOID GOING BELOW THE HEIGHT.
- BELOW 10,000‟ ROD SHOULD NOT EXCEED 1000‟/MIN: THIS IS A COMFORT POINT AND
SO IF SAFETY DEMANDS, MAINTAIN HIGHER ROD.
- AT 10,000‟ FIRST PM REMOVES MASK, REPORTS HOW HE IS FEELING. PF MONITORS PM
FOR A LITTLE WHILE TO CHECK THAT HE IS FINE AND THEN REMOVES HIS OWN MASK.
BOTH RESET THEIR MIKES. PRESS THE PRESS TO RESET OXYGEN CONTROL SLIDE, TO DEACTIVATE
THE MASK MICROPHONE, AND TO CUT OFF THE OXYGEN.
- PM: ON PA “SAFE TO REMOVE MASKS, AFTER CABIN INSPECTION, LEAD TO COCKPIT
PLEASE”

PF 1ST LOOP: MEMORY PM

ANNOUNCE……………….”EMERGENCY DESCENT, OXY MASK” CREW OXY MASKS………..............................................ON

CREW OXY MASKS………............................................................ON COCKPIT COMMUNICATION: “FIRST OFFR ON OXYGEN
COCKPIT COMMUNICATION: “CAPTAIN ON OXYGEN” SIGNS...............................................................................ON
INITIATE DESCENT: REC TO DES WITH THE AP ENGAGED: FMA……………………………………………………..MONITOR
‐ TURN THE ALT SELECTOR KNOB AND PULL
‐ TURN THE HDG SELECTOR KNOB AND PULL
‐ SPEED SELECTOR KNOB: PULL
FMA………………………………………………………….ANNOUNCE
‐ IF AUTOTHRUST IS ENGD, CHK THAT THR IDLE IS DISPLAYED
ON THE FMA.
‐ IF NOT ENGAGED, RETARD THE THRUST LEVERS TO IDLE.
SPD BRK.....................................................................................FULL
2ND LOOP: REFINE, R/T AND ECAM/QRH

WHEN DESCENT EST, ORDER ECAM/QRH, AND REFINE: PERFORM ECAM FOLLOWED BY QRH
BY MEMORY: (IN YELLOW)
ALTITUDE ………………………………..SET (ATC/100/MEA-MORA) ENG MODE SEL...............................................................IGN
HDG……………………………………….SET EMER DESCENT.............................................................PA
SPEED....................................................MAX/APPROPRIATE “EMERGENCY DESCENT, DO NOT STAY IN LAVATORIES”
IF STRUCTRAL DAMAGE SUSPECTED: ATC XPDR 7700.........................................................CONSIDER
- SPD/MACH pb…….SPEED FMA………………………………………………………CHECK
- CAREFUL USE OF SPEED BRAKES PAX OXY MASKS.IF CAB ALT > 14 000 „................MAN ON
L/G GEAR EXTEN-
SION…………………CONSIDERATC.................................................
..................................NOTIFY
“MAYDAY MAYDAYMAYDAY IFLY….. EMERGENCY DESCENT
REQUEST MEA” IN ECAM: “STATUS?”

“STANDBY STATUS”
- IF IN R/T CONTACT ASK FOR DIRECT TO DESTINATION
- IF NOT IN R/T CONTACT, ASK PM TO SET OFFSET 15
NM L/R; PM SETS IT; PF: “MANAGE NAV, CONTIN- FINISH ECAM
UE ECAM” QRH : READ
: CREW OXYGEN MASKS DILUTION CONSIDER

- APPROACHING 10,000‟/MEA (~1500‟ BEFORE), START RE-

TRACTING SPEED BRK TO AVOID GOING BELOW THE HT.
- BELOW 10,000‟ ROD SHOULD NOT EXCEED 1000‟/MIN:
THIS IS A COMFORT POINT AND SO IF SAFETY DEMANDS,
AT 10,000‟
MAINTAIN HIGHER ROD.

- FIRST PM REMOVES MASK, REPORTS HOW HE IS

FEELING.
- MONITORS PM FOR A LITTLE WHILE TO CHECK THAT
HE IS FINE AND THEN REMOVES HIS OWN MASK. BOTH RESET THEIR MIKES…………...

PA“SAFE TO REMOVE OXYGEN MASK, AFTER CABIN IN-

SPECTION LEAD TO COCKPIT PLEASE”

###OP NOTICE 5B:

NO ALT RESTRICTION ON LG OPRN; FOLLOW VLO and VLE:
250 AND 280 RESPECTIVELY.

Page 47 of 70
 AIRBUS A320 - SIM CHK
TCAS RA

 TRAFFIC ADVISORY: “TRAFFIC” MESSAGES: DO NOT PERFORM A MANEUVER BASED ON A TA ALONE.

 RESOLUTION ADVISORY : ALL “CLIMB” AND “DESCEND” OR “MAINTAINVERTICAL SPEED MAINTAIN” OR “ADJUST
VERTICAL SPEED ADJUST” OR “MONITOR VERTICAL SPEED” TYPE MESSAGES:
AP (IF ENGAGED)................................................................................................ OFF
BOTH FDS........................................................................................................ OFF
RESPOND PROMPTLY AND SMOOTHLY TO AN RA BY ADJUSTING OR MAINTAINING THE PITCH,AS REQUIRED, TO REACH THE
GREEN AREA AND/OR AVOID THE RED AREA OF THE VERTICALSPEED SCALE.
NOTE: AVOID EXCESSIVE MANEUVERS WHILE AIMING TO KEEP THE VERTICAL SPEED JUSTOUTSIDE THE RED AREA OF THE
VSI, AND WITHIN THE GREEN AREA. IF NECESSARY,USE THE FULL SPEED RANGE BETWEEN VΑMAX AND VMAX.
RESPECT STALL, GPWS, OR WINDSHEAR WARNING.
NOTIFY ATC.
 GO AROUND PROCEDURE MUST BE PERFORMED WHEN AN RA “CLIMB” OR“INCREASE CLIMB” IS TRIGGERED ON FI-
NAL APPROACH:
NOTE: RESOLUTION ADVISORIES (RA) ARE INHIBITED BELOW 900 FT.
 WHEN “CLEAR OF CONFLICT” IS ANNOUNCED:
RESUME NORMAL NAVIGATION IN ACCORDANCE WITH ATC CLEARANCE.AP/FD CAN BE RE-ENGAGED AS DESIRED.
VISUAL SYMBOLOGY: HOLLOW WHITE DIAMOND = NO THREAT, SOLID WHITE DIAMOND =PROXIMATE BUT NO THREAT,
SOLID AMBER CIRCLE = POTENTIAL THREAT; TA, SOLID RED SQUARE = COLLISSION THREAT; RA

SELECTION AND COVERAGE: ABV : IN CLIMB (+9 900 FT/-2 700 FT, ALL : IN CRUISE (+2 700 FT/-2 700 FT) {INDIGO: BELOW IN
CRUISE}, BELOW : IF THE CRUISE ALTITUDE IS WITHIN 2 000 FT OF FL 410, OR IN DESCENT (+2 700 FT/-9 900 FT)

PF PM

-“TRAFFIC” MESSAGE…………..”TCAS, I HAVE CONTROLS”

-ON RA OF CLIMB/DES……….AP OFF; PROMPTLY AND - FDs…………………………………………(BOTH SIDES) OFF
SMOOTHLY CHANGE ATTD TO REACH AND MAINTAIN GREEN -NOTIFY ATC: “IFLY 201, TCAS RA, CLIMBING/DESCENDING”
-MONITOR TRAFFIC POSITION: DON‟T TRY VISUALLY
-MONITOR AND ADVICE ON GREEN AREA
ONCE “CLEAR OF CONFLICT” IS ANNOUNCED

-NOTIFY ATC “IFLY 201, CLEAR OF CONFLICT; WILL FILE A

- SELECT THE DESIRED VERTICAL AND LATERAL MODE
REPORT”
- FDs…………………………………….……..ON; CENTRE THE FDs
- AP…………………………………………….ON

TCAS: ADDITIONAL POINTS

- NO ACTION TILL RA
- IF GPWS CAUTION/WARNING COMES OUT DURING RA, REDUCE ROD/LEVEL OUT
- FOR A REQUIREMENT TO LEVEL OUT, SET PITCH 2.50.
- ONCE „CLEAR OF CONFLICT‟, ASK FOR: (FFF MM FA)
o FDs ON; READ FMA
o “FL 60, PULL”; FOLLOW FD BARS: CLIMB/DESCEND
o MANAGE SPEED
o MANAGE NAV/MAINTAIN HDG, AS REQUIRED
o CENTER THE FDs, AP ON
o R/T “I FLY 001, CLEAR OF CONFLICT, WILL FILE A REPORT”

Page 48 of 70
 AIRBUS A320 - SIM CHK
UNRELIABLE SPEED INDICATIONS

THE ADRS DETECT MOST OF THE FAILURES AFFECTING THE AIRSPEED OR ALTITUDE INDICATIONS. THESE FAILURESLEAD
TO:
‐ LOSE THE ASSOCIATED SPEED OR ALTITUDE INDICATIONS IN THE COCKPIT
‐ TRIGGER THE ASSOCIATED ECAM ALERTS.
HOWEVER, THERE MAY BE SOME CASES WHERE AN AIRSPEED AND/OR ALTITUDE OUTPUT IS ERRONEOUS, WHILETHE ADRS
DO NOT DETECT IT AS ERRONEOUS. IN SUCH A CASE, NO ECAM ALERT IS TRIGGERED AND THE COCKPITINDICATIONS MAY
APPEAR TO BE NORMAL WHEREAS THEY ARE ACTUALLY FALSE. FLIGHT CREW MUST HAVE INMIND THE TYPICAL SYMPTOMS
ASSOCIATED WITH SUCH CASES IN ORDER TO DETECT THIS SITUATION EARLY ANDAPPLY THE "UNRELIABLE SPEED IN-
DIC/ADR CHECK PROC" QRH PROCEDURE.

THE "UNRELIABLE SPEED INDIC/ADR CHECK PROC" PROCEDURE HAS TWO OBJECTIVES:
‐ TO IDENTIFY AND ISOLATE THE AFFECTED ADR(S)
‐ IF NOT SUCCESSFUL, TO PROVIDE GUIDELINES TO FLY THE AIRCRAFT UNTIL LANDING.
IT INCLUDES THE FOLLOWING STEPS:
1. MEMORY ITEMS (IF NECESSARY),
2. TROUBLESHOOTING AND ISOLATION,
3. FLIGHT USING PITCH/THRUST REFERENCES OR THE BACK-UP SPEED SCALE (BUSS, BELOW FL 250), IF THETROUBLE-
SHOOTING HAS NOT ENABLED TO ISOLATE THE FAULTY ADR(S).

WHEN TO APPLY THIS PROCEDURE?

THE FLIGHT CREW SHOULD CONSIDER APPLYING THE "UNRELIABLE SPEED INDIC/ADR CHECK PROC"
PROCEDURE WHEN:
‐ THE "ADR CHECK PROC...APPLY" ACTION LINE IS DISPLAYED ON ECAM, FOR EXAMPLE DUE TO THENAV ADR DISAGREE
ECAM ALERT, OR
‐ THE FLIGHT CREW SUSPECTS AN ERRONEOUS INDICATION, WITHOUT ANY ECAM ALERT.
THE FLIGHT CREW CAN SUSPECT AN ERRONEOUS SPEED/ALTITUDE INDICATION, IN THE FOLLOWING CASES:
1. A SPEED DISCREPANCY (BETWEEN ADR 1, 2, 3, AND STANDBY INDICATIONS),
2. FLUCTUATING OR UNEXPECTED CHANGES OF THE INDICATED AIRSPEED OR ALTITUDE,
3. ABNORMAL CORRELATION OF BASIC FLIGHT PARAMETERS (PITCH, THRUST, AIRSPEED, ALTITUDE AND VERTICAL
SPEED INDICATIONS).
4. AN ABNORMAL BEHAVIOR OF THE AP/FD AND/OR THE A/THR,
5. THE STALL WARNING TRIGGERS, THE OVERSPEED WARNING TRIGGERS, OR THE FLAP RELIEF MESSAGEAPPEARS ON
THE E/WD, AND THIS IS IN CONTRADICTION WITH THE INDICATED AIRSPEEDS. IN THIS CASE:
• RELY ON THE STALL WARNING. ERRONEOUS AIRSPEED DATA DOES NOT AFFECT THE STALL WARNING,BECAUSE
THE STALL WARNING IS BASED ON ANGLE OF ATTACK (AOA) DATA,
• DEPENDING ON THE SITUATION, THE OVERSPEED WARNING MAY BE FALSE OR JUSTIFIED. WHEN THEOVERSPEED
VFE WARNING TRIGGERS, THE APPEARANCE OF AIRCRAFT BUFFET IS A SYMPTOM THAT THEAIRSPEED IS INDEED
EXCESSIVE.
6. THE BAROMETRIC ALTITUDE IS NOT CONSISTENT WITH THE RADIO HEIGHT (WHEN THE RA IS DISPLAYED),
7. THE AERODYNAMIC NOISE REDUCES WHEREAS THE INDICATED AIRSPEED INCREASES, OR VICE VERSA,
8. IN APPROACH, IT IS NOT POSSIBLE TO EXTEND THE LANDING GEAR USING THE NORMAL LANDING GEAR SYSTEM.
NOTE: 1. CREW COORDINATION IS IMPORTANT. THE PNF SHOULD CONFIRM ANY DISCREPANCY:
‐ BETWEEN THE STANDBY AIRSPEED INDICATION AND THE SPEED INDICATION ON HIS/HER PFD,
‐ BETWEEN HIS/HER PFD AND THE PILOT FLYING'S PFD.
2. BECAUSE THE BAROMETRIC ALTITUDE MAY BE ERRONEOUS, THE AIRCRAFT MAY NOT BE ABLE TOACCURATELY MAINTAIN
LEVEL FLIGHT. IN ADDITION, THE ATC TRANSPONDER MAY TRANSMIT ANINCORRECT ALTITUDE TO ATC OR TO OTHER AIR-
CRAFT, WHICH CAN LEAD TO CONFUSION. THEREFORE,THE FLIGHT CREW SHOULD ADVISE ATC OF THE SITUATION WITH-
OUT DELAY.
MEMORY ITEMS:
CALL: “UNRELIABLE SPEED”
AP/FD...................................................................................................................................OFF
A/THR...................................................................................................................................OFF
PITCH/THRUST:
BELOW THRUST RED ALT....................................................................................................15°/TOGA
ABOVE THRUST RED ALT AND BELOW FL 100......................................................................10°/CLB
ABOVE THRUST RED ALT AND ABOVE FL 100......................................................................5°/CLB
FLAPS (IF CONF 0(1)(2)(3))..................................................................................................MAINTAIN CURRENT CONF
FLAPS (IF CONF FULL)........................................................................................................SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES...................................................................................................................CHECK RETRACTED
L/G........................................................................................................................................UP
WHEN AT, OR ABOVE MSA OR CIRCUIT ALTITUDE:LEVEL OFF FOR TROUBLESHOOTING = FOLLOW THE QRH PITCH AND
THRUST (N1) TABLE

Page 49 of 70
 AIRBUS A320 - SIM CHK

UNRELIABLE SPEED: ADDITIONAL POINTS

- ANYTIME AIRSPEED IS SUSPECTED, BLINDLY APPLY MEMORY ITEMS AS PER THE
PHASE OF FLIGHT: NO COMPROMISE ON THE MEMORY ITEMS
- DO THE ENTIRE PROCEDURE SLOWLY AND METICULOUSLY
- RESPECT STALL WARNING; IGNORE OVERSPEED WARNING
- R/T CALL “MAY DAY X 3, I FLY 001, UNRELIABLE SPEED AND ALTITUDE INDICATIONS,
KEEP AIRSPACE AROUND CLEAR”
- PF: ASK PM TO SELECT GPS ALTITUDE ON MCDU>>>DATA>>POSN MONITOR>>GPS
- USE QRH PITCH-THRUST TABLE TO LEVEL OUT
- QRH ALSO GIVES THE SPEED FOR THE PITCH AND THRUST SETTINGS: CHECK WHICH
OF THE THREE SPEEDS ARE RELIABLE. PM SHOULD REFINE THRUST.
- FLYING/RECOVERY USING THE PITCH-THRUST IS FAIRLY SIMPLE, JUST BE GENTLE
WITH INPUTS.
- ONCE BUSS IS AVAILABLE, GENTLE INPUTS: DO NOT CHASE; MAKE SMALL CORREC-
TIONSAND LET THE AFFECT SETTLE DOWN. EVEN WHEN FLYING THE BUSS, USE THE
PITCH-THRUST SETTINGS AS THIS WILL AVOID „CHASING‟ AND LARGE CORRECTIONS.
- MANUAL CABIN PRESSURE CONTROL: 1 FLICK=CHANGE OF 50‟/MIN.

Page 50 of 70
 AIRBUS A320 - SIM CHK
GPWS ALERTS

THE GROUND PROXIMITY WARNING SYSTEM (GPWS) IS EMBEDDED IN THE T2CAS SYSTEM (TERRAIN ANDTRAFFIC COLLI-
SION AVOIDANCE SYSTEM) AND GENERATES AURAL AND VISUAL WARNINGS, WHEN ONE OF THEFOLLOWING CONDITIONS
OCCURS BETWEEN RADIO HEIGHTS 10/30 FT AND 2 450 FT.
‐ MODE 1: EXCESSIVE RATE OF DESCENT
‐ MODE 2: EXCESSIVE TERRAIN CLOSURE RATE
‐ MODE 3: ALTITUDE LOSS AFTER TAKEOFF, OR GO-AROUND
‐ MODE 4: UNSAFE TERRAIN CLEARANCE, WHEN NOT IN LANDING CONFIGURATION
‐ MODE 5: TOO FAR BELOW GLIDESLOPE.
IN ADDITION TO THE BASIC GPWS FUNCTIONS, THE GPWS PROVIDES PREDICTIVE FUNCTIONS. THE PREDICTIVEFUNCTIONS
ARE BASED ON A WORLDWIDE TERRAIN DATABASE, AND ON THE MODELING OF THE CLIMB PERFORMANCECAPABILITY OF
THE AIRCRAFT.
THE ALTITUDE USED BY THE GPWS IS COMPUTED BASED ON THE BAROMETRIC ALTITUDE, THE RADIO ALTITUDE ANDTHE
GPS ALTITUDE IS ORDER TO REDUCE BARO SETTING ERRORS.
DEPENDING ON THE AIRCRAFT POSITION AND PERFORMANCE, IN RELATION TO THE TERRAIN, THE GPWS TRIGGERS:
‐ TERRAIN AHEAD, PULL UP WARNING
‐ AVOID TERRAIN WARNING
‐ TERRAIN AHEAD CAUTION
‐ TOO LOW TERRAIN CAUTION

DURING NIGHT OR IMC CONDITIONS, APPLY THE PROCEDURE IMMEDIATELY. DO NOT DELAY REACTION FOR DIAGNOSIS.
DURING DAYLIGHT VMC CONDITIONS, WITH TERRAIN AND OBSTACLES CLEARLY IN SIGHT, THE ALERT MAY BE CONSIDERED
CAUTIONARY. TAKE POSITIVE CORRECTIVE ACTION UNTIL THE ALERT STOPS OR A SAFE TRAJECTORY IS ENSURED.
 "AVOID TERRAIN" OR ″PULL UP″ OR ″TERRAIN AHEAD PULL UP
CALL “PULL UP, TOGA”SIMULTANEOUSLY:
AP.....................................................................................................................OFF
PITCH...............................................................................................................PULL UP
PULL TO FULL BACKSTICK AND MAINTAIN IN THAT POSITION. DO NOT FOLLOW THE FDs.
SIMULTANEOUSLY, THRUST LEVERS.............................................................TOGA
SPEED BRAKES LEVER.....................................................................................CHECK RETRACTED
BANK................................................................................................................WINGS LEVEL OR ADJUST
 WHEN FLIGHT PATH IS SAFE AND THE WARNING STOPS:
DECREASE PITCH ATTITUDE AND ACCELERATE.
 WHEN SPEED IS ABOVE VLS, AND VERTICAL SPEED IS POSITIVE:
CLEAN UP AIRCRAFT, AS REQUIRED.
 “TERRAIN TERRAIN” OR“TOO LOW TERRAIN”:
ADJUST THE FLIGHT PATH OR INITIATE A GO-AROUND.
 ″TERRAIN AHEAD″:
ADJUST THE FLIGHT PATH. STOP DESCENT. CLIMB AND/OR TURN, AS NECESSARY, BASED ONANALYSIS OF ALL AVAILABLE
INSTRUMENTS AND INFORMATION.
 “SINK RATE” OR“DON‟T SINK”:ADJUST PITCH ATTITUDE AND THRUST TO SILENCE THE ALERT.
 “TOO LOW GEAR” OR“TOO LOW FLAPS”: PERFORM A GO-AROUND.

Page 51 of 70
 AIRBUS A320 - SIM CHK
STALL AT LIFTOFF

CALL “STALL, TOGA, 15⁰ ”

SPURIOUS STALL WARNING MAY SOUND IN NORMAL LAW, IF AN AOA PROBE IS DAMAGED. IN THIS CASE,APPLY IMMEDIATE-
LY THE FOLLOWING ACTIONS:
THRUST..................................................................................................................TOGA
AT THE SAME TIME:
PITCH ATTITUDE...................................................................................................15°
BANK......................................................................................................................WINGS LEVEL
NOTE: WHEN A SAFE FLIGHT PATH AND SPEED ARE ACHIEVED AND MAINTAINED, IF STALL WARNING CONTINUES,CONSIDER
IT AS SPURIOUS.

STALL: IN FLIGHT

AS SOON AS ANY STALL INDICATION (COULD BE AURAL WARNING, BUFFET...) IS RECOGNIZED, APPLY THE IMMEDIATEAC-
TIONS:
CALL “STALL, I HAVE CONTROLS”
NOSE DOWN PITCH CONTROL....................................................................................................APPLY
THIS WILL REDUCE ANGLE OF ATTACK
NOTE: IN CASE OF LACK OF PITCH DOWN AUTHORITY, REDUCING THRUST MAY BE NECESSARY.
***IF BELOW 20,000‟ AND IN CLEAN CONFIG, SELECT FLAP 1 IMMEDIATELY
BANK...............................................................................................................................................WINGS LEVEL
 WHEN OUT OF STALL (NO LONGER STALL INDICATIONS) :
THRUST..................................................................................................................................INCREASE SMOOTHLY AS NEEDED
NOTE: IN CASE OF ONE ENGINOP, PROGRESSIVELY COMPENSATE THE THRUST ASYMMETRY WITHRUDDER.
SPEEDBRAKES..............................................................................................................................CHECK RETRACTED
FLIGHT PATH..................................................................................................................................RECOVER SMOOTHLY
***CHECK SP ABOVE VLS AND POSITIVE TREND; RECOVER ENSURING SP DOES NOT DROP BELOW VLS
 IF IN CLEAN CONFIGURATION AND BELOW 20 000 FT:
FLAP 1.............................................................................................................................................SELECT
NOTE: IF A RISK OF GRD CONTACT EXISTS, ONCE CLEARLYOUT OF STALL (NO LONGER STALL INDICATIONS), EST SMOOTH-
LY A POSITIVE CLIMB GRADIENT.

*** IN STALL RECOVERY, LOWERING THE ATTITUDE/ AIRCRAFT BOX TO THE BIRD IS A GOOD IDEA AS IT WILL IMMEDIATELY
UNSTALL THE AIRCRAFT AND THEN SLOWLY RAISE THE AIRCRAFT BOX/ATTITUDE WITH THE „RIDING‟ BIRD (THE BIRD AUTO-
MATICALLY RISES WITH THE INCREASING SPEED); THIS WAY THE CHANCES OF ANOTHER STALL WARNING COMING UP IS
AVOIDED. IN THE LATER PART OF PULL OUT, START OPENING THRUST TO ASSIST BUILD UP OF SPEED.

Page 52 of 70
 AIRBUS A320 - SIM CHK
ENGINE RELIGHT::: JUST FOR AWARENESS

MAX ALTITUDE.................................................................................................................................................................SEE QRH

ENG MASTER (AFFECTED)...................................................................................................................................................OFF
THR LEVER (AFFECTED).......................................................................................................................................................IDLE
ENG MODE SEL................................................................................................................................................................IGN
X BLEED ...........................................................................................................................................................................OPEN
WING A. ICE (FOR STARTER ASSIST).........................................................................................................................................OFF
ENG MASTER (AFFECTED)....................................................................................................................................................ON
BE AWARE THAT, CONTRARY TO AN AUTO START ON GROUND, THE CREW MUST TAKE APPROPRIATE ACTION IN CASE OF
AN ABNORMAL START.
ENGINE LIGHT UP SHOULD BE ACHIEVED WITHIN 30 S AFTER FUEL FLOW INCREASES.
WHEN IDLE IS REACHED:
ENG MODE SEL.................................................................................................................................................................NORM
TCAS MODE SEL...............................................................................................................................................................CHECK TA/RA
CHECK THAT THE SELECTOR IS AT TA/RA SINCE, IF THE ENG SHUT DOWN PROCEDURE HAS BEEN APPLIED, THE TCAS MODE
SELECTOR MAY HAVE BEEN SET AT THE TA POSITION.
AFFECTED SYS.......................................................................................................................................................................RESTORE
RESTORE AFFECTED SYSTEMS, AND SET THE X BLEED SELECTOR TO AUTO.
IF NO RELIGHT:
ENG MASTER (AFFECTED).....................................................................................................................................................OFF
WAIT 30 S BEFORE ATTEMPTING A NEW START (TO DRAIN THE ENGINE).

Page 53 of 70
 AIRBUS A320 - SIM CHK

ENG FAILURE IN FLIGHT

THERE ARE THREE STRATEGIES AVAILABLE FOR DEALING WITH AN ENGINE FAILURE IN THE CRUISE:
• THE STANDARD STRATEGY: UNLESS A SPECIFIC PROCEDURE HAS BEEN ESTABLISHED BEFORE DISPATCH (CONSIDERING
ETOPS ORMOUNTAINOUS AREAS), THE STANDARD STRATEGY IS USED.
• THE OBSTACLE STRATEGY
• THE FIXED SPEED STRATEGY: THE FIXED SPEED STRATEGY REFERS TO ETOPS.
PROCEDURE: AS SOON AS THE ENGINE FAILURE IS RECOGNIZED, THE PF WILL SIMULTANEOUSLY:
• SET ALL THRUST LEVERS TO MCT
• DISCONNECT A/THR
THEN, PF WILL
• SELECT THE SPEED ACCORDING TO THE STRATEGY
• IF APPROPRIATE, SELECT A HDG TO KEEP CLEAR OF THE AIRWAY, PREFERABLY HEADING TOWARDS ANALTERNATE.
• SELECT THE APPROPRIATE ENGINE INOPERATIVE ALTITUDE IN THE FCU ALT WINDOW AND PULL FOR OPENDES. THEN, PF
WILL
• REQUIRE THE ECAM ACTIONS
AT HIGH FLIGHT LEVELS CLOSE TO LIMITING WEIGHTS, CREW ACTIONS SHOULD NOT BE DELAYED, AS SPEED WILLDECAY
QUICKLY REQUIRING PROMPT CREW RESPONSE. THE CREW WILL AVOID DECELERATING BELOW GREEN DOT.
THE A/THR IS DISCONNECTED TO AVOID ANY ENGINE THRUST REDUCTION WHEN SELECTING SPEED ACCORDINGTO
STRATEGY OR WHEN PULLING FOR OPEN DES TO INITIATE THE DESCENT. WITH THE A/THR DISCONNECTED,THE TARGET
SPEED IS CONTROLLED BY THE ELEVATOR WHEN IN OPEN DES.
CARRYING OUT THE ECAM ACTIONS SHOULD NOT BE HURRIED, AS IT IS IMPORTANT TO COMPLETE THE DRILLCORRECTLY.
GENERALLY, THERE WILL BE SUFFICIENT TIME TO CROSS CHECK ALL ACTIONS.
STANDARD STRATEGY
SET SPEED TARGET M 0.78/300 KT. THE SPEED OF 0.78/300 KT IS CHOSEN TO ENSURE THE AIRCRAFT IS WITHINTHE STABI-
LISED WINDMILL ENGINE RELIGHT IN-FLIGHT ENVELOPE.THE REC MAX EO CRUISE ALTITUDE, WHICH EQUATES TO LRC WITH
ANTI-ICING OFF, IS DISPLAYED ON THEMCDU PROG PAGE AND SHOULD BE SET ON THE FCU. (ONE EO GROSS CEILING AT
LONG-RANGESPEED IS ALSO AVAILABLE IN THE QRH IN CASE OF DOUBLE FM FAILURE).
IF V/S BECOMES LESS THAN 500 FT/MIN, SELECT V/S -500 FT/MIN AND A/THR ON. THIS IS LIKELY TO OCCUR ASLEVEL OFF
ALTITUDE IS APPROACHED.
ONCE ESTABLISHED AT LEVEL OFF ALTITUDE, LONG-RANGE CRUISE PERFORMANCE WITH ONE ENGINE OUT MAY BEEX-
TRACTED FROM QRH OR REFER TO FCOM/PER-OEI-GEN-10 PROCEDURE.
OBSTACLE STRATEGY
TO MAINTAIN THE HIGHEST POSSIBLE LEVEL DUE TO TERRAIN, THE DRIFT DOWN PROCEDURE MUST BE ADOPTED.THE
SPEED TARGET IN THIS CASE IS GREEN DOT. THE PROCEDURE IS SIMILAR TO THE STANDARD STRATEGY, BUT ASTHE
SPEED TARGET IS NOW GREEN DOT, THE RATE AND ANGLE OF DESCENT WILL BE LOWER.THE MCDU PERF CRZ PAGE IN EO
CONDITION WILL DISPLAY THE DRIFT DOWN CEILING, ASSUMING GREENDOT SPEED AND SHOULD BE SET ON FCU. (ONE
ENGINE OUT GROSS CEILING AT GREEN DOT SPEED IS ALSOAVAILABLE IN THE QRH AND FCOM).
IF, HAVING REACHED THE DRIFT DOWN CEILING ALTITUDE, OBSTACLE PROBLEMS REMAIN, THE DRIFT DOWNPROCEDURE
MUST BE MAINTAINED SO AS TO FLY AN ASCENDING CRUISE PROFILE.WHEN CLEAR OF OBSTACLES, SET LRC CEILING ON
FCU, RETURN TO LRC SPEED AND ENGAGE A/THR.

ENGINE FAILURE: MASHA

-FLY THE A/C, INTENTION TO LAND ASAP
-THRUST LEVERS……………………….MCT -ATC ……………………………………………….NOTIFY
-AUTOTHRUST……………………………OFF “PAN-PAN, PAN-PAN, PAN-PAN, IFLY 201, ONE ENGINE
-SPEED…………………STD STRAT 0.78/300KT:SET AND PULL FAILURE, TURNING LEFT ONTO ….HEADING, DESCEND-
OBS STRAT GREEN DOT; SET AND PULL ING TO FL…… ”
-HEADING………SET AND PULL -MONITOR SPEED AND ALTITUDE SET
-ALTITUDE……STD STRAT EO LRC ALT PROG Pg:SET AND PULL -CHECK NEAREST SUITABLE AIRPORTS TO ADVISE ON
OBS STRAT DRIFT DN C ALT PERF Pg; SET AND PULL DIRECTION OF TURN
(once clear of obs:EO LRC alt,(progpg)& EOLRC crzsp( QRH): SET&PULL -ECAM ACTIONS…………………………PERFORM
-ECAM ACTIONS…………….ORDER
-ONCE ROD<500‟/min……….STOP ECAM
SET V/S -500‟/min AND PULL
AUTOTHRUST ON
CONTINUE ECAM
-ASSESS DAMAGE; CONSIDER RELIGHT
-BELOW 25000‟…….CONSIDER APU START
-REACHING LRC…..SPEED MANAGED
-FORDEC
-DISTANCE AND FUEL CALCULATIONS TO LANDING

Page 54 of 70
 AIRBUS A320 - SIM CHK

ENGINE-OUT LANDING AUTOLAND IS AVAILABLE WITH ONE ENGINE INOPERATIVE, AND MAXIMUM USE OF THE AP SHOULD
BE MADE TOMINIMISE CREW WORKLOAD. IF REQUIRED, A MANUAL APPROACH AND LANDING WITH ONE ENGINE INOPERA-
TIVE ISCONVENTIONAL. THE PILOT SHOULD TRIM TO KEEP THE SLIP INDICATION CENTERED. IT REMAINS YELLOW AS LONG
ASTHE THRUST ON THE REMAINING ENGINE(S) IS BELOW A CERTAIN VALUE.WITH FLAP SELECTED AND ABOVE THIS THRE-
SHOLD VALUE, THE INDICATOR BECOMES THE BLUE BETA TARGET. THIS ISA VISUAL CUE THAT THE AIRCRAFT IS AP-
PROACHING ITS MAXIMUM THRUST CAPABILITY.DO NOT SELECT THE GEAR DOWN TOO EARLY, AS LARGE AMOUNTS OF
POWER WILL BE REQUIRED TO MAINTAIN LEVEL
FLIGHT AT HIGH WEIGHTS AND/OR HIGH ALTITUDE AIRPORTS.TO MAKE THE LANDING RUN EASIER, THE RUDDER TRIM CAN
BE RESET TO ZERO IN THE LATER STAGES OF THEAPPROACH. ON PRESSING THE RUDDER TRIM RESET BUTTON, THE TRIM
IS REMOVED AND THE PILOT SHOULDANTICIPATE THE INCREASED RUDDER FORCE REQUIRED. WITH RUDDER TRIM AT ZE-
RO, THE NEUTRAL RUDDER PEDALPOSITION CORRESPONDS TO ZERO RUDDER AND ZERO NOSE WHEEL DEFLECTION.

ONE ENGINE INOPERATIVE GO-AROUND A ONE ENGINE INOPERATIVE GO-AROUND IS SIMILAR TO A GO-AROUND FLOWN
WITH ALL ENGINES. ON THE APPLICATION OF TOGA, THE FLIGHT CREW MUST APPLY RUDDER PROMPTLY TO COMPENSATE
FOR THE INCREASE IN THRUST AND CONSEQUENTLY TO KEEP THE BETA TARGET CENTERED. PROVIDED THE FLAP LEVER
IS SELECTED TO FLAP 1 OR GREATER, SRS WILL ENGAGE AND WILL BE FOLLOWED. IF SRS IS NOT AVAILABLE, THE INITIAL
TARGET PITCH ATTITUDE WILL BE 12.5 °.THE LATERAL FD MODE WILL BE GA TRK (OR NAV IF OPTION INSTALLED) AND THIS
MUST BE CONSIDERED WITH RESPECT TO TERRAIN CLEARANCE. AT THE ENGINE-OUT ACCELERATION ALTITUDE, APPLY
THE SAME TECHNIQUE AS DESCRIBED EARLIER. REFER TOAO-020 ENGINE FAILURE AFTER V1.

Page 55 of 70
 AIRBUS A320 - SIM CHK
ENGINE FIRE

IN FLIGHT: LAND ASAP

THR LEVER (AFFECTED)...................................................................................................................................................IDLE
ENG MASTER (AFFECTED)...............................................................................................................................................OFF
ENG FIRE P/B (AFFECTED)...............................................................................................................................................PUSH
ENG FIRE PB REMAINS ON, AS LONG AS A FIRE IS DETECTED.
FADEC IS NO LONGER SUPPLIED. SO, THE THR LEVER ... IDLE LINE REAPPEARS, EVEN IF THE THRUST LEVER IS
AT IDLE.
AGENT 1 AFTER 10 S.........................................................................................................................................................DISCH
THE 10 S DELAY ALLOWS N1 TO DECREASE, REDUCING NACELLE VENTILATION, AND THEREBY INCREASING THEEFFECT OF
THE AGENT.
ATC.......................................................................................................................................................................................NOTIFY
IF FIRE AFTER 30 S:
AGENT 2...............................................................................................................................................................................DISCH
ASSOCIATED PROCEDURES
ENG 1(2) SHUTDOWN
DO NOT ATTEMPT TO RESTART THE ENGINE.
FOR THE ENG SHUTDOWN PROCEDURE, SEE THE ENG SECTION. (REFER TO PRO-ABN-70 ENG 1(2)
SHUT DOWN).

ON GROUND
THR LEVERS...............................................................................................................................IDLE
WHEN A/C IS STOPPED:
PARKING BRK.............................................................................................................................ON
ATC (VHF 1).................................................................................................................................NOTIFY
CABIN CREW (PA).......................................................................................................................ALERT
ENG MASTER (AFFECTED)........................................................................................................OFF
ENG FIRE P/B (AFFECTED)........................................................................................................PUSH
ENG FIRE PUSHBUTTON REMAINS ON, AS LONG AS FIRE IS DETECTED.
FADEC IS NO LONGER SUPPLIED.
AGENT 1+2...................................................................................................................................DISCH
EMER EVAC PROC......................................................................................................................APPLY

FIRE: ON T/O LEG:

: SAFELY GET AIRBORNE, GEAR UP, AP ON
: APPROACHING 400‟ “I HAVE CONTROL AND COMMUNICATION”
: 400‟: ECAM ACTIONS
: WHEN YOU GET THE “AFFECTED” ENG THR LEVER TO IDLE, SET THE OTHER LEVER
TO MCT
: MONITOR ENG MASTR OFF AND FIRE PB OPRN: BE SURE OF CORRECT ENG
: BETWEEN SQUIB 1 AND TWO, MADAY CALL: “MAYDAYX3, IFLY 001, ENG FIRE, MAIN-
TAINING T/O HDG, CLIMBING TO MSA/1500‟ (IF FOR VISUAL CIRCUIT: DEPENDING ON
VISIBILITY AND CLD BASE)”
: PULL HDG (DON‟T CHANGE TO R/W HDG: MAINT THE OFFSET ACHVD SO FAR)
: SET MSA/CCT ALT ON FCU
: AFTER FIRING SQUIB 2, CHK FIRE ON OR OFF
 IF FIRE OFF PM ANNOUNCES:”FIRE OFF, ENG SECURE”
 IF FIRE STILL ON: “PRELIMINARY ACTIONS COMPLETE, FIRE STILL ON”
: PF : STOP ECAM
: AT ENG OUT ACCLN ALT: PUSH TO LEVEL OUT, CLEAN UP THE A/C. IF
PLANNING A VISUAL CCT, MAINT CONFIG 1 AND ACTIVATE APPR PHASE
*IF PLANNING A VISUAL CCT:
- SET D/W HDG, TURN D/W, R/T CALL: “IFLY 001 TURNG D/W FOR A VISUAL CCT”
- ASK PM TO SET THE MCDU FOR A VISUAL CCT
- LESS THAN 900 TO D/W HDG, SEQUENCE THE FLIGHT PLAN
: PF : CONTINUE ECAM
: SIMULTANEOUSLY CONTINUE D/W ACTIONS:
o ROLL OUT D/W
o AP OFF, FDs OFF, BIRD ON, SET D/W TRACK, SPEED MA-
NAGED
Page 56 of 70
 AIRBUS A320 - SIM CHK

o ROSE NAV, RANGE 10NM

: ON PA “ATTENTION CREW, AT STATIONS”
: CARRY OUT A NORMAL VISUAL CIRCUIT
: KEEP β TGT CENTERED; DO NOT TRIM IN TURNS
: ASK FOR “POSITIVE LDG CLEARANCE”; NO GO AROUND FOR SMALL
MATTERS
: ON SHORT FINALS (50‟ AND BELOW): RUDDER TRIM NEUTRAL
: LAND; USE MAX MAN BRAKES TO STOP AS SOON AS POSSIBLE
: AS SPD COMES TO TAXI SPEED, TURN INTO WINDS: USE TILLER
: STOP; DECIDE ON EVAC: TAKE HELP OF ATC/FIRE CHIEF FOR DECI-
SION MAKING
*IF VISUAL CCT NOT POSSIBLE DUE WEATHER CONDITIONS, PLAN AN INSTRUMENT APPR
: PF : CLB TO MSA, ASK RADAR VECTORS FOR APPR
: ASK PM TO COMPLETE THE ECAM ACTIONS
: SET MCDU FOR THE INST APPR
: QUICK BRIEF OF APPR AND POST LANDING PLAN
: EXECUTE THE APPR; ASK FOR “POSITIVE LDG CLEARANCE”
: KEEP β TGT CENTERED; DO NOT TRIM IN TURNS
: ON SHORT FINALS: 50‟: RUDDER TRIM NEUTRAL
: LAND: DECIDE ON EVACUATION

***INTENTION IS TO LASD ASAP BUT WITHOUT ANY SHORT CUTS

FIRE ON APPROACH/INTERCEPT LEG:

ON INTERCEPT LEG:
- PF: “I HAVE CONTROL COMMUNICATIO; ECAM ACTIONS”
 MAYDAY CALL “IFLY 001, ENGINE FIRE LANDING OFF THIS APPR”
 COMPLETE AS MUCH OF ECAM AS POSSIBLE
 CONTINUE TO CONFIGURE: HAS PRIORITY OVER ECAM
 IN A COOL COMPOSED MANNER, IMPROVISE WITH GOOD CRM TO LAND OFF THIS APPR
 PLAN TO USE MANUAL BRAKES TO STOP ASAP
 CHK WIND DIRECTION TO DECIDE ON DIRECTION OF TURN
 PLAN STOPPING POINT, IF POSSIBLE, TO FASCILITATE FIRE FIGHTING VEHICLE ACCESS
 DISCUSS EVACUATION
ON APPROACH AND INTO FINAL DESCENT:
- JUST GIVE A “MAYDAY CALL” AND CONCENTRATE ON MAKING THIS A GOOD APPR AND
LDG: NO ECAM AT THIS LATE STAGE AS ONE MAY TAKE WRONG ACTIONS IN A PANIC
- LAND; USE MANUAL BRAKINGTO STOP AT THE EARLIEST
- STOP; ECAM ACTIONS/EVACUATION C/L
-
*IN ALL REJECTS/LDG WITH FIRE, TURN INTO WINDS AS SPD APPR SLOW TAXING SPD
*USE THE FIRE CHIEFS INPUTS TO ANALYSE THE EXTENT OF DAMAGE/FIRE AND DECISION
TO EVACUATE. HE IS AVAILABLE ON THE TOWER FREQUENCY.

ENGINE FIRE IN FLIGHT:

- THR LEVER OF AFFECTED ENG : IDLE; OTHER ENG IMMEDIATELY TO MCT
- ENG MASTER OF AFFECTED ENG : OFF
- ENG FIRE Pb OF AFFECTED ENG : PUSH
- AGENT 1 : DISCHARGE AFTER 10”
- MAYDAY CALL WITH INTENTIONS
Page 57 of 70
 AIRBUS A320 - SIM CHK

- IF FIRE STILL ON (ENG FIRE Pb LT REMAINS ON) : AGENT 2 DISCHARGE AFTER 30”
- DO NOT ATTEMPT TO RESTART THE ENGINE

*SECONDARY FAILURES:
: HYDRAULIC
: ELEC
: AIR BLEED
* IF AVAILABLE, APU MAY BE STARTED AND APU GEN MAY BE USED
* IF ENG 1 FIRE Pb IS PUSHED, APU BLEED MUST NOT BE USED
IF ENG 2 FIRE Pb IS PUSHED, APU BLEED MAY BE USED IF X-BLEED IS SHUT

- ENGINE SHUT DOWN PROCEDURE: FCOM (JUST FOR AWARENESS)

- X-BLEED : SHUT
- WING ANTI ICING : OFF
- AVOID ICING CONDITIONS
- IF SEVERE ICE ACCREATION:
= MIN SP: VLS+10 Kt OR „GREEN DOT SPEED‟
= MANO WITH CARE
= LDG DIST PROC APPLY
- APPROACH: STABILISED APPROACH; CAT 3 SINGLE ONLY
- LOWER FULL FLAPS ONLY AFTER FINAL DESCENT STARTS

Page 58 of 70
 AIRBUS A320 - SIM CHK
ENG TAILPIPE FIRE

EXTERNAL FIRE AGENTS CAN CAUSE SEVERE CORROSIVE DAMAGE ANDSHOULD, THEREFORE, ONLY BE CONSIDERED AF-
TER HAVING APPLIED FOLLOWING PROC:
MAN START.................................................................................................................................OFF
AIR BLEED PRESS......................................................................................................................ESTABLISH
BEACON.......................................................................................................................................ON
ENG MODE SEL...........................................................................................................................CRANK
MAN START..................................................................................................................................ON
WHEN BURNING HAS STOPPED :
MAN START..................................................................................................................................OFF
ENG MODE SEL...........................................................................................................................NORM

Page 59 of 70
 AIRBUS A320 - SIM CHK

SMOKE PROCEDURE
- MAYDAY, LAND ASAP RED
- GET ONTO MASKS ESTABLISH COCKPIT COMMUNICATION: MASK ON, HEADSETS ON
- ASK FOR THE QRH PROCEDURE AND GIVE MAYDAY CALL
- IF IN A CLIMB: ASSESS POSITION AND IF IN A SAFE AREA, LEVEL OUT
- TURN FOR DIVERSION/RETURN
- IF SAFE, COMMENCE DESCENT TO 10,000‟WHILE PROCEEDING TOWARDS DIVER-
SION
- CONTINUE ACTIONS FOR SMOKE BUT DON‟T FORGET RECOVERY/DIVERSION
- AFTER STARTING THE QRH PROCEDURE, REMEMBER THAT SMOKE REMOVAL IS A
VERY IMPORTANT ASPECT AND SO BEFORE STARTING THE ISOLATION OF THE
FAULTY SYSTEM, YOU COULD CONSIDER STARTING THE REMOVAL PROCEDURE, IF
SMOKE IS INCREASING, AND THEN COME BACK TO THE ISOLATION PROCEDURE
- SMOKE FROM:
 LOUVERS = AIRCONDITIONING SMOKE
 FLOOR = AVIONICS
- AFTER EACH PACK OFF, GIVE IT SOMETIME, 2-5 MINUTES (NO ONE HAS AN EXACT
FIGURE!!!), TO LET THE SMOKE FLOW OUT OF THE PIPELINES SO THAT YOU ARE
ABLE TO CORRECTLY ISOLATE IT. (I THINK 2 MINUTES IS A GOOD ENOUGH TIME!!!)
- LANDING ELEVATION 10,000‟, IS REQUIRED TO GET THE DIFFERENTIAL PRESSURE
TO <1PSI FOR OPENING OF THE RAM AIR
- IN EMER ELEC CONFIG, DO NOT FORGET TO RESET GEN1 LINE AND GEN2, 3 MI-
NUTES/2000‟ AAL, BEFORE LANDING; WITH THIS YOU LAND WITH ALL SYSTEMS BACK

Page 60 of 70
 AIRBUS A320 - SIM CHK

DUAL HYDRAULIC FAILURE: GENERAL POINTS

- LEARN BY HEART THE DUAL HYD FAILURE TABLE IN FCTM
- RED LAND ASAP=> MAYDAY CALL; LAND ASAP BUT ECAM SHOULD BE COMPLETE
- IN ALTERNATE LAW, SO HANDLE WITH CARE
- APs NOT AVAILABLE, BUT FDs AND A/THR ARE AVAILABLE, SO FLYING IS SIMPLE JUST
THAT CONTROLS MAY BE SLOW/SLUGGISH.
- STATUS AND SUMMARY SHOULD BE METICULOUSLY USED FOR PLANNING, PREPARA-
TION AND EXECUTION OF APPR.
- CONFIGURING IS THE TRICKY PART AS SELECTED SPEEDS WILL HAVE TO BE USED, SO
ASK FOR AND INSIST ON LONG VECTORS.
- FLY AN EARLY STABILISED APPROACH.
- GEAR WILL NEED TO BE LOWERED BY GRAVITY GEAR; DURING THE MCDU PREPARA-
TION, TAKE THE GRAVITY GEAR LEVER OUT OF ITS SLOT.
- REMEMBER IN GO AROUND, GEARS WILL REMAIN EXTENDED AND GEAR DOORS TOO
WILL REMAIN OPEN THROUGHOUT, AFTER GEAR EXTENSION.
- TAIL STRIKE CHANCES ARE HIGHER DUE USE OF FLAP 3 AND ALSO BECAUSE OF
SLUGGISH CONTROLS.
- BRAKING AND STEERING CONSIDERATIONS: IF STEERING IS NOT AVAILABLE, CLEAR-
ING OFF THE RUNWAY MAY NOT BE POSSIBLE AND A TOW AWAY WILL BE REQUIRED,
SO INFORM ATC IN ADVANCE.
- AIRCRAF CONFIGURATION AND SPEEDS NEED TO BEREAD PROPERLY IN THE SUM-
MARY AND HIGHLIGHTED FOR GO AROUND; FOR CIRCUIT DO NOT CHANGE CONFIGU-
RATION
- ANY OVERHEAT SITUATION SHOULD BE RECHECKED BEFORE LANDING, AND IF OVER-
HEAT SITUATION IS OVER, RESTORE THE HYDRAULIC BEFORE LANDING SO AS TO
LAND WITH NORMAL LAW

Page 61 of 70
AIRBUS A320 - SIM CHK

Page 62 of 70
AIRBUS A320 - SIM CHK

Page 63 of 70
 AIRBUS A320 - SIM CHK

GREEN+BLUE FAILURE:
- SPEEDS SELECTED: GREEN DOT/210 Kt – FLAP 1
- SELECT SPEED 200Kt; STABILISE AT 200Kt IN STRAIGHT AND LEVEL
- SPEED AND THRUST STABILISED AT 200Kt, A/THR OFF
- SPEED 200 Kt, GEAR DOWN
- SELECT SPEED VFE NEXT -5Kt; IN THIS CASE 195 Kt
- SELECT FLAP 2: DISREGARD STALL WARNING AT THIS STAGE
- WHILE FLAP IS IN TRANSIT TO FLAP 2, SELECT SPEED VFE NEXT -5Kt i.e. 180 Kt IN THIS
CASE
- SELECT FLAP 3
- SELECT V APPR (IN THIS CASE V APPR= V REF + 25 Kt)
*VREF IS EQUAL TO VLS CONFIG FULL IN THE APPR PERF PAGE. TO THIS VLS ADD 25 Kt
WITH CONFIG FULL AND INSERT AS VAPPR AND NOW ON PERF PAGE, SELECT CONFIG
3 FOR LDG
- CONTINUE WITH APPR; TRIM THS FOR BETTER HANDLING: REMEMBER THE LAG
- BE AWARE OF TAIL STRIKE RISK

DUAL HYDRAULIC FAILURE (CONTD):

GREEN+YELLOW FAILURE
- SPEEDS SELECTED: VFE NEXT -5Kt
- SELECT 1,2 AND 3 BEFORE LANDING GEARS
- AFTER FLAP 3, STABILISE AT V APPR
- SELECT GEAR BY GRAVITY
- NO THS AVAILABLE, ONLY ELEVATORS AVAILABLE FOR PITCH CONTROL SO CONTROLS
WILL BE SLUGGISH
- SINCE CONTROLS ARE SLUGGISH, COMPROMISE BETWEEN A TOUCH DOWN WITH
HIGHER ROD AND A HIGH NOSE UP ATTITUDE RISKING A TAIL STRIKE; A FIRM TOUCH-
DOWN IS MORE DESIRABLE
- NO REVERSERS ARE AVAILABLE, SO DO NOT SELECT REVERSERS BY MISTAKE, BE-
CAUSE THEN, IDLE THRUST WILL GO UP AND WILL CREATE ADDITIONAL PROBLEMS IN
BRAKING

Page 64 of 70
 AIRBUS A320 - SIM CHK

DUAL FMGC FAILURE:

- IF FMGC 1 FAILS : AP1 AND FD 1 WILL GO OFF
: CONSIDER ENGAGING AP2
: PLAN A MANUAL RESET
: NAVIGATE USING DATA FROM FMGC 2-SET SAME MODE AND RANGE ON BOTH SIDES
- IF BOTH FMGC FAIL:
o INDICATIONS : AP, FD AND A/THR DISCONNECT
: NDs DISPLAY “MAP NOT AVAILABLE”
o IMMEDIATE ACTIONS:
: CONTROL THE A/C, READ AND UNDERSTAND THE FMA
: TRY TO RECOVER BOTH AP AND A/THR BY SELECTING THEM ON (BOTH CAN BE RE-
COVERED IF THE FG PART OF FMGS IS AVAILABLE)
: IF NOT RECOVERED, MOVE THR LEVERS TO RECOVER FROM “THRUST LOCK” (READ
N1, THEN MOVE THE THR LEVER [O] TO MATCH THE CURRENT N1 NEEDLE INDICATION
AND NOW DISCONNECT USING INSTINCTIVE DISCONNECT BUTTON ON THR LEVER);
NOW MANIPULATE THR MANUALLY TO SET THE DESIRED SPEED: USE TREND ARROW
JUDICIOUSLY. THERE IS NO RUSH TO MOVE THR LEVER IF IN A CLIMB AS THR AND
LEVER ARE MATCHING AT CLB DETENT
: READ FMA, REMOVE “REDs”: FDs OFF
: SELECT BIRD ON TO ALLOW BLUE TRACK INDEX AND THE BIRD TO BE DISPLAYED
: FLY THE DESIRED TRACK AT THE CORRECT HEIGHT AND SPEED; INFORM RADAR IF
UNABLE TO FOLLOW DEPARTURE INSTRUCTIONS
o SUBSEQUENT ACTIONS:
: FLY RAW DATA; USE FCU TO SET TGT SPEED AND TRACK
: TUNE NECESSARY NAV AIDS VIA RMP
: TRY MANUAL RESET OF CBs: ONE AT A TIME; PULL CB OF AFFECTED FMGC ABD RESET
AFTER 5”
: IF RESET UNSUCCESSFUL, USE “BACKUP NAV” DEGRADED MODE ON BOTH MCDU
MENU PAGES; IT RECOVERS THE NAV FUNCTION THROUGH MCDU AND ADIRs
 THE “BACKUP NAV” PROVIDES:
: B/UP FLT PLAN WITH AUTO SEQUENCING
: B/UP FLT PLAN FOR “DIR TO”
: B/UP PROGRESS PAGE
: B/UP „ON SIDE‟ IRS OR IRS 3
: B/UP GPS
: FLT PLAN DISPLAY ON ND
: NO AP/FD NAV MODE

Page 65 of 70
 AIRBUS A320 - SIM CHK

- DUAL RADIO ALTIMETER FAILURE: INFORMATION

o INOPERATIVE SYSTEMS : RA 1 AND 2
: AUTO CALL OUTS
: GPWS
: CAT 2, WHEN GEAR DOWN
: REACTIVE WINDSHEAR SYSTEM
o WHEN GEAR DOWN, “DIRECT LAW” ACTIVATES (ROLL AND PITCH)
o ILS CANNOT BE ARMED (“APPR” Pb ON FCU NOT AVAILABLE)
o LOC MODE IS AVAIL VIA THE FCU „LOC‟ Pb, BUT AP/FD MUST BE MONITORED
- ON FAILURE DETECTION : FLY THE A/C
: CONSIDER USE OF AUTOMATION: AP AND FDs ARE AVAILABLE SO DEPENDING
ON THE PHASE OF FLIGHT IT CAN BE USED TILL FINALS WITH GREATER MONITORING
: NAVIGATE NORMALLY
: COMMUNICATE NORMALLY
: ECAM ACTIONS
- APPR PREPARATION
: ILS APPR
: CAT 1 ONLY
: ILS APPR MODE CANNOT BE ENGAGED i.e. APPR CANNOT BE A FULLY MANAGED
APPR; IT CAN BE A LOC ONLY APPR OR A RAW DATA ILS APPR (WHENEVER THIS
FAILURE IS GIVEN IN SIM, THE INTENTION IS TO MAKE YOU DO A RAW DATA ILS
APPR; JUST REMEMBER THAT IT IS NOT MANDATORY TO DO A RAW DATA IN
DUAL RA FAILURE)
: APPR IN CONFIG 3
: APPR SPEED= V REF + 10
- APPROACH
: LOC ARMED OR RAW DATA ILS APPR
: USE TRACK FPA (BIRD)
: LOWER FLAP 3 BEFORE GEAR: GEAR NOT DOWN WARNING IS TRIGGERED
: WHEN GEAR DOWN, AP DISCONNECTS (SO AP SHOULD BE DISCONNECTED
WHEN FLAP 3 IS SELECTED), DIRECT LAW
: IF LOC WAS ENGAGED, FDs OFF AND CONT WITH BIRDND
: NO AUTO CALL OUTS ON FINALS AND FLARE SO PM SHOULD HAVE CALCULATED
AND NOTED THE ALTITUDE FOR CALL OUTS AND CALL THEM AT THE APPROPRI-
ATE ALTITUDES ON THE PRESSURE ALTITUDE

WITH GEAR UP WITH GEAR DOWN

- NO AUTO CALL OUTS - DIRECT LAW BECOMES ACTIVE
- G/S MODE AND SO APPR MODE CANNOT BE EN- - DISCONNECT AP BEFORE LOWERING GEAR
GAGED - AP DISCONNECTION AND USE MANUAL PITCH TRIM
- LOC MODE IS AVAILABLE, BUT AP/FD MUST BE MO- IS DISPLAYED ON PFD
NITORED - ILS CAT 2 IS N/A, ONLY ILS CAT 1
- G/S SIGNAL IS PROPERLY RECEIVED i.e. VERTICAL
GUIDANCE IS AVAILABLE INOP SYSTEMS
INOP SYSTEMS - RA 1 AND 2
- RA 1 AND 2 - AUTO CALL OUTS
- AUTO CALL OUTS - GPWS
- GPWS - F/CTL PROTECTION
- AP 1+2
- CAT 2

Page 66 of 70
 AIRBUS A320 - SIM CHK

DUAL FCU FAILURE:

INDICATIONS:
- APs, FDs AND A/THR ARE LOST
- FCU DISPLAY WINDOWS ARE BLANK
- FCU CONTROLS ARE LOST
- BOTH EFIS CONTROL PANELS ARE LOST
- PFD:
 ALL TGTS: SPEED, HDG, ALT ARE LOST
 RED FLAGS ARE DISPLAYED
 ALTITUDE ALERT IS LOST
 MACH INDICATION IS LOST
 FMA IS LOST (EXCEPT IN LAND AND GA MODE)
 BARO REVERTS TO STD
 ILD DEVIATION SCALES ARE DISPLAYED
 FPV (BIRD) IS DISPLAYED
- ND:
 ROSE NAV WITH MAP AT 80 NM RANGE IS DISPLAYED
 VOR1, DME1 AND ADF2 POINTERS ARE AUTO DISPLAYED
 WEATHER RADAR DISPLAY IS LOST (IF DISPLAYED, IS FALSE)
OPERATIONAL PROCEDURE:
- PERFORM RAW DATA FLIGHT
- ECAM CYCLE INCLUDING THE COMPUTER RESET
- REFER TO FCOM PROCEDURE (MANDATORY)
- USE STANDBY ALTIMETER TO SET ACTUAL BARO SETTING
- CAN USE THE PFD ALTIMETER WITH THE QNH-STD DIFFERENCE ALTITUDE
- DO NOT INSERT MDA/MDH ON MCDU PERF PAGE AS IT IS REFRENCED TO STD SETTING

Page 67 of 70
 AIRBUS A320 - SIM CHK

CREW INCAPACITATION:
FIRST PHASE:
- ASSUME CONTROL AND RETURN TO A SAFE FLIGHT PATH
- ANNOUNCE “I HAVE CONTROLS”; USE PRIORITY Pb: KEEP PRESSED FOR 40‟
- ENGAGE AP TO REDUCE WORKLOAD
- ENSURE INCAPACITATED PILOT DOES NOT INTERFERE WITH CONTROLS
- DECLARE EMERGENCY: MAYDAY CALL
- INVOLVE CABIN CREW;PA CALL “ATTENTION, LEAD TO COCKPIT PLEASE”
- LAND ASAP
- REQUEST FOR MEDICAL ASSISTANCE
SECOND PHASE:
- PREPARE THE APPR AND READ THE C/L EARLIER THAN USUAL
- REQUEST RADAR VECTORS AND PREFER A LONG APPR TO REDUCE WORKLOAD
- PERFORM THE LANDING FROM THE FIT PILOT USUAL SEAT
ADDITIONAL POINTS:
- THE CABIN ATTENDANT MUST:
o TIGHTEN AND MANUALLY LOCK THE SHLDR HARNESS OF INCAP PILOT
o PUSH THE SEAT COMPLETELY AFT
o RECLINE THE SEAT BACK
- IT TAKES TWO PEOPLE TO REMOVE THE DEAD WEIGHT OF AN UNCONCIOUS BODY-
FROM THE SEAT WITHOUT ENDANGERING ANY CONTROLS AND SWITCHES
- IF IT IS NOT POSSIBLE TO REMOVE THE BODY, ONE CABIN ATTENDANT MUST REMAIN
IN THE COCKPIT TO TAKE CARE OF AND OBSERVE THE INCAP CREW
- IN COORDINATION WITH THE LEAD:
o REQUEST ASSISTANCE OF A MEDICALLY QUALIFIED PERSON
o CHECK IF A TYPE QUALIFIED COMPANY PILOT IS ON BOARD TO REPLACE THE INCAP
CREW MEMBER
INCAPACITATION ON T/O ROLL:
- CALL TWO SPEEDS, NO RESPONSE TAKE OVER CTRLS: PRESS PRIORITY Pb FOR 40‟
- AT VR ROTATE TO GET AIRBORNE
- SAFE HEIGHT, AP ON
- POSITIVE CLIMB, GEAR UP
- MAYDAY CALL; REQUEST RADAR VECTORS FOR ILS APPROACH
- CLEAN UP THE A/C
- COMPLETE THE AFTER T/O CLIMB C/L TO THE LINE
- LEAD TO COCKPIT; BRIEF HER
- ACTIVATE SECONDARY; CHECK FOR CORRECTNESS
- DO A SELF BRIEF, ACTIVATE APPROACH
- DO THE 10,000‟ AND APPROACH C/L
- FOLLOW ILS PROCEDURE AND CARRY OUT AN AUTOLAND OR LAND MANUALLY
- ASK FOR MEDICAL ASSISTANCE AND AFTER LANDING CLEAR OFF AND SWITCH OFF AT
DESIGNATED BAY
- WITHOUT PANIC GET THE DOORS OPENED

Page 68 of 70
 AIRBUS A320 - SIM CHK

OVER WEIGHT LANDING:

- WEIGHT > 66T/64.5T
- A LONG STRAIGHT IN APPROACH OR A WIDE VISUAL PATTERN SHOULD BE FLOWN
- PERFORM AN EARLY STABILISED APPROACH
- VAPP SHOULD BE ESTABLISHED BY FAF AND VLS BY THRESHOLD
- SELECT THE LDG CONFIG ACCORDING TO THE” MAX WT FOR GO AROUND IN CONF 3”
TABLE IN QRH/FCOM
 IF A/C WT IS LESS THAN THE MAX WT FOR GO AROUND IN CONF 3, LDG
WILL BE PERFORMED IN CONFIG FULL AND GA IN CONF 3
 IF A/C WT IS MORE THAN THE MAX WT FOR GO AROUND IN CONF 3, LDG
WILL BE PERFORMED IN CONFIG 3 AND GA IN CONF 1+F
- CHECK LANDING DISTANCE
- PACK 1 AND 2 OFF OR SUPPLIED BY APU
- BE AWARE THAT TRANSITION FROM -30 FPA TO GA CLIMB GRADIENT RESULTS IN SOME
HEIGHT LOSS
- ***REMOVED IN NEW QRH {{WITH WT GREATER THAN MAX LDG WT, ROD SHOULD NOT
EXCEED 360‟/MIN AT TOUCHDOWN; IF ROD IS >360‟/MIN, A MAINTENANCE INSPECTION
IS REQUIRED. TOUCH DOWN WITH ROD <360‟/MIN AND VLS}}}::: BUT A GOOD POINT TO
KEEP IN MIND
- MINIMISE V/S AT TOUCHDOWN
- AT MAIN GEAR TOUCH DOWN, MAX REVERSE THRUST
- BRAKES: APPLY AS NECESSARY
- LANDING COMPLETE, BRAKE FANS ON

Page 69 of 70
 AIRBUS A320 - SIM CHK

MISCELLANEOUS POINTS:
- BEFORE SIM SESSION, CHECK THE DIFFERENCE BETWEEN QNH AND STD, FOR ALTITUDE
DIFFERENCE TO BE FLOWN IN CASE OF DUAL FCU FAILURE
- ON THE VOR IN RAD NAV PAGE, SET THE RADIAL OUT FOR THE AIRWAY TO DESTINATION:
WILL COME HANDY IN CASE RADAR IS NOT AVAILABLE IN THE INITIAL CLIMB OUT BEFORE
A DECISION IS MADE TO EITHER CONTINUE OR RETURN. FOR THIS, SELECT THE ROUTE
ON THE EFB AND AT THE DEPARTURE STATION “BLOW UP” THE ROUTE TO SEE THE RADI-
AL OT ON THE ROUTE „LINE‟
- BEFORE THE SIM SESSION, ON THE OLB, BOOK MARK THE FOLLOWING:
o COMPANY MINIMAS
o FCOM : SUPPLEMENTARY PROCEDURES (FOR START FAULTS)
: SOME FAILURES LIKE DUAL FCU, DUAL FMGC
o IGO CHARTS
o MEL
o TECH NOTICES
o ANYTIME IF BOTH BLEEDS ARE LOST, START APU: PRESSURISATION WOULD
BECOME AN ISSUE
-IN CAT ll/lll LANDING, AT <60 kts, PUT THE AUTO BRAKE OFF SO THAT YOU CAN CONTROL THE
TAXI SPEED AND CONTINUE TO ROLL BECAUSE THE CLEAR OFF POINT MAY STILL BE SOME
DISTANCE AWAY. CONTINUE TO TAXI WITH AUTO BRAKE OFF BUT AUTOPILOT ON, SO AS TO
BE ABLE TO USE THE ROLLOUT CAPABILITY OF THE AP TO MAINTAIN CENTERLINE. MAINTAIN
AP ON TILL THE TAXI TURN OFF LIGHTS.

Page 70 of 70
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW [MEM] MEMORY ITEMS
OPERATING MANUAL

[MEM] MEMORY ITEMS

Applicable to: ALL
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020871.0001001 / 17 MAR 17

BRAKES
[MEM] LOSS OF BRAKING (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020948.0001001 / 17 MAR 17

MISC
[MEM] EMER DESCENT (Refer to procedure)
[MEM] STALL RECOVERY (Refer to procedure)
[MEM] STALL WARNING AT LIFT OFF (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020949.0001001 / 01 JUN 17

NAV
[MEM] UNRELIABLE SPEED INDICATION (Refer to procedure)
Ident.: PRO-ABN-ABN-MEM-ABN-MEM-00020950.0001001 / 03 DEC 19

SURV
[MEM] GPWS/EGPWS CAUTIONS (Refer to procedure)
[MEM] GPWS/EGPWS WARNINGS (Refer to procedure)
[MEM] TCAS WARNINGS (Refer to procedure)
[MEM] WINDSHEAR WARNING - REACTIVE WINDSHEAR (Refer to procedure)

IGO A318/A319/A320/A321 FLEET PRO-ABN-ABN-MEM P 1/2

FCOM A 18 NOV 20
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW BRAKES
OPERATING MANUAL

[MEM] LOSS OF BRAKING

Ident.: PRO-ABN-BRAKES-00011315.0002001 / 05 JUN 18
1 Applicable to: MSN 02443-10876

 If no braking: "LOSS OF BRAKING"

REV....................................................................................................................................... MAX
L2 If needed, the flight crew may keep maximum reverse thrust until full aircraft stop.
L1 BRAKE PEDALS..........................................................................................................RELEASE
L2 When the flight crew sets the A/SKID & N/W STRG sw to OFF, the control of the braking
system is transferred from the BSCU to the ABCU, and the alternate braking mode is activated.
Consequently the PF should release the brake pedals before the PM selects the A/SKID off.
This action avoids brutal braking application.
For information on the alternate braking mode, Refer to DSC-32-30-10 Braking Modes -
Alternate Braking without Anti-Skid.
L1 A/SKID OFF.....................................................................................................................ORDER
L2 The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
L1 A/SKID & N/W STRG............................................................................................................OFF
BRAKE PEDALS.............................................................................................................. PRESS
MAX BRK PR................................................................................................................ 1000 PSI
L2 The ABCU automatically limits the brake pressure to 1 000 PSI. Monitor brake pressure on the
BRAKES PRESS indicator.
L1
 If still no braking:
PARK BRAKE.................................................................................................................USE
Use short successive parking brake applications to stop the aircraft.
L2 For more information on the parking brake, Refer to DSC-32-30-10 Braking Modes -
Parking Brake.

IGO A318/A319/A320/A321 FLEET PRO-ABN-BRAKES P 1/22

FCOM A→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISC
OPERATING MANUAL

[MEM] EMER DESCENT

Ident.: PRO-ABN-MISC-00012092.0001001 / 17 MAR 17
Applicable to: ALL
"EMERGENCY DESCENT"
CREW OXY MASKS................................................................................................................... USE
SIGNS............................................................................................................................................ ON
EMER DESCENT................................................................................................................. INITIATE
 If A/THR not active:
THR LEVERS....................................................................................................................... IDLE
SPD BRK....................................................................................................................................FULL
 When descent established:
SPEED......................................................................................................... MAX/APPROPRIATE
 If structural damage suspected: MANEUVER WITH CARE
CONSIDER L/G EXTENSION
ENG MODE SEL..................................................................................................................... IGN
ATC................................................................................................................................... NOTIFY
Notify ATC of the nature of the emergency, and state intention. The flight crew can
communicate with the ATC using voice, or CPDLC when the voice contact cannot be
established or has poor quality.
EMER DESCENT (PA)..............................................................................................ANNOUNCE
The flight crew must inform the cabin of emergency descent on the PA system.
ATC XPDR 7700.........................................................................................................CONSIDER
Squawk 7700 unless otherwise specified by ATC.
CREW OXY MASKS DILUTION.........................................................................................NORM
‐ To save oxygen, set the oxygen diluter selector to the N position
‐ If the oxygen diluter selector remains set to 100 %, oxygen quantity may be insufficient to
cover the entire emergency descent profile
‐ Ensure that crew communication is established with oxygen masks. Avoid the continuous
use of the interphone to minimize interference with the breathing noise in the oxygen mask.
MAX FL: 100/MEA-MORA
 If CAB ALT above 14 000 ft:
OXYGEN PAX MASK MAN ON..................................................................................PRESS
This action confirms that the passenger oxygen masks are released.
Continued on the following page
Note:

Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin oxygen is no more
necessary.
IGO A318/A319/A320/A321 FLEET PRO-ABN-MISC P 1/32
FCOM A→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISC
TECHNIQUES MANUAL

EMER DESCENT - Memory Items

ECAM - READ AND DO

QRH. - OPEN READ AND DO

On reaching Safe Altitude (10,000 ft) - “SAFE TO REMOVE OXYGEN MASKS”

IGO A318/A319/A320/A321 FLEET PR-AEP-MISC P 5/32

FCTM ←B 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISC
TECHNIQUES MANUAL

Finally, subsequent to an emergency descent, once the oxygen masks are removed, the flight crew
should perform all of the following:
‐ Close the oxygen stowage mask compartment.
‐ Press the PRESS TO RESET oxygen control slide, to deactivate the mask microphone, and to cut
off the oxygen.
Below FL 100, the flight crew should limit the rate of descent to approximately 1 000 ft/min, except
during the approach phase.

IGO A318/A319/A320/A321 FLEET PR-AEP-MISC P 4/32

FCTM ←B→ 19 MAY 21
 INTERGLOBE AVIATION LTD FLT.OMB

OPERATIONS MANUAL PART B ISSUE IV, Rev 02

NORMAL, ABNORMAL AND EMERGENCY

CHAPTER 02
PROCEDURE

Uncontrolled copy when printed from company portal/6edocs

2.2.7.1 Emergency Descent
The procedure to be followed in the event of a decompression.
(Refer QRH ABN MISC)

However the PA, Lavatory signs and Cabin Crew actions in brief will be as
under:
Cockpit Crew Action Cabin Crew Action

RAPID Decompression

PA - Grab the nearest Oxygen mask.

“EMERGENCY - Sit down immediately (if no seat is

DESCENT” available then grasp and hold on to any
fixed object).

Note: when the seat

belt sign is Switched - Secure self, breathe and shout
ON; ‘Return to Seat’ commands.
sign will not come on in
the Lavatory. The
occupant must stay - Remain seated until safe altitude is
inside as oxygen is reached.
available in lavatories.

On reaching Safe PA - Check the condition of lavatory

Altitude (10,000 ft) occupants, if any, and give oxygen and
“SAFE TO REMOVE
first aid as necessary.
OXYGEN MASKS”

- Get up from their seats to do a walk

around in the cabin.
“AFTER CABIN
INSPECTION LEAD TO
- Carry MRT and portable oxygen bottle.
COCKPIT”

- The Cabin crews can give oxygen from

the PSU in the cabin to the passengers
who require it for first-aid purposes.

B-2-75 Dated: 30-Sep-19

 INTERGLOBE AVIATION LTD FLT.OMB

OPERATIONS MANUAL PART B ISSUE IV, Rev 02

NORMAL, ABNORMAL AND EMERGENCY

CHAPTER 02
PROCEDURE

Uncontrolled copy when printed from company portal/6edocs

- The lead should report the cabin
conditions to the cockpit crew.

Slow Decompression or when requested by the cockpit crew

Advise cabin crew of The fasten seat belt sign will come on in the
the situation and advise cabin.
them if they have time
All Cabin crews should secure the aircraft
to check the occupancy
cabin in their respective zones, check the
of lavatories and ask
occupancy of the lavatories and ask their
their occupants to
occupants to return to their seat
return to their seat
immediately, and occupy their jump seats.
immediately.
Remain seated till the time the aircraft has
reached a safe altitude.

On reaching Safe Announce on the P.A – - Get up from their seats to do a walk
Altitude (10,000 ft) around in the cabin.

“SAFE TO REMOVE - Carry MRT and portable oxygen bottle.

OXYGEN MASKS”
- Check the condition of lavatory
occupants, if any, and give oxygen and
“AFTER CABIN first aid as necessary.
INSPECTION LEAD
TO COCKPIT ” - The Cabin crews can give oxygen from
the PSU in the cabin to the passengers who
require it for first-aid purposes.

- The lead should report the cabin

conditions to the cockpit crew.

A320: Refer QRH 25.02A, EMER DESCENT, Abnormal and Emergency procedures and
FCTM PR-AEP-MISC, EMER DESCENT, Abnormal and Emergency procedures
2.2.7.2 Pilot In Command - Use of emergency authority

The PIC of an airplane has the necessary responsibility and authority to take
any action in an emergency or under unusual circumstances to preserve the
safety of the airplane, its crew, passengers, mail and freight.

B-2-76 Dated: 30-Sep-19

 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISC
OPERATING MANUAL

[MEM] STALL RECOVERY

Ident.: PRO-ABN-MISC-00013768.0002001 / 17 MAR 17
2 Applicable to: MSN 01957, 02135, 02139, 02443, 02712, 02908-03071, 03264-04216, 04328-04399, 04438-04506, 04518-04947,
04965-05190, 05230-10876
"STALL, I have control"
As soon as any stall indication (could be aural warning, "STALL STALL" red message on PFD,
buffet...) is recognized, apply the immediate actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK............................................................................................................................WINGS LEVEL
 When out of stall (no longer stall indications) :
THRUST........................................................................... INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry
with rudder.
SPEEDBRAKES......................................................................................... CHECK RETRACTED
FLIGHT PATH.........................................................................................RECOVER SMOOTHLY
 If in clean configuration and below 20 000 ft :
FLAP1........................................................................................................................ SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.

[MEM] STALL WARNING AT LIFTOFF

Ident.: PRO-ABN-MISC-00013769.0001001 / 10 MAY 21
3 Applicable to: ALL

4
  "STALL, TOGA 15°"
If stall warnings trigger at liftoff, apply the following immediate actions:
THRUST.................................................................................................................................... TOGA
At the same time:
PITCH ATTITUDE........................................................................................................................ 15 °
BANK.......................................................................................................................... WINGS LEVEL

IGO A318/A319/A320/A321 FLEET PRO-ABN-MISC P 3/32

FCOM ← B to C 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAV
OPERATING MANUAL

[MEM] UNRELIABLE SPEED INDICATION

Applicable to: MSN 01767-01920, 02388, 02584, 02712, 04294, 04399-04438

Ident.: PRO-ABN-NAV-AM-00017720.0002001 / 17 MAR 17 "UNRELIABLE SPEED"

 If the safe conduct of the flight is impacted:
AP.......................................................................................................................................... OFF
A/THR.................................................................................................................................... OFF
FD.......................................................................................................................................... OFF
PITCH/THRUST:
Below THRUST RED ALT.........................................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100............................................................. 10° / CLB
Above THRUST RED ALT and Above FL 100...............................................................5° / CLB
FLAPS (if CONF 0(1)(2)(3)).......................................................... MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)........................................................ SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES........................................................................................CHECK RETRACTED
L/G........................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
Continued on the following page

IGO A318/A319/A320/A321 FLEET PRO-ABN-NAV P 1/216

FCOM A→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SURV
OPERATING MANUAL

[MEM] GPWS CAUTIONS

Ident.: PRO-ABN-SURV-00018751.0003001 / 04 DEC 18
3 Applicable to: MSN 01957-02097, 02121, 02138, 03071, 03264-04384, 04433, 04481, 04506-04518, 04535-04614, 04752-05094,
05155-05190, 05230-06336
"PULL UP TOGA"
 "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD"
 During night or IMC:
Simultaneously:
AP....................................................................................................................................OFF
PITCH......................................................................................................................PULL UP
L2
Pull to full backstick and maintain in that position.
L1 THRUST LEVERS....................................................................................................... TOGA
SPEED BRAKES lever.......................................................................CHECK RETRACTED
BANK......................................................................................... WINGS LEVEL or ADJUST
L2 Aircraft obtain the best climb performance when the wings are as level as possible. The
flight crew can adjust bank while climbing, provided that turning is the safest action.
L1 Note: For some airports, the operator may define a specific procedure.

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF

OBSTACLE.
 During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH.......................................................................................................... ADJUST
L2
Adjust pitch, bank and thrust to silence the alert.
L1
Note: For some airports, the operator may define a specific procedure.
 "SINK RATE"
 Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH.......................................................................................................... ADJUST
L2
Adjust pitch and thrust to silence the alert.
L1
 Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND...................................................................................................... CONSIDER
 "DON'T SINK"
FLIGHT PATH................................................................................................................ ADJUST
Continued on the following page

IGO A318/A319/A320/A321 FLEET PRO-ABN-SURV P 7/20

FCOM C→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SURV
OPERATING MANUAL

[MEM] GPWS CAUTIONS (Cont'd)

L2
Adjust pitch and thrust to silence the alert.
L1
 "TOO LOW GEAR" - "TOO LOW FLAPS"
GO-AROUND..............................................................................................................PERFORM
 "GLIDESLOPE"
 Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH.......................................................................................................... ADJUST
L2
Adjust pitch and thrust to reduce the vertical deviation from the glideslope.
L1
 When conditions require a deliberate approach below glideslope:
G/S MODE................................................................................................................OFF
 Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND...................................................................................................... CONSIDER

IGO A318/A319/A320/A321 FLEET PRO-ABN-SURV P 8/20

FCOM ←C→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SURV
OPERATING MANUAL

[MEM] GPWS WARNINGS

Ident.: PRO-ABN-SURV-00016878.0016001 / 04 DEC 18
5 Applicable to: MSN 01957-02097, 02121, 02138, 03071, 03264-04384, 04433, 04481, 04506-04518, 04535-04614, 04752-05094,
05155-05190, 05230-06336
"PULL UP TOGA"
 "PULL UP" - "TERRAIN AHEAD PULL UP" - "AVOID TERRAIN"
Simultaneously:
AP.......................................................................................................................................... OFF
PITCH............................................................................................................................ PULL UP
L2
Pull to full backstick and maintain in that position.
L1 THRUST LEVERS..............................................................................................................TOGA
SPEED BRAKES lever............................................................................. CHECK RETRACTED
BANK................................................................................................WINGS LEVEL or ADJUST
L2
Aircraft obtain the best climb performance when the wings are as level as possible. The flight
crew can adjust bank while climbing, provided that turning is the safest action.
The "TERRAIN AHEAD PULL UP" aural alert may be followed by the "AVOID TERRAIN" aural
alert. In this case, the flight crew must adjust bank as necessary.
L1
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF
OBSTACLE.

IGO A318/A319/A320/A321 FLEET PRO-ABN-SURV P 11/20

FCOM E→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SURV
OPERATING MANUAL

[MEM] TCAS WARNINGS (Cont'd)

Adjust the lateral and vertical guidance to resume normal navigation, in accordance
with ATC clearance;
AP/FD............................................................................................................... AS RQRD
If necessary, reengage the AP/FD.

[MEM] TCAS WARNINGS

Ident.: PRO-ABN-SURV-00012455.0022001 / 17 MAR 17
8 Applicable to: MSN 01767-02334, 02443-06868, 06914, 06952-07053, 07252-07396

 Traffic advisory: “TRAFFIC” messages: "TCAS, I have control".

Do not perform a maneuver based on a TA alone.
 Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED
MAINTAIN” or “LEVEL OFF, LEVEL OFF” or “MONITOR VERTICAL SPEED” type
messages:
AP (if engaged).......................................................................................................................OFF
BOTH FDs.............................................................................................................................. OFF
Respond promptly and smoothly to a RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the
red area of the VSI, and within the green area. If necessary, use the full speed range
between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Notify ATC.
 GO AROUND procedure must be performed when a RA “CLIMB” or “INCREASE
CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.
 When “CLEAR OF CONFLICT” is announced:
Resume normal navigation in accordance with ATC clearance.
AP/FD can be reengaged as desired.
-For aircraft equipped with AP/FD TCAS function :
-As soon as a Traffic Advisory (TA) is triggered:
‐ If the AP/FD TCAS mode is armed : "TCAS blue"
‐ If the AP/FD TCAS mode does not arm : "TCAS, I have control"

IGO A318/A319/A320/A321 FLEET PRO-ABN-SURV P 17/20

FCOM ←H→ 19 MAY 21
 PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SURV
OPERATING MANUAL

[MEM] WINDSHEAR WARNING - REACTIVE WINDSHEAR

Ident.: PRO-ABN-SURV-00012271.0002001 / 04 NOV 20
Applicable to: ALL
"WINDSHEAR TOGA"
If Windshear is detected, both PFDs display a WINDSHEAR message. An associated aural
WINDSHEAR alert sounds three times.
If the flight crew detects WINDSHEAR, apply the following recovery technique:
 At Takeoff:
 If before V1:
If there are significant variations in airspeed, and in airspeed trend below the indicated V1,
reject the takeoff.
L2 If windshear occurs during the takeoff roll, the aircraft may reach V1 later (or sooner) than
expected. The flight crew should ensure that there is sufficient runway remaining to stop
the aircraft, if necessary.
L1
 If after V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
 Airborne, initial climb or landing:
THR LEVERS AT TOGA.............................................................................. SET OR CONFIRM
AP (if engaged)............................................................................................................ KEEP ON
SRS ORDERS...............................................................................................................FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF

WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.

IGO A318/A319/A320/A321 FLEET PRO-ABN-SURV P 19/20

FCOM I 19 MAY 21

LIMITATION

AIRPORT OPERRATIONS AND WIND LIMITATION.

NOMINAL RUNWAY WIDTH

Nominal runway width ………………………………………………… 45 m
Minimal runway width ………………………………………………… 30 m

WIND FOR TAKEOFF AND LANDING (FCOM )

Max crosswind (takeoff and landing) ……38 kt (gust included)
Max tailwind for Takeoff ………… 10 kt/15 kt (as per MSN no)
Max tailwind for Landing ………… 10 kt/15 kt (as per MSN no.)

ALL PIC, U/T PIC (COMPANY LIM.)

MAX crosswind …………………………. 25 kt (gusting to 35 kt)
MAX tailwind ……………………………. As per FCOM
Runway condition ……………………. Dry / wet

WIND LIMITATION ON PERF. LIMTED RUNWAYS.
(Patna, Dibrugarh, Jammu)
CROSSWIND …………………………… 20 KT
TAILWIND …………………………… 10 KT

SUPERVISED TAKEOFF AND LANDING (NOTAC NO. 02AP)

Cross/ tail wind component ……………….. Max 10 kt
No landing on wet runways.


PASSENGER AND CARGO DOOR OPERATION

- Max wind for passenger door – 65 KTS. 

- Max wind for cargo door – 40 KTS (up to 50 KTS in
case the nose of the aircraft face to the wind). The cargo
door has to be close before reaching the speed of 65
KTS. 

COCKPIT WINDOW OPEN MAX SPEED …. 200 KT
MAXIMUM FLAPS/SLATS SPEED
FLAPS CONFIGURATION MAX FLIGHT PHASE
LEVER SLAT/FLAP SPEED
POSITION DISPLAY

0 VMO/MMO CRUISE

1 230 KT HOLDING
1
1+F 215 KT TAKE OFF

2 2 200 KT TAKEOFF/APPROACH

3 3 185 KT TAKEOFF/APPROACH/
LAND

FULL FULL 177 KT LANDING

MAXIMUM OPERATIN SPEED

VMO ………………………………………….. 350 KT
MMO …………………………………………. M 0.82
- VLE – 280KTS 

- VLO:
Extraction – 250KTS 

Retraction – 220KTS 

- Max operation altitude for the L/G – 25,000 ft. 

- Max tire speed – 195KTS 

- Max windshield wipers – 230KTS 


Pressurization System: 

- Max positive differential pressure ……….9.0 PSI
- Max positive cabin pressure Δ 8.6 PSI
(safety relief valve setting)
- Max negative cabin pressure Δ -1.0psi. 

- Max cabin altitude – 8000 ft. 

- Cabin altitude warning – 9550 ft. (+/-350ft.) 

- Max cabin alt. selection – 14,000ft. / -2000ft. 

- Max pressure Δ and safety valve setting tolerance – 0.1psi

- Ram air inlet – will open if pressure Δ below 1.0psi 


APU : 

- Oil quantity: 

Can be start even if the LOW OIL LVL ECAM advisory is
displayed. Maintenance action is 
required in the next 10 hrs.

- Starter – after 3 starter cycles, wait 60 min before

attempting 3 more cycles. 

 - Rotor speed: 

Max N% - 107% the APU will automatically shuts down if
reaching to 107% the ECAM will show 106% prior to shut
down.

- Envelope:
Ground starting and operation limit – 15,000ft. 

APU battery starting limit (ELEC EMRG CONFIG) –
25,000ft. 

APU restart & operation limit (normal A/C power) – 41,000ft.
APU Bleed & Generator – up to 22,500ft. 

APU Generator only – up to 41,000ft. 


-Bleed Air:
Supplies 2 packs – up to 15,000 ft.
Supplies 1 pack – from 15,000ft. up to 22,500ft.

ENGINE
STARTER
LIMITATION
‐ A standard automatic start that includes only one
attempt, is considered one cycle
start
ground starts (automatic or manual), a 15 s
‐ For
is required between successive cycles
pause
‐ A 30 min cooling period is required, subsequent to
three failed cycles or 5 min of continuous crank

‐ For manual start, observe a two-minute maximum cycle
time
‐ For crank, observe a 5 min maximum cycle time

‐ The starter must not be run when N2 is above 10 %
on-ground
and 18 % in-flight.
 Maximum NWS angle..............................±85 °
TAXI WITH DEFLATED OR DAMAGED TIRES
To vacate the runway or taxi at low speed with tire(s) deflated
(not damaged), all of the following limitations apply: ‐ If maximum
one tire per gear is deflated (consider three gears)
Maximum taxi speed ................7 kts

‐ If two tires are deflated on the same main gear (maximum one main
gear)
Maximum taxi speed.................3 kt

‐ For the nosewheel steering (NWS) angle Maximum NWS

angle.................................30 °

In addition, if tire damage is suspected, the flight crew must ask

for an aircraft inspection prior to vacate the runway or taxi. If
the ground crew suspects that a tire burst may damage the landing
gear, maintenance action is due.

OXYGEN:
The most demanding case among the following:
• Protection after loss of cabin pressure, with mask regulator
on NORMAL (diluted oxygen):
▪ During emergency descent for all flight crewmembers and
observers for 13 min
▪ During cruise at FL 100 for two flight crewmembers for 107
min.
• Protection against smoke with 100 % oxygen for all flight
crewmembers and observers during 15 min at 8 000 ft cabin
altitude.

FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

Clean configuration......................-1 g to +2.5 g
Other configurations.................... 0 g to +2 g
 InterGlobe Aviation Limited (IndiGo)

Low Visibility Operations

Revision….3
 Low Visibility Operations

2
Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

Preface

As part of the modernization of airport facilities in the country, ILS capability is being
upgraded to CAT II and CAT III A/B levels at some of the airports to permit
operations during poor weather conditions.
CAT II and CAT III A/B operations are part of LVO {Low Visibility Operations}.

The main objective of CAT II/III operations is to provide a level of safety when
landing in low visibility conditions equivalent to that of ‘normal operating conditions.

The main difference between CAT II and CAT III operations is that CAT II provides
sufficient visual reference to permit a manual landing at DH, where CAT III does not
provide sufficient visual references and requires an automatic landing system, pilots
see the runway lights only for a few seconds (say about 5 seconds) before touch
down; therefore there is no margin for error.

The minima only permit the pilot to decide if the aircraft will land in the touch down
zone (basically CAT III A) and ensure safety during roll out (CAT III B)

For conducting Low Visibility operations, Indigo is required to take necessary

measures to meet the requirements and obtain authorization from DGCA. The CAR
lays down the requirements for all weather operations conducted by scheduled
airlines (IndiGo) and develop the capability to operate flights meeting the
requirements of Low Visibility operations.

The basis for Low Visibility operations, such as aircraft certification or airline
operational demonstration, ensures a high level of safety necessitating, authorization
for Low Visibility operations which in turn depends on the following four elements:

 The aircraft
 The Flight Crew
 The airport and
 The Operator

3
Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

These elements must comply with the regulations established by DGCA. Aircraft on
Indigo strength must be approved for Low Visibility operations with an automatic
landing system

(which provides automatic control of the aircraft during approach and landing).
Similarly, the airfield must be approved for Low Visibility operations.

The Flight Crew therefore should be trained for such operations and have
authorization for the same from DGCA. Crew training for Low Visibility is divided
into two parts. Firstly ground instructions and secondly Simulator / airborne training.

This hand book outlines the purpose and the concept behind Low Visibility
operations. Following pages also cover in brief all aspects of CAT II, CAT III and
LVTO operations with a special mention of aircraft automatic control systems,
stringent requirements for airfield equipment and crew qualification.

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Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

Table of Contents:
References: ............................................................................................................................................................. 7
General ................................................................................................................................................................... 9
Definitions and Explanation (relevant to LVO) ..................................................................................................... 11
A-320 Automatic-Flight System for Automatic Approach and Landing: ............................................................... 13
Something about FMA: ......................................................................................................................................... 14
Fail-Operational automatic landing system .......................................................................................................... 15
Fail-passive automatic landing system ................................................................................................................. 15
Alert Height........................................................................................................................................................... 17
DA / DH ................................................................................................................................................................. 18
RVR: ...................................................................................................................................................................... 22
SVR ........................................................................................................................................................................ 25
Approach ban point .............................................................................................................................................. 26
Cockpit Cut-off Angle ............................................................................................................................................ 27
Obstacle Clearance Altitude (OCA) Height (OCH) ................................................................................................. 28
Obstacle Free Zone: .............................................................................................................................................. 28
Minimum Approach Break-off height (MABH): .................................................................................................... 28
Concept of Operating Minima .............................................................................................................................. 29
ILS critical area: ..................................................................................................................................................... 30
ILS sensitive area: ................................................................................................................................................. 30
Safe guarding Procedures (SP):............................................................................................................................. 31
LOW VISIBILITY PROCEDURES (LVP) ..................................................................................................................... 32
Taxing in low visibility conditions: ........................................................................................................................ 37
LVTO ..................................................................................................................................................................... 39
ILS CAT I APPROACH ............................................................................................................................................. 40
For ILS CAT II Operations: ..................................................................................................................................... 40
CAT IIIA {with system as FAIL-PASSIVE} ................................................................................................................ 41
CAT III B {system has to be FAIL-OPERATIONAL} .................................................................................................. 42
Airline, Aircraft, Aircrew qualification: ................................................................................................................. 43
Aircraft and operating limitations (Automatic Approach, Landing and Roll Out) ................................................ 45
Flight Preparation and Approach procedures including flare and associate actions: .......................................... 49
Task Sharing during CAT II / CAT III Approach and Landing: ................................................................................. 49
Practice Approaches ............................................................................................................................................. 50
AIRFIELD REQUIREMENT FOR CAT II / III A/B ........................................................................................................ 51

5
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 Low Visibility Operations

6
Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

References:

CAR, Section 2 – ‘Airworthiness and Maintenance Requirements for CAT II & CAT III
Operations, Series ‘O’, Part XIV Rev. 1, 28th July 2014.

CAR, Section 8 – ‘Operator Authorisation for ILS CAT II/IIIA/B Operations’, Series
‘B’ Part I dated 30th March, 2001 Rev 2. Dated 1st December, 2009

CAR, Section 8 – ‘All Weather Operations (AWO), Series ‘C’ Part I, Issue 1 dated
13th June, 2011 Effective (Rev 08): 11th January 2016

CAR, Section 8 – ‘Operations of Commercial Air Transport Aeroplanes’ Series ‘O’,

Part II, Issue I, dated 8th July, 2011 Rev. 5, 28th June 2015.

DGCA Operations circular OC No. 3 of 2014 dated 25 Jun 14 – All Weather

Operations Training Programme.

A320 AFM – LIM 22 & ABN 22

A 320 FCOM PRO-NOR-SRP-01-70 {17 JUL 15}.

A 320 FCTM NO-160 dated 15 Jun, 2015

QRH May-2015

COM Part A, Issue II, TR-41 Chapter 17, A-17-119, 17.4 dated June, 2014

COM Part D, Issue II, TR 05 Chapter 02, D-2-117, 2.8.11 dated June, 2014

7
Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

8
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 Low Visibility Operations

General

The main part of AWO (All Weather Operations ) includes taxiing in low
visibility, Category I, Category II, Category III and LVTO operations.

Whereas, LVO {Low visibility operations} includes..........

 Low visibility taxi
 Low visibility take off
 CAT II / III landing

9
Revision 03, Dated 26 Feb, 2016
 Low Visibility Operations

The ILS installed at various airports in India meet the CAT I level requirement that permits
landing up to RVR of 550 m and above.

When RVR is below 550 m, the operations fall into CATII or CAT III depending upon minima
and aircraft is not allowed to land or take off unless aircraft, Flight Crew, Airport and
operator is appropriately approved-- In order to maintain required level of safety.

CAT II / III approaches are flown to very low DH (or without DH) with very low RVR. The
guidance of the aircraft on the ILS beam and the guidance of the aircraft operation must be
consistently of high performance and accurate so that the acquisition of visual cues is
achieved and the aircraft is properly stabilized and an automatic landing and roll out can be
performed.

In view of this…………….

 An aircraft type must be approved for Cat II/Cat III operations with an automatic
landing system, which provides automatic control of the aircraft during approach
and landing.
 The flight crew should be trained for such operations and have authorisation for
the same from DGCA.
 The airport must be equipped and approved for Cat II / Cat III operations. Refer
AIP.

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Definitions and Explanation (relevant to LVO)

CAT I

CAT I operation is a precision instrument approach and landing using ILS. The associated
company operating minima for CAT I are given below:
 DH not lower than 200 feet.
 Either a visibility not less than 800 m or RVR not less than 550 m.

CAT II

CAT II operation is a precision instrument approach and landing using ILS with:

 Decision Height below 200 ft but not lower than 100 feet and
 RVR of not less than 300 m.

CAT II weather minima has been established to provide sufficient visual references at DH to
permit a manual landing (or a missed approach) to be executed (it does not mean that the
landing must be made manually)

CAT III

A CAT III operation is a precision approach at lower than CAT II minima.

CAT III Operation is divided in three sub-categories: CAT IIIA, CAT IIIB, CAT IIIC associated
with three minima levels.

CAT III A operation: A precision instrument approach and landing using ILS with…….

 DH lower than 100 feet or no DH; and

 RVR not less than 175 m.

CAT III B operation: A precision instrument approach and landing using ILS with……..

 A DH lower than 50 feet or no DH; and

 RVR less than175 m but not less than 50 m.

Note: A320 AFM limits to 75m

CAT III C operation: A precision instrument approach and landing with no DH and no RVR
limitations.

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For easy reference minima for CAT II /III approaches are appended below in a tabular form:

CAT II CAT III A CAT III B CAT III C

DH Lower than 200 ft but DH ˂100 ft. No DH or DH < 50 NO DH
not lower than 100 ft. ft.
199 to 100.
RVR RVR lower than 550 RVR lower than 300 RVR 175 m but not No RVR
m but not lower than m but not lower than lower than 75 m. Limitation
300 m. 175 m. (A320 AFM limits to
75m)

Note: CAT III C operations are not currently authorized. Refer Indigo AOP.

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A-320 Automatic-Flight System for Automatic Approach and Landing:

A-320 aircraft is approved for 'Automatic Approach & Automatic Landing' operations under
all weather conditions if CAT 3 DUAL / CAT 3 SINGLE or CAT2 is displayed on FMA.
A320 is not approved for Auto-Land if CAT1 is displayed on the FMA.

Notes about automatic landing:

Automatic landing system is only equipment providing automatic control of the aircraft during
the approach and landing and not related to particular weather conditions.

Automatic landing system is mandatory for all CAT III operations.

It is a common practice to perform automatic landing in good visibility but in that case, the
ILS performance must be sufficient and ILS signals protected.

 The automatic landing is required in CAT III operations including roll out in CAT III B.
 The automatic landing is the preferred landing technique in CAT II conditions.

Automatic landing system is not CAT III.

'Automatic Approach'pertains to the capability of the aircraft to be automatically guided

down the ILS beam flown by the aircraft’s auto pilot (s) along with the aircraft’s associated
integrated technical systems & ILS ground equipment systems to perform an automatic ILS
approach but does not include Auto-Land.

'Automatic Landing'pertains to the capability of the aircraft to perform:

(i) Automatic Approach &
(ii) Automatic Landing / Touchdown & subsequently
(iii) Automatic Roll-Out, with or without auto-braking to a full stop.

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Something about FMA:

Flight Mode Annunciator is a display on the top of PFDs.
It has five colomns.

The ' FMA Second & ThirdColumn 'displays the AP guidance modes during the
automatic approach / landing. When established on the ILS, this FMA display is GS / LOC
initially, and subsequently changes to LAND, FLARE, and ROLLOUT towards the final
stages.

The ' FMA Fourth Column 'displays the aircraft's " Capability " in regard to its
automatic approach & automatic landing at a particular moment during the progress of the
approach.

The display is of either CAT3 DUAL or CAT3 SINGLE or CAT2 or CAT1.

The changes in approach & landing capability is decided by the FMGC which takes into
account the availability of various aircraft technical systems integrated to the aircraft’s Auto -
Flight at a particular stage.
If an associated system fails the capability downgrades and if the system is restored, the
capability automatically upgrades back.
Whenever a downgrade in capability occurs, a triple click is generated as CLICK
CLICKCLICK.

The ' FMA FIFTH COLUMN 'indicates the engagement of the number of autopilots,
FDs, & A/THR. Whenever there is a change in the fifth column, a triple click is also
generated but NOT for any change in regard to FDs since FD is not mandatory for Automatic
Approach / Landing.

FREEZING OF FMA :Below 100 ft. ( RA ), the available display on the FMA's ' Fourth
Column is frozen. This means that a failure of one AP or a loss of an associated integrated
technical / function system would not affect a change in the capability of the aircraft unless
LAND mode is disengaged or both auto-pilots are off.

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Fail-Operational automatic landing system

An automatic landing system is fail operational if, in the event of a failure below AH, the
approach, flare and landing can be completed by the remaining part of the automatic
system.

CAT 3 Dual is annunciated on FMA as long as the airborne systems are fail-operational.
In the event of a failure below the AH, the AP will continue to guide the aircraft on the flight
path and automatic landing. The approach, flare and landing can be completed by the
remaining part of the automatic system.
In that case no capability degradation is indicated and CAT 3 Dual remains annunciated
even after failure.

Fail-passive automatic landing system

An automatic landing system is fail passive if, in the event of a failure, there is no significant
deviation of aeroplane trim, flight path or altitude but the landing{Landing Roll} will not be
completed automatically.

CAT 3 Single is annunciated when the airborne systems become fail passive above AH,
which means that a single failure will lead to the AP disconnection without any significant out
of trim condition or deviation of the flight path or altitude. Manual flight is then required.

Minimum DH is 50 ft.

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On some non A320 a/c:

Fail-operational hybrid landing system:

Fail-operational hybrid landing system consist two or more independent landing systems. In
the event of failure of one system, guidance or control is provided by the remaining system (s)
to permit completion of landing.

Note:
A fail operational hybrid landing system may consist of a fail passive automatic landing system with a
monitored head-up display which provides guidance to enable the pilot to complete the landing
manually after failure of the automatic landing system.
Head-up display is the display system that presents flight information into the Pilots’ forward external
field of view.

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Alert Height

An alert height is a height above the runway threshold which is based on the
characteristics of the aeroplane and its fail operational landing system, above which
a Category III auto-land operation would be discontinued and a missed approach initiated if
a failure occurred in one of the redundant parts of the landing system, or in the relevant
ground equipment.

If the failure occurs below Alert Height:

FMA indication would remain frozen and FMA continues to indicate CAT 3 DUAL.
The approach can be continued as the aircraft design capability is such that in spite of the
failure/ malfunction, the Auto-Pilot would successfully perform an automatic landing using
the remaining automatic system.
The flare, touchdown and roll out may be accomplished using the remaining Automatic
system.

In other words, if a failure occurred below the Alert Height, it would be ignored by the system
and the approach continued. The Alert Height permits the continuing of the approach below
RA 100 ft for CAT III B ifCAT 3 DUAL is displayed on the FMA at RA 100 ft.

AH is only linked to the probability of failure (s) of the automatic landing system.
The term pertains only to a CAT III ‘Fail Operational’ Automatic Landing.
AH is evaluated during aircraft certification; it is established as 100 ft. for A320.
AH concept is relevant only when CAT 3 DUAL is displayed on FMA.
Operators are free to select an AH lower than the 100 ft but not higher than 100 ft.

If the failure occurs above Alert Height

CAT 3 DUAL will downgrade to:
CAT 3 SINGLE or
CAT 2 or
CAT 1
on the FMA depending on the failure and you will have to discontinue the CAT III B approach

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DA / DH

A specified altitude or height (A/H) in the precision approach at which a missed approach
must be initiated, if the required visual reference to continue the approach has not been
established.

 If visual references have not been established, a go-around must be executed.

 If the visual references have been established, the approach can be continued. However a
pilot may always decide to execute a Go around if sudden degradations in the visual
references or a sudden flight path deviation occur.

For CAT II and CAT III A, a pilot may not continue the approach below DH, unless a visual reference
containing not less than 3 light segments of the centre line of the approach lights or runway center
line or touch down zone lights or runway edge lights is obtained.
For CAT III B no visual reference reqd.

 When necessary, the published DH takes into account the terrain profile before runway
threshold.

In fact Decision height is the wheel height above the runway elevation.

Note: Jeppesen approach charts use the abbreviation DA (H). The ‘DA’ is reference to MSL and
parenthetical DH is reference to the TDZ

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From DGCA CAR....

11.4.2 Decision Height:

An operator must ensure that the decision height for Category II operations is not lower than:
 The minimum decision height specified in the AFM, if stated; or
 The minimum height to which the precision approach aid can be used without the
required visual reference; or
 The OCH for the category of aeroplane; or
 The decision height to which the flight crew is authorised to operate;or
 100 ft.
whichever is higher.

11.5.3. No decision height operations.

Operations with no decision height may only be conducted if:

 the operation with no decision height is authorised in the AFM; and
 the approach aid and the aerodrome facilities can support operations with no
decision height; and
 the operator has an approval for CAT III operations with no decision height.

Note: In the case of a CAT III runway it may be assumed that operations with no
decision height can be supported unless specifically restricted as published in the AIP or
NOTAM.

In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be made. The minima only permit the pilot to decide
if the aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety
during rollout (basically CAT III B).
Therefore an automatic landing system is mandatory to perform Category III
operations. Its reliability must be sufficient to control the aircraft to touchdown in
CAT III A operations and through rollout to a safe taxi speed in CAT III B.

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Visual references at DH
DGCA in its CAR SECTION 8 – SERIES ‘C’ PART I on All Weather Operations (AWO), has
defined criteria for CAT II and CAT III for visual reference at DH which are :

11.4.3 Visual reference.

For Category II operations:
A pilot may not continue an approach below either the Category II decision
height unless visual reference containing a segment of at least 3 consecutive lights
being the centre line of the approach lights, or touchdown zone lights, or runway centre
line lights, or runway edge lights, or a combination of these is attained and
can be maintained.
This visual reference must include a lateral element of the ground pattern, i.e. an
approach lighting crossbar or the landing threshold or a barrette of the touchdown zone
lighting.

11.5.4. Visual reference.

(a) For Category III A operations, a pilot may not continue an approach below the
decision height unless a visual reference containing a segment of at least three
consecutive lights being the centreline of the approach lights, or touchdown zone lights,
or runway centreline lights, or runway edge lights, or a combination of these is
attained and can be maintained.

(b) For Category III B operations conducted with fail-operational flight control systems
using a decision height a pilot may not continue an approach below the decision height,
unless a visual reference containing at least one centreline light is attained and can be
maintained.

(c) For Category III B operations conducted with fail-operational flight control systems
without a decision height, there are no requirements for a visual verification prior to
landing.

In other words,
For CAT II and CAT III A, a pilot may not continue the approach below DH unless a visual
reference containing not less than a 3 light segment of the centerline of the approach lights
or runway centerline or touchdown zone lights or runway edge lights is obtained.

For CAT III B with DH, the visual reference must contain at least one centerline light.

For CAT III B with NO DH, visual references are not required.

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To perform the task before landing pilot would like to………..

(i) Establish visual contact about 3 seconds above DH and this reduces to about 1
second when fail-operational automatic landing system is being used.

(ii) Establish lateral position and cross-track velocity – to see not less than a three-light
segment of the centre line of the approach lights or runway centre line or runway
edge lights.

(iii) To maintain a lateral level – to see a lateral element of the ground pattern, i.e. an
approach lighting cross-bar, the landing threshold, or barrette of the touch down zone
lighting.

(iv) To make an accurate adjustment to the flight path in the vertical plane, such as a
flare, using purely visual cues – to see a point on the ground which has a low or zero
rate of apparent movement relative to the aircraft.

(v) Approaching the DH, the PF starts to look for visual reference progressively
increasing external scanning. DH is the lower limit of the decision zone. The Captain
should come to this zone prepared for a go-around but with no pre-established
judgement.

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RVR:

The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre-line.

Cat II and III operations require rapidly updated and reliable reports of the visibility conditions which a
pilot may expect to encounter in the touch down zone and along the runway.

RVR measurements replace the use of Reported Visibility Values (RVV) which is not appropriate for
conditions encountered during the final approach and landing in low visibility, because the visibility
observations are often several miles away from the touch down zone of the runway.

RVR is not the Slant Visual Range (SVR).

RVR Measurements: For Cat II and Cat III operations, the RVR measurements are provided by a
system of calibrated transmissometers and account for effects of ambient background light and the
intensity of runway lights.

Trans-misso-meters systems are strategically located to provide RVR measurements associated with
three basic portions of a runway.

RVR values are measured at three points along the runway:

1. Touchdown point
2. Midpoint
3. The roll out portion or stop end / Endpoint

RVR is reported depending upon the RVR value/trend in the increments of 100m, 50m or 25m.

a) For CAT II operations TDZ and MID RVR shall be available.

b) For CAT III A/ IIIB operations TDZ, MID and END RVR shall be available.{Refer page 15 / 37 AIP
Supplement 43/2012}

RVR is reported up to 3 points along runway whenever normal visibility is detected as being less than
1500 m

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When all three values are given, the names of each individual point are omitted.

The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and stop-end
are also controlling.

The minimum RVRvalue for the mid-point is 125 m in CAT I, CAT II and CAT III A.
The minimum RVR value for the mid-point is 75 m in CAT III B.

The minimum RVRvalue for the stop-end is 125 m in CAT I, CAT II and CAT III A.
The minimum RVR value for the stop-end is 75 m in CAT III B..

Note:
‘Relevant’ is the context, means that part of the runway used during the high speed phase of the
landing down to a speed of approximately 60 knots.

Note:

RVR 300/25 means:

RVR 300 m on runway 25.

Category of Controlling RVR /

Remarks
operations environment
Touchdown RVR is
Cat I Applicable RVR at Touch Down controlling. Mid or End RVR
advisory only
Controlling RVR are
Cat II 300 m TD / MID-125
both(TD/MID)
175 m TD / 125m MID / 125m Controlling RVR is lowest of
Cat III A
END three RVRs n relevant
Controlling RVR is lowest of
Cat III B 75 m TD/75m MID/75m END
three controlling

Concept behind determination of RVR Minima……….

The basic principal for the establishment of RVR minima are that the scale of visual
reference required by a pilot at and below DH depends on the task that pilot has to carry out
and that the degree to which his vision is obscured depends on the nature of the met –
conditions which creates the low visibility conditions.

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From DGCA CAR....

11.4.4 Required RVR.

The lowest minima to be used by an operator for Category II operations is 300 m for a DH of
100 ft.

If it is necessary to increase DH due to, for example, facility limitations or an increased OCH,
then a corresponding increase in minimum RVR will be required as shown in Table 7 of
CAR..

Table 7: RVR for Category II operations minima

Decision Height Category II operations minima (RVR) coupled to below

DH1

RVR/aeroplane Category RVR/aeroplane Category

A, B and C D

100 ft - 120 ft 300 m 300 m2/ 350 m

121ft - 140 ft 400 m 400 m

141 ft – 199 ft 450 m 450 m

Note1 - The reference to “Coupled to below DH” in this table means continued use of the
automatic flight control system down to a height which is not greater than 80 per cent of the
applicable DH. Thus airworthiness requirements may, through minimum engagement height
for the automatic flight control system, affect the DH to be applied.

Note 2- For a CAT D aero plane conducting an auto land, 300 m may be used.

For Category II operations adjustment in DH is permissible if a corresponding adjustment in

minimum RVR is done as per table 7 above.

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SVR

SVR is the range over which a pilot of an aircraft in the final stages of approach or landing
can see the marking or the lights as described in definition.
 In shallow fog or when fog is confine to ground layers, SVR is more than RVR.
 In matured fog the density of fog increases with height and so SVR is less than RVR.

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Approach ban point

The point on a final approach where the reported weather conditions at the runway must
meet the applicable minima so as to be able to meet regulatory requirements for continuing
an instrument approach to a landing.

Commencement and continuation of Approach (Approach Ban Policy)

For Information…………..

The PIC shall not commencean instrument approach if the reported RVR/Visibility is below
the applicable minimum.

If, after commencing an instrument approach, the reported RVR/Visibility falls below the
applicable minimum, the approach shall not be continued:
a) Below 1000 ft. above the aerodrome; or
b) Into the final approach segment

If after entering the final approach segment or descending below 1000 ft. above the
aerodrome elevation, the reported RVR/visibility falls below the applicable minimum, the
approach may be continued to DA or MDA/H.

The approach may be continued below DA/H or MDA/H and the landing may be completed
provided that the required visual reference is established at the DA/H or MDA/H and is
maintained.

Final approach:
That part of an instrument approach procedure which commences at the specified
final approach fix or point, or where such a fix or point is not specified,

a) at the end of the last procedure turn, base turn or inbound turn of a racetrack
procedure, if specified; or

b) At the point of interception of the last track specified in the approach procedure;
and ends at a point in the vicinity of an aerodrome from which:
1) A landing can be made; or
2) A missed approach procedure is initiated.

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Cockpit Cut-off Angle

The angle made by the direction of aircraft nose with fore and aft axis, with pilot’s eye
correctly positioned, is called the Cockpit Cut-off Angle.

- This is 20 degrees for A320 Aircraft with a 4 deg. Pitch Angle on final approach; the
earliest point visible will be 16 degrees below horizon.

- The approximate distance from aircraft’s position blocked by nose and the SVR is
given in the diagram below:

- Correct eye position during low visibility approach and landing is significant.

- A too low seat position may greatly reduce the visual segment.

- When the eye reference position is lower than intended, the visual segment is further
reduced by the cut off angle of the glare shield or nose.

- As a rule of thumb, an incorrect seating position which reduces the cut off angle by
10reduces the visual segment by approx. 10 m (30 feet

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Obstacle Clearance Altitude (OCA) Height (OCH)

The lowest altitude (OCA), or alternatively the lowest height above the elevation of the
relevant runway threshold or above the aerodrome elevation as applicable (OCH), used in
establishing compliance with appropriate obstacle clearance criteria.

Sometimes, the term OCL (obstacle clearance limit) can be found in the documentation, but
this term is being phased out.

When an operator establishes his operating aerodrome minima, he must take into account
the OCH only for CAT II. The minimum DH for CAT II is always equal or higher than any
OCH mentioned in the aerodrome chart. This OCH is a function of the category of aircraft (A
to E).

Obstacle Free Zone:

The airspace above the inner approach surface, inner transitional surfaces, and balked
landing surfaces and that portion of the strip bounded by these surfaces, which is not
penetrated by any fixed obstacle other than a low-mass and frangible mounted and
required for air transportation purposes.

Minimum Approach Break-off height (MABH):

MABH is the lowest height above the ground, measured by radio altimeter, such that if a
missed approach is initiated without external references in normal operations the aircraft
does not touch the ground during the procedure. With an engine failure during missed
approach, it can be demonstrated that taking this failure probability, an accident is extremely
improbable.

The MABH or the altitude loss during automatic GA can be used to determine the minimum
DH in Cat III operation.

Note:

AFM MABH is 25 ft. AGL for Cat III with DH.

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Concept of Operating Minima

Weather limitations (visibility) applied for AWO are called minima.

For each airport procedure, approved minima are indicated in the associated jeppesen charts.
A Take-off or a Landing cannot be executed at minima below which the aircraft is certified, the
crew is rated and the usable runway aids are certified. The limits of the aircraft are indicated in the
OM.
The limit of usable landing aids is the value of the DH/DA for the approach-landing category.
These limits or operating minima must not be less than those imposed by the country concerned and
the Operations Manual according to the type of flight.

Regulations often use the term minima. In fact, this term could refer to different concepts:
a) Airfield operating minima: established in accordance with the airport authority and published on
approach charts.
b) Operator's minima: lowest minima that an operator is allowed to use at a specified airfield, following
an approval from its operational authority.
c) Crew minima: lowest minima that the crew is authorized to operate, depending on the crew
qualification.
d) Aircraft minima: lowest minima which have been demonstrated during aircraft certification. These
minima are indicated in the AFM.

For all CAT II / CAT III operations, these minima consist of a DH and an RVR.

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ILS critical area:

An area of defined dimensions around the localizer and glide path antennas where vehicles including
aircraft are excluded during all ILS operations. The critical area is protected because the presence of
vehicles and/or aircraft inside its boundaries will cause nacceptable disturbance to the ILS signal-in-
space.

ILS sensitive area:

An area extending beyond the critical area where the parking and/or movement of vehicles, including
aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during
ILS operations. The sensitive area is protection against interference caused by large moving objects
outside the critical area but still normally within the airfield boundary.

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Safe guarding Procedures (SP):

Safeguarding Procedure are the necessary actions to prepare airport for CAT II/IIIA
operations (Low Visibility Procedures). They include

Inspection of aircraft ground lighting,

Termination of all work in progress and
Removal of all equipment/material from localizer and glide path sensitive area, the
manoeuvring area and aprons.

Criteria for Implementing Safeguarding Procedures (SP)

Safeguarding Procedures shall be initiated when the RVR is less than 1200m and visibility
is forecast to deteriorate to 800m or less.
The cloud ceiling is 400ftand forecast to fall to 200ft or less.

Implementation of Safeguarding Procedures (SP)

On the receipt of outlook for Low Visibility the Watch Supervisory Officer (WSO) will inform
theAirport Manager, Apron Controller, Communication/Technical Supervisor and the
AerodromeTower Controller.
On receipt of the above information the above mentioned agencies will take action for
properplanning for activation of LVP.

When all the concerned agencies have completed their necessary actions they shall report
to WSO(ATC) that their SP are completed and the airport is safeguarded for CAT II/IIIA /IIIB
operations.

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LOW VISIBILITY PROCEDURES (LVP)

LVP are specific procedures applied at an aerodrome for the purpose of ensuring safe
operations during CAT II and III approach and/or low visibility take off.

The airport authorities are responsible for establishing and maintaining the equipment
required for CAT II and III approach and landing. The airport authorities will activate the
LVP as the need arises based on RVR. Prior to planning of CAT II / III approach, crew must
ensure that LVP are in force.

LVP shall be implemented when SP has been completed and the airport is configured for
LVO.

Criteria for Implementing Low Visibility Procedures (LVP)

Low Visibility Procedures shall be implemented when:

 Either the Touch down RVR or MID RVR is less than 800m, or,
 The cloud ceiling is less than 200 ft. and
 SP has been completed and the airport is safeguarded.

Implementation of Low Visibility Procedures

WSO shall implement Low Visibility Procedure when either Touch down RVR or MID RVR is
less than 800m and/or the cloud ceiling is less than 200ft. He shall also ensure that LOW
VISIBILILTYPROCEDURE IN FORCE is included in ATIS broATCast.
Aerodrome Control on being notified that LVP are to commence will inform
- Fire station
- Apron Control and obtain confirmation that grounds SP have been implemented and
runway has been safeguarded.
- Communication/Technical Supervisor and Include, “Low Visibility Procedures in-
force” in ATIS broATCast.

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LVP OPERATIONS

(i) Approach Control Procedures

During LVP the approach controller shall have the following information

- Status of ILS
- The serviceability of visual aids
- RVR information
- In addition to the information normally transmitted by approach control, the following
information must be passed to the arriving aircraft on first contact or as soon as
possible, thereafter

 The current Touch Down RVR, and if

 TDZ RVR is below 550m then MID RVR shall also be passed. However in case MID
RVR is U/S the end RVR shall be passed.
 TDZ and/or MID RVRis below 300m, then end RVR readings shall also be passed.

 The un-serviceability of any component parts of CAT II/IIIA /IIIB facilities not
previously broATCast on ATIS.

Approach Control should vector the arriving aircraft to intercept the localizer at a
distance not less than 10NM from touchdown.

Suitable spacing between the arriving aircrafts may be provided to ensure that the
arriving aircraft can be given a landing clearance by 2 NM from touchdown.

The spacing of 15NM between two successive landing aircraft may be necessary.

If there is a departure between the two arrivals the spacing between the arriving
aircraft may be suitably increased depending upon whether the departing aircraft is
entering the runway via Taxiway ‘C’ or ‘P’.

Note:

To ensure that the departing aircraft passes overhead the Localizer before the in bound
aircraft reaches 2NM from touch down, a departing aircraft must commence its take off run
beforean arriving aircraft passes 5 DME/NM from touch down Approach control shall be not
subject an aircraft carrying out CAT II/IIIA approaches to any speed control.

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ii) Aerodrome Control Procedures

Arriving aircrafts shall be issued landing clearance not later than 2NM from touch
down, if landing clearance cannot be issued when the aircraft is 2NM from
touchdown it shall be instructed to carryout a missed approach.
Arriving aircraft should be given un-interrupted taxi route to allow it to clear the
Localizer Sensitive Area (LSA).

Landing clearance shall not be issued until:

 A preceding landed aircraft has vacated LSA

 A preceding departing aircraft is airborne and has passed over the localizer aerial.

The LSA in front of an arriving aircraft shall not be infringed from the time it is
2NMfrom the touchdown until it has completed its landing roll.

The Low Visibility Taxi routes are intended to assist the pilots in determining their
location on the airport during the periods of low visibility. The centreline lights on the
taxiway not in use may be switched off.

During Take-off in Cat II, Cat IIIA, Cat IIIB condition the LSA in front of a departing
aircraft shall not be infringed from the time that take-off clearance is issued until the
aircraft has departed and passed over the localizer aerial.

ATC shall initiate emergency, action, if an aircraft not seen or is not in radio contact
as expected.

iii) Surface Movement Control Procedures

Pilots need additional guidance and information when taxing during periods of
reduced visibility. The view from the cockpit of the aircraft is very limited. Therefore
taxi instructions and essential traffic information should be passed in a clear and
concise manner.

Taxing aircraft should be routed in accordance with the prescribed Low Visibility
Routes to ensure a simple one-way traffic flow is maintained, however it may be
necessary for operational reasons to sometimes route aircraft via alternative
taxiways.

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During LVP, full use should be made of intermediate Taxi holding point and selective
switching of taxiway centreline lights to control traffic and provide additional visual
guidance to pilots.

Surface Movement Control shall monitor the status of taxiway lights and immediately
advise the aircraft under its control of any un-serviceability affecting the LVP
taxiways.

During the period of LVP the lights on taxiways that are not being used should be
switched off wherever possible.

Surface Movement Control should monitor the progress of arriving aircraft as they vacate the
runway after landing and ensure that they do not stop within the LSA thereby degrading ILS integrity
for subsequent landing aircraft.

Pilots shall report RWY vacated on RTF ensuring that the entire aircraft is clear of the ILS sensitive
area.

Vehicles movement when RVR is less than 550m should be restricted. Only operationally essential
vehicle duly authorized by Apron Control should be permitted to operate. These vehicles shall remain
outside the Localizer Sensitive Area (LSA). Any movement of vehicle on the manoeuvring area shall
be coordinated with ATC.

Low Visibility Procedure Taxi Route

When LVP are in force aircraft shall be routed in accordance with the Low Visibility Procedures taxi
routes.

During Cat IIIA conditions i.e. when RVR reduced to less than 300m a ‘Follow me’ service will be
provided to arriving/departing aircraft on request.

NOTE

Person providing follow me service will be trained and fully familiar with the taxi routes intersections
and other manoeuvring area/apron/bays.

Cancellation of Safeguarding Procedures and Low Visibility Procedures WSO may terminate
LVP………..

When meteorological conditions improve and both the TDZ and MID RVR are 800m or more and the
cloud ceiling is 200ft or higher, and trend is for improvement.

Facilities, equipment and services necessary for CAT II/IIIA/IIIB operations are degraded and/or the
prevailing conditions are considered unsafe for such operations.
WSO should consult MET office for forecast before cancelling SP and LVP.

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When LVP are cancelled Aerodrome Control shall include it in the subsequent two ATIS broATCasts
that ‘Low Visibility Procedures are cancelled’.

ATC will inform all the concerned agencies. If SP are implemented and LVP are not subsequently
initiated and Met conditions improve and the visibility/RVR is more than 1200m and the cloud ceiling
is 400ft. or higher and both are forecast to remain above the required SP criteria, WSO may cancel
SP.

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Taxing in low visibility conditions:

The attention of pilot is drawn to the increased ground collision risk that might occur when
aircraft are taxied in low visibility conditions. Experience show that traffic flow rates on
taxiways can be conducted safely in aerodrome visibility down to approx. 500m.

However, when the visibility is below 500 m, the safe ground manoeuvring of the aircraft
demands special care and alertness by the crew, with an awareness of the difficulties, which
may be encountered.

Close co-operation between the crew and ATC is essential from first entering taxiways until
parked or taken-off.

Do not hesitate to request the assistance of a ‘Follow me’ jeep. Some useful guidelines are
given below……….

The greater risk when taxing is likely to occur after landing and crews are known to relax
their concentration and alertness, and especially so following a low visibility landing.

Crews should note that the reported RVR values may not be representative of the general
level of visibility at the airfield and taxi speed should allow for sudden or very rapid reduction
in visibility.

It should also be noted that taxi-way marking, signs, signals and lighting systems throughout
the world are not standardized.

Likewise, terminology and nomenclature varies from one regulating authority to another and
may even be different within the jurisdiction of a particular authority.

It is therefore essential that crews make a careful note of the taxi instructions given and that
the read back is acknowledged.

Before taxing the crew should ensure that the intended routing clearance passed is
acknowledged, make full use of the aircraft compass, airfield chart and low visibility route
chart when available.

When approaching the runway in use, the crew must ensure that the CAT II/III holding point
is not passed, bearing in mind that the green taxi way central line lights may be illuminated
beyond the holding point if it does not coincide with a stop bar, or the stop bar may be out
because a preceding aircraft is lining up.

After landing, when the aircraft has vacated the runway, the taxi way should not be entered
until contact has been made with the appropriate ground movement control, and instructions
given are acknowledged.

If in doubt, in all cases stop and request further guidance or instructions from ATC before
proceeding.

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If available, make full use of ATC ground radar.

During taxying in poor visibility, ensure that flight deck checks and drills do not conflict with
the need to maintain a good look out.

If necessary, carry out the majority of taxi checklist items at, or just before, approaching the
holding point. Keep track of the aircraft positions at all times and monitor R/T transmissions
in order to determine the position of other aircraft and vehicles on the airfield.

Where a choice of taxi route is presented, the pilot taxying should be given the other crew
members notice of his intentions, so that the routing can be confirmed and closely
monitored.

Prior to a turn, careful lookout should be made in both directions.

Pilot should be aware of the effects fog and mist will have in reducing the level of contact
between objects and background, making it difficult to identify potential hazards, which in
turn will reduce the time available to react to any sign of a risk to the aircraft.

Fog and mist will also degrade the pilot’s peripheral vision and affect his judgment of taxi
speed which, if too high, will again reduce the time of reaction to any hazards.

Use should be made of IRS ground speed.

In poor visibility, bright lights may be seen by day at approx. 100m away and at a greater
distance by night.

On the other hand navigation lights may not be visible before sighting the actual aircraft, and
especially so with certain angle of approach. Therefore great care should be taken when
following another aircraft to the stand or runway for take-off.

When taxing, make use of all the aircraft lighting. Be prepared to switch off any light, which
restricts visibility due to glare.

The use of landing lights at night in low visibility can be detrimental to the acquisition of
visual reference. Reflected lights from water droplets or snow may actually reduce visibility.
The landing lights would therefore not normally be used in CAT II / III weather conditions.

DO NOT USE HIGH INTENSITY LIGHTS UNLESS OCCUPYING THE ACTIVE RUNWAY

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LVTO

A term used in relation to flight operations referring to take-off on a runway where the
RVR is less than 400 m.

 Whenever any reported RVR (TD/MID/END) goes below 400 m, it will be

considered as Low Visibility Take-Off.
 All three RVRs are mandatory but if TDZ RVR is not available, pilot
assessment is acceptable. But then MID & END RVRs must be reported and
not less than 200 M.
 200 m and below, all three RVR (TDZ/MID/END) must be reported.
 Whenever the Runway centreline lights spacing is up to 30 m – minimum
RVR value required (TD/MID/END) for take-off is 150 m.
 Runway Centreline lights spacing is 30 m at VILK (RWY 27), VIAR (RWY 34),
VIDP (RWY 09 and 27), VECC (RWY 19 L)
 Whenever Centreline lights spacing is 15 m or less – Minimum RVR value
required (TD/MID/END) for take-off is 125 m.
 (Runway centreline lights spacing is 15 m only at VIDP on RWA 28 and 10,
29 and 11, OMAA, OMDB all runways)

Following items have to be serviceable at the commencement of a low visibility take-off,

Category II or III approach in accordance with the AFM or other approved document.

 Windshield wipers (where fitted) for both PIC and Co-pilot

 Window heat system for all heated cockpit windows
 Anti-skid system
 Thrust reversers for all engines

Full thrust take off rating is to be used for LVTO.

Supervised take-off and landing is not permitted during CAT II/III operations or LVTO.

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ILS CAT I APPROACH

1. Min MDA 200 ft. & RVR = / > 550 mts. Not less than 550 / 125 / 125.
2. TDZ is controlling.
3. Automatic Approach + Manual Landing is authorised.
Manual APP + Manual Landing is authorized.
4. No AP or One or Both APs may be engaged but if any auto- pilot is engaged, it
must be disconnected latest by 160 ft. AGL
5. FMA 4th Column display must be CAT1 or CAT2 or CAT3 SINGLE or CAT3
DUAL*
6. The FMA 5th Column display may be no AP or AP1 or AP 1+2
7. A/THR may or may not be used, i.e. its serviceability is not mandatory
8. LOW VISIBILITY PROCEDURE ( LVP ) for the respective airport is not
mandatory but in case of Auto-Land practice, ATC must be informed.

*(Even for Auto-Land practice, CAT 1 must not be displayed on the FMA)

For ILS CAT II Operations:

1. Min. DH 100 ft. Min. RVR ≥ 300 mts.

2. TDZ RVR not less than 300 and MID RVR not less than 125 m.
3. Automatic App + Automatic Landing is permitted.
Automatic App Landing is to be performed with a pre-intention, the AP must be
disconnected latest by 80ft.(RA)+ Manual Landing is permitted.
If Manual
4. At least One or Both APs must be engaged for the Auto-App. or Auto-Land.
5. FMA 4th Col. display must be CAT2 or CAT3 SINGLE or CAT3 DUAL
FMA 5th Col. display must be AP 1 or AP 1+2
6. A/THR may or may not be available i.e. availability is not mandatory.
7. LOW VISIBILITY PROCEDURE (LVP) at respective airport must be in-force /
activated. Necessary confirmation & approval from ATC is required.
8. ESTABLISHMENT OF VISUAL REFERENCE at DH requires the pilot to be able
to see and identify at least 3 segments of the Precision Approach Lighting
System. Thereafter, till touchdown the pilot must also be able to maintain sight of
a visual reference of at least 3 segments as mentioned in Visual Reference
Required.

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SPEED G/S LOC CAT 3 AP 1+2

SINGLE 1FD2
DH 50 A/THR

FMA for CAT III FAIL-PASSIVE

CAT IIIA {with system as FAIL-PASSIVE}

1. TDZ RVR not less than 175 M/ MID RVR not less than 125 M / RO RVR not less
than 125
2. Automatic Approach + Automatic Landing only.
For CAT IIIA*, in case of a system failure, the AP can be disconnected at
touchdown
.if the visual reference required is established.
3. At least ONE AP (for DH >50 ft.) MUST be engaged and an Auto-Land must be
performed.

4. FMA 4th Col. display may be either CAT 3 SINGLE or CAT 3 DUAL
5. FMA 5th Col. display must be either AP 1{2} or AP 1+2 & A/THR
6. A/THR MUST be serviceable and available
7. LOW VISIBILITY PROCEDURE (LVP) at the respective airport must be in-force /
activated. ATC confirmation and approval is required.
8. Establishment of VISUAL REFERENCE at DH, remains same as for CAT II.

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SPEED G/S LOC CAT 3 AP 1+2

DUAL 1FD2
NO DH A/THR

FMA for CAT 3 FAIL-OPERATIONAL

CAT III B {system has to be FAIL-OPERATIONAL}

1. DH= less than 50 FT or No DH; TDZ RVR not less than 75 / MID RVR not less
than 75M / RO RVR not less than 75 mts.
3. AUTOMATIC APPROACH + AUTOMATIC LANDING ONLY
4. Both APs must be available and engaged.
5. FMA 4th Col. must display CAT 3 DUAL
6 FMA 5th Col. must display AP 1+2 & A/THR
7. LOW VISIBILITY PROCEDURE (LVP) for the respective airfield must be in force /
activated and ATC confirmation and approval is required.

ALERT HEIGHT = 100 ft.

When system becomes Fail Passive, {AP 1+2 and CAT 3 SINGLE / or Any one AP and CAT
3 SINGLE}, you will do the CAT III A operation.

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Airline, Aircraft, Aircrew qualification:

The airline, aircraft and the crew are required to be qualified for LVO as per the
requirement of DGCA:

a. Indigo is approved for up to CAT III B operations.

The operations by Indigo are approved by DGCA in accordance with CAR Section 2
Series ‘O’ Part XIV – ‘Airworthiness and maintenance requirements for CAT II / CAT
III Operations’, CAR Section 8 Series ‘B’ Part I – ‘operator Authorisation for ILS CAT
II/III/A/B Operations’ and CAR Section 8 Series ‘C ‘Part I Rev. 4 – ‘All Weather
Operations’.

b. A320 aircraft is certified for CAT II/III A/III B operations.

Each aircraft on the strength of Indigo are certified for operations with decision
heights below 200 ft. or no decision height and equipped in accordance with CAR
Section 2 Series ‘O’ Part XIV – Airworthiness and Maintenance Requirements for
CAT II / III Operations.

Vide Operation Specification of the Air Operator Permit; Low Visibility Operations are
approved for Approach and landing CAT II/III A/III B with RVR 300/175/75 m and DH
100/50/0 ft.

LVTO is approved with RVR 125 m

c. Air Crew Qualification and Flying Experience Requirements for CAT II /

III:

Prior to being authorized for CAT II or CAT III operations, pilot shall meet the
following qualifications and experience requirements (Refer CAR Section 8
Series ‘C’ Part I Rev. 5, 3rd June 2014):

 Licence and Ratings –

- Current CPL or higher licence

- Instrument Rating

 Flying Experience for PIC –

- Total Flying experience 2500 hrs.

- PIC experience on type 500 hrs. (For pilots with no previous CAT II/III
authorisation), 100 hrs. (For pilots with previous CAT II/III
authorisation).

- Night flying on type 100 hrs.

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- Instrument Flying 100 hrs. (Including not more than 50 hrs. on Full
Flight Simulator of the type)

 Flying Experience for Co-Pilot –

- Total flying experience 500 hrs.

- On type experience as released Co-pilot 300 hrs. (For pilots with no

previous CAT II/III authorisation), 100 hrs. (For pilots with previous
CAT II/III authorization).

- Instrument flying 100 hrs. (Including not more than 50 hrs. on Full
Flight Simulator of the type).

 Simulator Training: ……………………

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Aircraft and operating limitations (Automatic Approach, Landing and Roll Out)

FMGS with the associated equipment has been found to meet the requirements and
performance criteria. Compliance of these standards does not constitute an approval
to conduct CAT II /III operations. Such authorisation must be obtained from DGCA –
Refer AOP.

Limitations – Auto flight System / Flight Guidance System

AUTO- LAND:
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
‐ With CAT II and CAT III ILS beam.
‐ With slope angle within (-2.5 °, -3.15 °) range.
‐ At or below the maximum landing weight.
‐ For airport elevation at or below 6 500 ft.
‐ At approach speed (VAPP) = VLS + wind correction.
Minimum wind correction 5 kt, maximum wind correction 15 kt.
Automatic rollout performance has been approved on dry and wet runways, but performance on
snow-covered or icy runways has not been demonstrated.

One autopilot at least must be engaged in APPR mode and CAT 2 or CAT 3 SINGLE or CAT 3 DUAL
capability must be displayed on FMA.

For sharklet aircrafts:

In addition:
During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew
can use the remaining thrust reverser, provided that:
‐ Only IDLE reverse thrust is used
‐ The crosswind does not exceed 15 kt.

Auto land with OEI (ENGINE OUT)

CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out
procedures are completed before reaching 1 000 ft in approach.

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a. Minimum height for use of the Autopilot

- At take-off: 100 ft. AGL or at least 5 seconds after lift off whichever is earlier.

 In non-precision straight-in approach: MDA /MDH (or DA for LNAV/VNAV approach)

 In circling approach: MDA/MDH-100 ft.
 In PAR approach or equivalent: 250 ft. AGL
 After a manual go-around: 100 ft.
 IN all other flight phases: 500 AGL
 The use of AP and FD in OPEN DES and DES mode is not permitted if FCU altitude set
below MDA/MDH or 500ft. AGL whichever is higher.

- In ILS approach if CAT 1 is displayed {CAT 2 or CAT 3 capabilities are not displayed} on
FMA: 160 ft.AGL
- In ILS approach when CAT 2 or CAT 3 capabilities are displayed on FMA:
See in succeeding paragraphs…………

b. CAT II / CAT III Operations

Category II Automatic Approach without Automatic Landing:

- Minimum decision height: 100 feet

- One autopilot must be engaged in APPR mode and CAT 2 or CAT 3 SINGLE or CAT 3
DUAL capability must be displayed on FMA.
- Minimum height for AP disconnection: 80 ft.

Category II Automatic Approach with Automatic Landing:

- Minimum decision height 100 feet

- One autopilot at least must be engaged in APPR mode and CAT 2 or CAT 3SINGLE
or CAT 3 DUAL capability must be displayed on FMA.

Category III FAIL PASSIVE (CAT 3 SINGLE) Automatic Approach and

Automatic Landing:

- Minimum decision height: 50 Ft.

- One autopilot at least must be engaged in APPR mode and CAT 3 SINGLE or CAT
3 DUAL capability must be displayed on FMA.

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Category III FAIL OPERATIONAL (CAT 3 DUAL) Automatic Approach and

Automatic Landing

- Alert height 100 ft.

- CAT III B with DH

Minimum Approach Break-Off height: 25 ft. AGL based on a demonstrated height loss from
when TOGA is selected in a go-around and wind speeds of 5 kt. tail, 15 kt. head or below.
Two autopilot must be engaged in APPR mode and CAT3 DUAL capability must be
displayed on FMA.

- CAT III B without DH:

Two autopilots must be engaged in APPR mode and CAT 3 DUAL capability must be
displayed on FMA.
Minimum Runway Visual Range (RVR): 75 m

Maximum wind conditions for CAT II or CAT III automatic approach or

automatic landing and automatic roll out:

Headwind: 30 kt.
Tailwind: 10 kt.
Crosswind: 20 kt.

Crosswind for Shark-lets

20 Kt. for Automatic Approach, Landing (without Automatic Rollout)
15 Kt. for Automatic Roll

Note: Wind limitation is based on the surface wind reported by the tower. If the wind
displayed on the ND exceeds the above-noted Auto Land limitations, but the tower
reports surface wind within the limitations, then the autopilot can remain engaged.

If the tower reports a surface wind beyond the limitations, only a CAT I automatic
approach without Auto Land can be performed.

LIM 22 section of FCOM provides all limitations regarding CAT I, CAT II and III approaches
and landings. This also includes precautions to be taken when performing auto-land on Cat
1 ILS beam with good visibility.

Required equipment for CAT 2 and CAT 3 is given in QRH OPS. 04 A

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ILS AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS

The automatic landing system’s performance has been demonstrated on runways equipped with
CAT II or CAT III ILS approaches. However, automatic landing in CAT I or better weather conditions
is possible on CAT I ground installations or when ILS sensitive areas are not protected, if the
following precautions are taken:
‐ The airline has checked that the ILS beam quality and the effect of terrain profile before
the runway have no adverse effect on AP/FD guidance. In particular, the effect of terrain
discontinuities within 300 m before runway threshold must be evaluated.
‐ The crew is aware that LOC or GS beam fluctuations, independent of the aircraft systems, may
occur and the PF is prepared to immediately disconnect the AP and take appropriate action,
should unsatisfactory guidance occur.

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Flight Preparation and Approach procedures including flare and associate

actions:

Refer A 320 FCTM NO - 160

Task Sharing during CAT II / CAT III Approach and Landing:

FCOM PRO-NOR-SRP-01-70 provides task sharing during:

- CAT I App (or Better)

- CAT II Approach
- CAT III Approach with DH
- CAT III Approach without DH
- CAT III Approach /Landing without DH

This section also provides:

- Landing Categories
- Warnings for ILS Approach
- Failures and associated actions above 1000 feet for a CAT II or CAT III
- Failures and associated actions above 1000 feet during a CAT II approach
- Failures and associated actions below 1000 feet during a CATIII with DH
- Failures and associated actions below 1000 feet during a CAT III no DH.

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Practice Approaches

All Practice approaches on aircraft are to be carried out under weather conditions at
or above CAT I minimums

Practice Auto Approaches, at or above CAT I minimum, can be carried out on any
ILS equipped runway. However, practice Auto Approach Auto Land can only be
carried out on the below mentioned runways.

LIST OF AIRPORTS SUITABLE FOR PRACTICE AUTOLAND

S. APT INSTRUMENT S. APT INSTRUMENT

No. APPROACH No. APPROACH
1 VAAH ILS-23 9 VILK ILS-27
2 VABB ILS-09 10 VOCI ILS-27
3 VABO ILS-22 11 VOHS ILS-27L
4 VANP ILS-32 12 VOMM ILS-07, ILS-25
5 VECC ILS-19L, ILS-01R, 13 OMDB ILS-12L, ILS-12R,
ILS-19R ILS-30L, ILS-30R
6 VIAR ILS-34 14 WSSS ILS-02L, ILS-02C,
ILS-20C, ILS-20R
7 VIDP ILS-28, ILS-29, ILS- 15 OOMS ILS-08R, ILS-26L
11, ILS-10, ILS-27
8 VIJP ILS-27 16 VTBS ILS-19R, ILS-01L,
ILS-19L, ILS-01R

During practice approaches, crew should be aware that fluctuations of the LOC
and/or GS might occur due to the fact that protection of ILS sensitive areas, which
applies during LVP, will not necessarily be in force.

It is essential that the PF is prepared to take over manually at any time during a
practice approach and roll out, should the performance of AP becomes
unsatisfactory.

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AIRFIELD REQUIREMENT FOR CAT II / III A/B

Aerodrome requirements/considerations are presented in:

a. Video

b. PPT

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Table of equipment required for A-320 Cat 2 and Cat 3 approaches and landings
FMGS MONITORED:

EQUIPMENT FOR CAPABILITY OF

CAT 2 CAT 3 SINGLE CAT 3 DUAL
AP /FD 1 AP ENGAGED 1 AP ENGAGED 2 AP ENGAGED
AUTOTHRUIST 0 1 1
FMA 1 2 2 1 2 2
AUTO-THROTTLE 0 1 1
CAUTION
FAC 1 1 2
ELECTRICAL POWER 0 0 1
SUPPLY SPLIT
ELAC 1 1 1
YAW DAMPER / 1/1 1/1 1/2
RUDDER TRIM
PFD DUs 2 2 2
FLIGHT WARNING 1 1 2
COMPUTER
BSCU CHANNELS 0 1 1
RADIO ALTIMETERS 1 2 2
DISPLAYED ON
BOTH SIDES

DH INDICATOR 1 1 1
ILS RECEIVER 2 2 2
BEAM EXCESSIVE 1 2 2
DEVIATION WARNING
ATTITUDE INDICATION N° 1 + N° 2
(PFD1 / PFD2)
ADR / IR 2/2 2/2 2/2

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Table of equipment required for A-320 Cat 2 and Cat 3 approaches and landings
CREW MONITORED:

EQUIPMENT FOR CAPABILITY OF

CAT 2 CAT 3 SINGLE CAT 3 DUAL
AP DISCONNECT PB 2 2 2
“AP OFF“ ECAM 1 1 1
WARNING

“AUTOLAND “ LIGHT 1 1 1
RUDDER TRAVEL LIMIT 1**** 1**** 1****
SYSTEM

WINDOW HEAT (L or R 1** 1** 1**

windshield)

WINDSHIELD WIPERS 1** 1** 1**

or
RAIN REPELLANT (if
activated)

ND DUs 1 2 2
ANTISKID 0 1 1
NOSE WHEEL 0 0 1
STEERING

AUTO CALL OUT 0*** 1 1

FUNCTION

ATTITUDE INDICATION 1 1 1
(Stand- by)

* One unit required for the PNF

** One unit required for the PF
*** Required for Autoland
**** Required for Autoland with crosswind greater than 12 knots. - Electrical power supply split : device ensuring that both FMGC are powered by
independent electrical sources

NOTE Auto call-out function. Anti-skid and nose wheel steering are partially monitored by the FMGS

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

9. CAT II/III BRIEFING

PRE-REQUISITES:
 Verify Crew qualification and currency
 Aircraft Status (Check on ECAM STATUS page/QRH that the required landing capability is available)
 Weather (Destination & Alternate), check minima’s and wind limitation for auto land
 NOTAMs – Check that the airport meets CAT II/ III requirements as applicable
 ATC clearance for a CAT II/ III approach obtained

BRIEFING
 Approach Briefing as per S.O.P
 Approach Ban
 Minimum Visual References applicable to type of approach
 Vacation point/ Taxi route
 Brief review of task sharing & crew call outs
 Review crew response to failures
 AUTO BRAKE MED and MAX REV
 Cabin Crew Briefing

COCKPIT PREP
 Press to Test “ Auto-land” light
 Check Seat Position optimum
 Auto Brakes set to ‘MED’
 Flight deck lighting dimmed & Use of exterior lights

REVIEW OF FAILURE CASES

Above 1000 FT AGL:
 Downgrading conditions Downgrading from CAT III to CAT II is permitted only if:
- ECAM actions are completed.
- RVR is at least equal to CAT II Minima.
- Briefing is amended to include CAT II procedure and DH.
- Decision to downgrade is completed above 1000’ AGL.
 Downgrading from CAT II to CAT I is permitted only if:
- ECAM actions are completed.
- RVR is at least equal to CAT I Minima.
- Briefing is amended to include CAT I procedure and DH.
- The decision to downgrade is completed above 1000’ AGL.
Note: Switching from one autopilot to another above 1000’ AGL is permitted.

Below 1000 FT AGL and above DH (CAT 2 or CAT 3 SINGLE) or above 100 feet RA / Alert Height (CAT 3 DUAL), a Go-
Around should be performed in case of:
 Amber Caution (single chime), or
 Landing capability degradation

Page | 14
 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

9.1 CALL OUTS

CREW CALLOUTS–CAT II/III

Flight Conditions CM1Actions/ Calls CM2 Actions/ Calls
OM/DME CROSSCHECK
OM/Equivalent Fix CHECKED
ALT……… FT
1000 FT RADIO CHECKED 1000 FT
350 FT RA LAND(Check ILS Ident & Inbound course)
(1)
DH+100 FT(CATII) CHECKED ONE HUNDRED ABOVE
(1) (2) (1) (2)
100 FT RA(CATIII) CHECKED / CONTINUE ONEHUNDRED /ALERT HEIGHT
(1)
DH CONTINUE MINIMUM
30 FT RA FLARE/NO FLARE
Monitor Thrust Reduction & Flare by Flight Instruments Monitor Auto Call Outs
10 FT RA AUTO CALLOUT
Retard THRUST LEVERS to idle Monitor engine parameters
<<RETARD>>
ROLLOUT SPOILERS
REVERSE GREEN
At touch down Select MAX reverse thrust
DECEL
70 Kts
At end of roll Out Disengage AP<60Kt Disengage Auto Brake
(1)
MINIMUM
GO AROUND - FLAPS FLAPS..........
DH/GO AROUND
GEAR UP POSITIVE CLIMB
GEAR UP

(1) (2)
Monitor auto call out if available CAT III B NO DH

TABLE - REPORTED AND RELEVANT RVR (Minimum Values for a type of operation)

RVR
Type of operation
Touch-downzone Mid zone Roll-out zone
Cat I 550m 125m 125m
Cat II 300m 125m 125m
Cat IIIA 175m 125m 125m
CAT IIIB 75m 75m 75m

Note:
1 Minimum RVR of 75m corresponds to AFM roll-out guidance system limitations.
2 The values underlined in bold font are required for the type of operation.
3 Specific Rwy RVR Applicability - Refer on board minima file

Page | 15
 


U.P.R.T

RECOMMENDED RECOVERY
TECHNIQUES TRAINEE

IndiGo Training Department August 2020

Nose high:
- Bank angle 60 deg.
- keep thrust, push nose down.
- when about 10 deg above horizon, reduce bank to 30 deg to 40 deg,
keep positive forward stick pressure.
- when nose below horizon ( 2.5 deg),
- wings Level, wait for speed to increase to 220 kts.
- now gently pull nose up to 6 deg to recover

Nose Low:
- wings level
- simultaneously pull nose up, gently 6 deg.
- thrust lever IDLE and speed breaks FULL.
- once speed starts decreasing ( check the speed trend)
- speed BRK RETRACT, THRUST TO C/L
 UPSET RECOVERY PREVENTION TRAINING

Introduction
The Objective of Upset Prevention and Recovery Training (UPRT) is to provide flight crew with
the required competencies in order to prevent or recover from a developing or developed
aeroplane situation including a stall. UPRT is one concept with two parts·
1)Upset prevention training 2) Upset recovery training. This presentation addresses upset
recovery training. For the purpose of the exercises, upset prevention is assumed to have failed.
All exercises are manoeuvre-based, enabling the flight crew to apply their handing Skills and
recovery strategy whilst applying CRM principles to return the aeroplane from an upset
condition to a stabilised flight path.
OEM ( Original Equipment Manufacture) -AIRBUS Recommendations
Type-specific stall recovery procedures and upset recovery techniques recommended and
published by the OEM takes precedence over any other guidance, recommendations or
methodology. Refer to the FCOM/FCTM as applicable.
Note: Airbus Upset Recovery Techniques currently published as an OPERATIONS TRAINING
TRANSMISSION (OTI - Ref 999.0077/16 Rev 00 dated 20-Jun-2016). Refer to the Upset
Prevention and Recovery section in the FCTM .

UPRT:
This presentation of this course is a company requirement .The course will be taught through E
Learning and discussed and evaluated on an online platform (For Eg. MS Teams) with the
instructor.
> Causes and contributing factors to upsets
> Upset presentation and recognition
> Recovery strategies
> Emphasis on aerodynamics, flight dynamics and aircraft design principles.

UPRT is one concept with two parts.

1) Upset prevention training
2) Upset recovery training,
Upset prevention training is delivered as a combination of Manoeuvre Based Training (MBT) and
Scenario Based Training (SBT) As a basic rule manoeuvre based training should precede
scenario based training. From a training perspective it is also of interest to examine how the
methods of scenario- and manoeuvre based training are linked to the training objectives of
prevention and recovery during UPRT.
MBT.Recovery exercises assume that prevention has failed and an upset condition exists. The
instructor, not the crew, takes responsibility for the creation of the upset condition. SBT: Training
scenarios should be designed in a way that crews can develop the core competencies to
recognise and manage threats, errors and undesired aircraft states successfully and to achieve
a safe outcome .



 ENERGY

A pilot has three sources of energy available to manage or manipulate the flight path of
an airplane.Pilots who understand the airplane energy state will be in a position to know
instantly what options they may have to manoeuvre their airplane and therefore manage
the trajectory.
The three sources of energy are:
a Kinetic energy, which increases with increasing airspeed.
b Potential energy, which is proportional to altitude.
c Chemical energy, from the fuel in the tanks which can be converted to thrust.

These three types of energy can be traded, or exchanged:

• Airspeed can be traded for altitude (kinetic to potential energy)
• Altitude can be traded for airspeed (potential to kinetic energy)
• Thrust can be converted into airspeed and/or altitude (chemical to either kinetic or
potential energy)



AIRPLANE UPSET RECOVERY TECHNIQUES
Upset recovery techniques can be refined into either:
• Nose high
• Nose low.

This provides the basis for relating the aerodynamic information and techniques to specific
situations.
Consolidation of recovery techniques into these two situations is done for simplification and
ease of retention.Autopilots (A/P) and auto thrust (A/THR) are generally intended to be used
when the airplane is within its normal flight envelope. If the A/P and/or A/THR are responding
correctly to a flight path and/or energy divergence, it may not be appropriate to decrease the
level of automation. Adhere to OEM guidance.If the A/P and A/THR are not responding
correctly they must be disconnected.



 The first actions for recovering from an airplane upset must be correct and timely.
It is very important for the crew to realise the differences in airplane handling at
low altitude, versus high altitude (less thrust/power available and more sensitive
flight controls).
Managing startle is imperative all the time, but particularly in high altitude
conditions where the pilot has the least amount of hands on experience to
manipulate the airplane.
The key point is to use gentle control inputs and not arbitrary control inputs.
Exaggerated control inputs through reflex responses must be avoided.
An excessive or inappropriate control input that overshoots the desired response
can startle the pilot and cause one upset to lead to another.

INITIAL INDICATIONS OF UPSET

VERTICAL SPEED



PITCH ATTITUDE

A) ANALYSE PRIMARY FLIGHT INSTRUMENTS AND

PERFORMANCE INSTRUMENTS

NOTE: PFD -ATTITUDE INDICATOR IS THE PRIMARY REFERENCE

FOR RECOVERY.

NOSE LOW : SPEED NORMALLY INCREASING ,ALTITUDE

DECREASING, VERTICAL SPEED INDICATES A DESCENT.
NOSE HIGH: SPEED DECREASING,ALTITUDE INCREASING ,
VERTICAL SPEED NORMALLY INDICATES A CLIMB.

SPEED

FIXED AIRCRAFT SYMBOL

B) BANK INDICATOR IS USED TO DETERMINE SKY POINTER/

AIRPLANE BANK.SKY POINTER/SIDE SLIP SIDE SLIP
INDICATOR INDICATOR
 GENERIC RECOVERY TECHNIQUE

RECOGNISE AND CONFIRM THE

DEVELOPING SITUATION
TEACHING TECHNIQUES:

RECOGNITION:
FIRST PILOT TO NOTICE ANNOUNCE ANY
PFD DIVERGENCE:
ANNOUNCE:
1) NOSE HIGH/ NOSE
2) WINGS LEVEL / BANK
PITCH ( NOSE HIGH-NOSE LOW)
3) SPEED INCREASING / SPEED
DECREASING
ROLL/ BANK (WINGS LEVEL-BANK)

RECOVER FROM STALL IF REQUIRED SPEED (INCREASING-DECREASING)

AUTO PILOT: DISCONNECT IF REQUIRED

(iF AP IS RESPONDING CORRECTLY TO
ARREST DIVERGENCE-MAINTAIN ON.IF NOT
RESPONDING CORRECTLY PUSH AND
HOLD A/P DISCONNECT PB TO TAKE
POSITIVE CONTROL)

A/THR :OFF IF REQUIRED

(IiF A/THR IS RESPONDING CORRECTLY TO
P: PUSH
ARREST DIVERGENCE-MAINTAIN ON”)

R: ROLL
PITCH: APPLY NOSE DOWN -
UNLOAD APPLY AS MUCH NOSE DOWN
CONTROL INPUT AS REQUIRED TO OBTAIN A T: THRUST
NOSE DOWN PITCH RATE.IT IS IMPORTANT TO
REDUCE WING LOADING EVEN IN A NOSE
LOW HIGH BANK SITUATION UPSET
S: SPEED
SITUATION AS THIS INCREASES ROLL
EFFECTIVENESS WHILE DECREASING LOADS
ON THE AIRCRAFT.
S: STABILISE.

ROLL/BANK
ADJUST AS NECESSARY
This sequence of actions is for guidance only
and represents options for the PF to consider
THRUST -DRAG and use depending on the situation.
THRUST & DRAG: ADJUST IF REQUIRED Calling out each action triggers this thought
USE THRUST SPEED BRAKES TO CONTROL process.Not all actions may be necessary once
AIRSPEED.
the recovery is underway.It must be clearly
understood and emphasised that these steps
SPEED:
INCREASING: MONITOR VMO/MMO.
(PITCH/THRUST ;CORRECTED ACCORDINGLY)


DECREASING; AVOID STALL
(PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST

 RECOVERY PROCESS

IF THE AIRPLANE IS STALLED,RECOVERY FROM THE STALL

USING AIRBUS STALL RECOVERY RECALL/ MEMORY ACTIONS
TO BE ACCOMPLISHED FIRST UNTIL STALL RECOVERY
COMPLETED.

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY CALL OUTS IN THIS FORMAT:

PFD DIVERGENCE >”PITCH” >NOSE HIGH/ NOSE LOW
>”BANK” >WINGS LEVEL/ BANK
>”SPEED” >SPEED INCREASING/SPEED
DECREASING
“I HAVE CONTROL”

AUTO PILOT: DISCONNECT IF REQUIRED” MONITOR AIRSPEED AND ATTITUDE

(iF AP AIS RESPONDING CORRECTLY TO THROUGHOUT THE RECOVERY AND
ARREST DIVERGENCE-MAINTAIN ON.IF NOT ANNOUNCE ANY CONTINUED DIVERGENCE
RESPONDING CORRECTLY PUSH AND HOLD
A/P DISCONNECT PB TO TAKE POSITIVE
CONTROL)

A/THR :OFF
(*iF A/THR IS RESPONDING CORRECTLY TO
ARREST DIVERGENCE-MAINTAIN ON”

ACTIONS
PITCH: APPLY NOSE DOWN -UNLOAD APPLY CALL OUT
AS MUCH NOSE DOWN CONTROL INPUT AS ATTITUDE
REQUIRED TO OBTAIN A NOSE DOWN PITCH SPEED
RATE.IT IS IMPORTANT TO REDUCE WING ALTITUDE
LOADING EVEN IN A NOSE LOW HIGH BANK
SITUATION UPSET SITUATION AS THIS THROUGHOUT THE RECOVERY
INCREASES ROLL EFFECTIVENESS WHILE
DECREASING LOADS ON THE AIRCRAFT. VERIFY ALL ACTIONS HAVE BEEN COMPLETED
AND CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED

THRUST: ADJUST IF REQUIRED TO ENSURE

ADEQUATE PITCH CONTROL IF REQUIRED USE
TOGA.

SPEED DECREASING; AVOID STALL .

(PITCH/THRUST CORRECTED ACCORDINGLY)
SPEED INCREASING: IDLE THRUST CONSIDER
USE OF SPEED BRAKES

STABILISE: FLIGHT PATH ADJUST

(PITCH,BANK ,THRUST & SPEED BRAKES TO A
STEADY FLIGHT


“ PULL”



 THRUST TABLES



AIRBUS STALL RECOVERY PROCEDURE



 STALL
SKY POINTER/SIDE
SLIP INDICATOR

PITCH ATTITUDE

1200

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL”

CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS
PITCH: NOSE DOWN PITCH CONTROL …
APPLY, THEN ADJUST ACCORDINGLY.
ROLL: WINGS LEVEL
SPEED BRAKE: RETRACT
WHEN OUT OF STALL CONDITIONS
THRUST SMOOTHLY AS REQUIRED
NOTE: THRUST HAS AN ADVERSE EFFECT
ON ANGLE OF ATTACK WITH UNDER WING
MOUNTED ENGINES
 STALL RECOVERY (LEFT SEAT)

“STALL I HAVE
STALL STALL CONTROL ”

SITUATIONAL ANALYSIS

1) STALL
2) LOW ALTITUDE
3) ALTITUDE LOSS IS
CRITICAL

RIGHT HAND

LEFT HAND 1) SPEED BRAKES ..RETRACT

2) WHEN OUT OF STALL

1) NOSE DOWN ……COMMAND
(NO LONGER STALL
2) BANK………WINGS LEVEL CONDITIONS)
THRUST……….SMOOTHLY
INCREASE

STALL RECOVERY (RIGHT SEAT)

STALL STALL

“STALL I HAVE
CONTROL”
SITUATIONAL ANALYSIS

1) STALL
2) LOW ALTITUDE
3) ALTITUDE LOSS IS
CRITICAL

LEFT HAND

1) SPEED BRAKES ..RETRACT RIGHT HAND

2) WHEN OUT OF STALL 1) NOSE DOWN ……COMMAND

(NO LONGER STALL
CONDITIONS) 2) BANK………WINGS LEVEL
THRUST……….SMOOTHLY
INCREASE
 PITCH-THRUST

NOTE: AT HIGHER ALTITUDES MAX CLIMB THRUST - MCT TOGA

ARE THE SAME VALUE
 A320 FLIGHT CONTROL PROTECTIONS



 STALL
SKY POINTER/SIDE
SLIP INDICATOR

PITCH ATTITUDE

10000

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL”

CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS
PITCH: NOSE DOWN PITCH CONTROL …
APPLY-(Off load to neutral then push)
ROLL: WINGS LEVEL
SPEED BRAKE: RETRACT
WHEN OUT OF STALL CONDITIONS
CONFIG: CLEAN UP AS PER GO AROUND.
THRUST SMOOTHLY AS REQUIRED
NOTE: THRUST HAS AN ADVERSE EFFECT
ON ANGLE OF ATTACK WITH UNDER WING
MOUNTED ENGINES
 

STALL RECOVERY (LEFT SEAT)

“STALL I HAVE
STALL STALL CONTROL”


SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

LEFT HAND RIGHT HAND

1) NOSE DOWN ……COMMAND 1) SPEED BRAKES ..RETRACT

2) BANK………WINGS LEVEL 2) WHEN OUT OF STALL

(NO LONGER STALL
CONDITIONS)
THRUST……….SMOOTHLY
INCREASE

STALL RECOVERY (RIGHT SEAT)

STALL STALL

“STALL I HAVE
CONTROL”
SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

LEFT HAND

1) SPEED BRAKES ..RETRACT RIGHT HAND

2) WHEN OUT OF STALL 1) NOSE DOWN ……COMMAND
(NO LONGER STALL
CONDITIONS) 2) BANK………WINGS LEVEL
THRUST……….SMOOTHLY
INCREASE
 STALL
SKY POINTER/SIDE
SLIP INDICATOR

PITCH ATTITUDE

28000

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL”

CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS
PITCH: NOSE DOWN PITCH CONTROL …
APPLY-(Off load to neutral then push)
ROLL: WINGS LEVEL
SPEED BRAKE: RETRACT
WHEN OUT OF STALL CONDITIONS
THRUST SMOOTHLY AS REQUIRED
NOTE: THRUST HAS AN ADVERSE EFFECT
ON ANGLE OF ATTACK WITH UNDER WING
MOUNTED ENGINES
 STALL RECOVERY (LEFT SEAT)

“STALL I HAVE
STALL STALL CONTROL ”

SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

RIGHT HAND

LEFT HAND 1) SPEED BRAKES ..RETRACT

2) WHEN OUT OF STALL

1) NOSE DOWN ……COMMAND
(NO LONGER STALL
2) BANK………WINGS LEVEL CONDITIONS)
THRUST……….SMOOTHLY
INCREASE

STALL RECOVERY (RIGHT SEAT)

STALL STALL

“STALL I HAVE
CONTROL”
SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

LEFT HAND

1) SPEED BRAKES ..RETRACT RIGHT HAND

2) WHEN OUT OF STALL 1) NOSE DOWN ……COMMAND

(NO LONGER STALL
CONDITIONS) 2) BANK………WINGS LEVEL
THRUST……….SMOOTHLY
INCREASE
 AIRBUS NOTES ON HIGH ALTITUDE HANDLING

Airbus: This OTT provides recommendations on training techniques, procedures or

programs to operators.
DESCRIPTION OF EXERCISES – HIGH ALTITUDE HANDLING

a. Objective

1. The instructor should remind the crew that this is a handling exercise to maintain their
proficiency.
2. The instructor should also remind the crew that a loss of automation may be startling but
that minimal inputs are required to maintain the safe flight-path in such a case.
3. Knowledge of the normal pitch and thrust values is of great importance.
4. Both pilots should practice the exercises with an emphasis on discovering the handling
characteristics associated with the corresponding flight control law.
5. They should also gain a better understanding of High Altitude Handling in particular the
Detection and Recognition of the degraded situation if any.
6. Repeat the exercise for each pilot until they are ready to continue.

b. Normal Law at high altitude

1. Select an aircraft weight that results in a recommended maximum altitude (REC MAX) at
2000ft below the aircraft certified ceiling. Position the simulator close to this REC MAX.
2. Position the aircraft as described above, with normal operations and a Mach number
according to Cost Index.
3. Set AP/FD and A/THR to OFF. Flight Path Vector OFF.

Revert to Alternate Law.

1. Set AP/FD and A/THR to OFF. Flight Path Vector OFF.
2. Repeat the Normal Law handling exercises described above but this time in Alternate
Law.
 STALL
SKY POINTER/SIDE
SLIP INDICATOR

PITCH ATTITUDE

35000

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

“STALL I HAVE CONTROL”

CONFIRM PF ASSESSMENT OF SITUATION

ACTIONS
PITCH: NOSE DOWN PITCH CONTROL …
APPLY-(Off load to neutral then push)
ROLL: WINGS LEVEL
SPEED BRAKE: RETRACT
WHEN OUT OF STALL CONDITIONS
THRUST SMOOTHLY AS REQUIRED
NOTE: THRUST HAS AN ADVERSE EFFECT
ON ANGLE OF ATTACK WITH UNDER WING
MOUNTED ENGINES
 STALL RECOVERY (LEFT SEAT)

“STALL I HAVE
STALL STALL CONTROL ”

SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

RIGHT HAND

LEFT HAND 1) SPEED BRAKES ..RETRACT

2) WHEN OUT OF STALL

1) NOSE DOWN ……COMMAND
(NO LONGER STALL
2) BANK………WINGS LEVEL CONDITIONS)
THRUST……….SMOOTHLY
INCREASE

STALL RECOVERY (RIGHT SEAT)

STALL STALL

“STALL I HAVE
CONTROL”
SITUATIONAL ANALYSIS

1) STALL
2) ALTITUDE LOSS IS
NOT CRITICAL

LEFT HAND

1) SPEED BRAKES ..RETRACT RIGHT HAND

2) WHEN OUT OF STALL 1) NOSE DOWN ……COMMAND

(NO LONGER STALL
CONDITIONS) 2) BANK………WINGS LEVEL
THRUST……….SMOOTHLY
INCREASE
 FIXED AIRCRAFT SYMBOL

WINGS LEVEL

SKY POINTER/SIDE
SLIP INDICATOR

NOSE HIGH
5000

PITCH ATTITUDE

SPEED

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD >NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK
DIVERGENCE >”PITCH” >BANK >SPEED >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL”

AUTO PILOT: DISCONNECT IF REQUIRED” MONITOR AIRSPEED AND ATTITUDE

(IF AP AIS RESPONDING CORRECTLY TO ARREST THROUGHOUT THE RECOVERY AND
DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING ANNOUNCE ANY CONTINUED DIVERGENCE
CORRECTLY PUSH AND HOLD A/P DISCONNECT PB
TO TAKE POSITIVE CONTROL)

A/THR :OFF
(IF A/THR IS RESPONDING CORRECTLY TO ARREST
DIVERGENCE-MAINTAIN ON”

ACTIONS

PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS CALL OUT

MUCH NOSE DOWN CONTROL INPUT AS REQUIRED ATTITUDE
TO OBTAIN A NOSE DOWN PITCH RATE.IT IS SPEED
IMPORTANT TO REDUCE WING LOADING EVEN IN A ALTITUDE
NOSE LOW HIGH BANK SITUATION UPSET
SITUATION AS THIS INCREASES ROLL
THROUGHOUT THE RECOVERY
EFFECTIVENESS WHILE DECREASING LOADS ON
THE AIRCRAFT.
VERIFY ALL ACTIONS HAVE BEEN COMPLETED
AND CALL OUT ANY OMISSIONS
ROLL: ADJUST BANK AS REQUIRED

THRUST: ADJUST IF REQUIRED TO ENSURE

ADEQUATE PITCH CONTROL IF REQUIRED USE
TOGA.

SPEED DECREASING; AVOID STALL .

(PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST

(PITCH,BANK ,THRUST & SPEED BRAKES TO A
STEADY FLIGHT
 PILOT FLYING PILOT MONITORING

SITUATIONAL ANALYSIS

1) NOSE HIGH

1 2) WINGS LEVEL

3) SPEED: DECREASING

RECOGNISE & CONFIRM

UPSET SITUATION:
REGAIN CONTROL OF
AIRCRAFT.

“NOSE HIGH” “ CONFIRMED”

2
BOTH PILOTS MUST
ANNOUNCE WHAT
THEY OBSERVE

“ I HAVE CONTROL”

1)AUTO PILOT_____ DISCONNECT IF

3 REQUIRED” (IF AP AIS RESPONDING CORRECTLY
TO ARREST DIVERGENCE-MAINTAIN ON”
2) A/THR___OFF ( IF REQUIRED (IF A/THR IS
RESPONDING CORRECTLY TO ARREST
DIVERGENCE-MAINTAIN ON”

*RECOVER FROM STALL IF REQUIRED

3) APPLY PITCH ORDER

NOSE HIGH___APPLY NOSE DOWN ORDER

4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP

INDICATOR -WINGS LEVEL)

5) THRUST : ADJUST TO ENSURE ADEQUATE PITCH

CONTROL IF REQUIRED USE TOGA.

6) SPEED DECREASING: AVOID STALL-CONFIRM

PITCH/THRUST CORRECTED.
 FIXED AIRCRAFT SYMBOL SKY POINTER /SIDE
SLIP INDICATOR
PITCH ATTITUDE
WINGS LEVEL

WINGS LEVEL
NOSE HIGH
SPEED 28750

STD

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD >NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK
DIVERGENCE >”PITCH” >BANK >SPEED >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL”

AUTO PILOT: DISCONNECT IF REQUIRED” MONITOR AIRSPEED AND ATTITUDE

(IF AP IS RESPONDING CORRECTLY TO ARREST THROUGHOUT THE RECOVERY AND
DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING ANNOUNCE ANY CONTINUED DIVERGENCE
CORRECTLY PUSH AND HOLD A/P DISCONNECT PB
TO TAKE POSITIVE CONTROL)

A/THR :OFF
(IF A/THR IS RESPONDING CORRECTLY TO ARREST
DIVERGENCE-MAINTAIN ON”

ACTIONS

PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS CALL OUT

MUCH NOSE DOWN CONTROL INPUT AS REQUIRED ATTITUDE
TO OBTAIN A NOSE DOWN PITCH RATE.IT IS SPEED
IMPORTANT TO REDUCE WING LOADING EVEN IN A ALTITUDE
NOSE LOW HIGH BANK SITUATION UPSET
SITUATION AS THIS INCREASES ROLL
THROUGHOUT THE RECOVERY
EFFECTIVENESS WHILE DECREASING LOADS ON
THE AIRCRAFT.
VERIFY ALL ACTIONS HAVE BEEN COMPLETED
AND CALL OUT ANY OMISSIONS
ROLL: ADJUST BANK AS REQUIRED

THRUST: ADJUST IF REQUIRED TO ENSURE

ADEQUATE PITCH CONTROL IF REQUIRED USE
TOGA.

SPEED DECREASING; AVOID STALL .

(PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST

(PITCH,BANK ,THRUST & SPEED BRAKES TO A
STEADY FLIGHT
 PILOT FLYING PILOT MONITORING



SITUATIONAL ANALYSIS

1) NOSE HIGH

2) WINGS LEVEL
1 3) SPEED: DECREASING

RECOGNISE & CONFIRM

UPSET SITUATION:
REGAIN CONTROL OF
AIRCRAFT.

“NOSE HIGH”
“WINGS LEVEL”
“SPEED DECREASING” “ ALL CONFIRMED”

2
BOTH PILOTS MUST
ANNOUNCE WHAT
THEY OBSERVE

“ I HAVE CONTROL”

1)AUTO PILOT____________OFF (if required)

3
2) A/THR_________________OFF (if required)

*RECOVER FROM STALL IF REQUIRED

3) APPLY PITCH ORDER

NOSE HIGH___APPLY NOSE DOWN ORDER

4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP

INDICATOR -WINGS LEVEL)

5) THRUST: ADJUST TO ENSURE ADEQUATE PITCH

CONTROL IF REQUIRED USE TOGA.

6) SPEED DECREASING: AVOID STALL-CONFIRM

PITCH/THRUST CORRECTED.

7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT

AIRSPEED .
 SKY POINTER/
ROLL RIGHT-TOWARDS SIDE SLIP
FIXED AIRCRAFT SYMBOL
THE SIDE SLIP INDICATOR INDICATOR

PITCH ATTITUDE

LEFT WING LOW

NOSE LOW
SPEED
28000

STD

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD >NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK
DIVERGENCE >”PITCH” >BANK >SPEED >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL”

AUTO PILOT: DISCONNECT IF REQUIRED” MONITOR AIRSPEED AND ATTITUDE THROUGHOUT

(IF AP IS RESPONDING CORRECTLY TO ARREST THE RECOVERY AND ANNOUNCE ANY CONTINUED
DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING DIVERGENCE
CORRECTLY PUSH AND HOLD A/P DISCONNECT PB
TO TAKE POSITIVE CONTROL)

A/THR :OFF
(IF A/THR IS RESPONDING CORRECTLY TO ARREST
DIVERGENCE-MAINTAIN ON”

ACTIONS

PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS CALL OUT

MUCH NOSE DOWN CONTROL INPUT AS REQUIRED ATTITUDE
TO OBTAIN A NOSE DOWN PITCH RATE.IT IS SPEED
IMPORTANT TO REDUCE WING LOADING EVEN IN A ALTITUDE
NOSE LOW HIGH BANK SITUATION UPSET
SITUATION AS THIS INCREASES ROLL THROUGHOUT THE RECOVERY
EFFECTIVENESS WHILE DECREASING LOADS ON
THE AIRCRAFT. VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND
CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED

THRUST: ADJUST IF REQUIRED TO ENSURE

ADEQUATE PITCH CONTROL IF REQUIRED USE
TOGA.

SPEED DECREASING; AVOID STALL .

(PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST

(PITCH,BANK ,THRUST & SPEED BRAKES TO A
STEADY FLIGHT
 PILOT FLYING PILOT MONITORING



SITUATIONAL ANALYSIS

1)NOSE LOW

2) BANK:
1
3) SPEED: DECREASING

RECOGNISE & CONFIRM

UPSET SITUATION:
REGAIN CONTROL OF
AIRCRAFT.

NOSE LOW”
“ ALL CONFIRMED”
“ BANK”
“SPEED INCREASING”
2
BOTH PILOTS MUST
ANNOUNCE WHAT
THEY OBSERVE

“ I HAVE CONTROL”

1)AUTO PILOT____________OFF (if required)

3
2) A/THR_________________OFF (if required)

*RECOVER FROM STALL IF REQUIRED

3) APPLY PITCH ORDER

NOSE LOW___APPLY NOSE DOWN ORDER .

4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP

INDICATOR IS ON THE RIGHT-ROLL WING RIGHT)

5) THRUST : ADJUST

6) SPEED INCREASING: MONITOR VMO/MMO.

SPEEDBRAKES USE IF REQUIRED

7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT

AIRSPEED .
 ROLL RIGHT-
FIXED AIRCRAFT TOWARDS THE
SYMBOL SIDE SLIP SKY POINTER / SIDE
INDICATOR SLIP INDICATOR

PITCH

NOSE HIGH
ATTITUDE

35000
SPEED

LEFT WING LOW

STD

PILOT FLYING PILOT MONITORING

RECOGNISE & CONFIRM SITUATION RECOGNISE & CONFIRM SITUATION

FIRST PILOT TO NOTICE ANNOUNCE ANY PFD >NOSE HIGH/ NOSE LOW>WINGS LEVEL/ BANK
DIVERGENCE >”PITCH” >BANK >SPEED >SPEED INCREASING/SPEED DECREASING

“I HAVE CONTROL”

AUTO PILOT: DISCONNECT IF REQUIRED” MONITOR AIRSPEED AND ATTITUDE THROUGHOUT

(IF AP IS RESPONDING CORRECTLY TO ARREST THE RECOVERY AND ANNOUNCE ANY CONTINUED
DIVERGENCE-MAINTAIN ON.IF NOT RESPONDING DIVERGENCE
CORRECTLY PUSH AND HOLD A/P DISCONNECT PB
TO TAKE POSITIVE CONTROL)

A/THR :OFF
(IF A/THR IS RESPONDING CORRECTLY TO ARREST
DIVERGENCE-MAINTAIN ON”

ACTIONS

PITCH: APPLY NOSE DOWN -UNLOAD APPLY AS CALL OUT

MUCH NOSE DOWN CONTROL INPUT AS REQUIRED ATTITUDE
TO OBTAIN A NOSE DOWN PITCH RATE.IT IS SPEED
IMPORTANT TO REDUCE WING LOADING EVEN IN A ALTITUDE
NOSE LOW HIGH BANK SITUATION UPSET
SITUATION AS THIS INCREASES ROLL THROUGHOUT THE RECOVERY
EFFECTIVENESS WHILE DECREASING LOADS ON
THE AIRCRAFT. VERIFY ALL ACTIONS HAVE BEEN COMPLETED AND
CALL OUT ANY OMISSIONS

ROLL: ADJUST BANK AS REQUIRED

THRUST: ADJUST IF REQUIRED TO ENSURE

ADEQUATE PITCH CONTROL IF REQUIRED USE
TOGA.

SPEED DECREASING; AVOID STALL .

(PITCH/THRUST CORRECTED ACCORDINGLY)

STABILISE: FLIGHT PATH ADJUST

(PITCH,BANK ,THRUST & SPEED BRAKES TO A
STEADY FLIGHT
 PILOT FLYING PILOT MONITORING

SITUATIONAL ANALYSIS

1)NOSE HIGH

2) BANK:
1
3) SPEED: DECREASING

RECOGNISE & CONFIRM

UPSET SITUATION:
REGAIN CONTROL OF
AIRCRAFT.

“NOSE HIGH”
“BANK”
“SPEED DECREASING” “ ALL CONFIRMED”

2
BOTH PILOTS MUST
ANNOUNCE WHAT
THEY OBSERVE

“ I HAVE CONTROL”

1)AUTO PILOT____________OFF (if required)

3
2) A/THR_________________OFF (if required)

*RECOVER FROM STALL IF REQUIRED

3) APPLY PITCH ORDER

NOSE HIGH___APPLY NOSE DOWN ORDER

4) ADJUST ROLL( USE SKY POINTER/SIDE SLIP

INDICATOR IS ON THE RIGHT-ROLL WINGS RIGHT)

5) THRUST: ADJUST TO ENSURE ADEQUATE PITCH

CONTROL IF REQUIRED USE TOGA.

6) SPEED DECREASING: AVOID STALL-CONFIRM

PITCH/THRUST CORRECTED.

7) RECOVER LEVEL FLIGHT : AT A SUFFICIENT

AIRSPEED .
 INTERGLOBEAVIATION LIMITED FLT/OPS/N

OPERATIONS NOTICE (AIRBUS) No: 57

APPLICABILITY : ALL FLIGHT CREW

AFFECTED DEPARTMENTS : FLIGHT OPERATIONS
ISSUED BY : FLIGHT OPERATIONS
ISSUED ON : DECEMBER 18, 2020
VALID UNTIL : UNTIL WITHDRAWN

SUBJECT: RNP APPROACHES

Reason for Issue:

This document has been prepared to provide guidance on conduct of RNP approach. It draws from and conforms
with DGCA Operations Circular 11 of 2014 and 12 of 2014 and includes FAQs related to RNP Approaches.

Description:
This document includes guidance material on:
1. Definitions
2. Pilot Certification & Authorization
3. Aircraft Approval
4. RNP APCH – Equipment Required
5. RNP Approach Minima
6. Approach Guidance
7. Standard Operating procedures
8. Management of degraded Navigation
9. Standard Callouts
10. Use of AP/FDs
11. FAQs on RNP Approaches

1. DEFINITIONS

i. RNP Approaches (RNP APCH) include:

• LNAV Approaches: Instrument approaches that use on-boards systems for Lateral Navigation only.
• LNAV-VNAV / Baro-VNAV / Approach Procedure with Vertical-guidance (APV) Approaches: Instrument
approach procedures which utilize lateral and vertical guidance but do not meet the requirements
established for precision approach and landing operations. (ICAO Doc 9163/DGCA OC-12/2014)
Note:
1) The RNP APCH specification:
 Is based on GNSS to support RNP APCH operations down to LNAV or LNAV/VNAV (Baro-VNAV)
minima.
 Requires on-board performance monitoring and alerting.
Note: There are no RNP APCH requirements for the missed approach if it is based on conventional means
(VOR, DME, NDB).
ii. Aircraft Based Augmentation System (ABAS): An augmentation system that augments and/or integrates
the information obtained from other GNSS elements with information available on board the aircraft.
The most common form of ABAS is Receiver Autonomous Integrity Monitoring (RAIM).
IndiGo Airbus A320/A321 are ABAS capable through the RAIM function.
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OPERATIONS NOTICE (AIRBUS) No: 57

iii. Global Navigation Satellite System (GNSS): Any global position, speed, and time determination system
including:
• One or more main satellite constellations, such as Global Positioning System (GPS) and the Global
Navigation Satellite System (GLONASS).
• Aircraft receivers and
• Several integrity monitoring systems including
- Aircraft Based Augmentation System (ABAS),
- Satellite-Based Augmentation System (SBAS) e.g. GAGAN (India), EGNOS (Europe), WAAS (US) etc.
- Ground-based augmentation systems (GBAS), such as the Local Area Augmentation System -LAAS
Note: IndiGo Airbus A320/A321 aircraft are currently not SBAS or GBAS capable.

iv. Receiver Autonomous Integrity Monitoring (RAIM): A technique used in a GNSS receiver / processor to
determine the integrity of its navigation signals, using only GPS signals or GPS signals enhanced with
barometric upper-air data. This determination is achieved by a consistency check between pseudo-range
measurements. At least one additional available satellite is required with respect to the number of
satellites that are needed to obtain the navigation solution.

RAIM levels required for RNP APCH down to LNAV or LNAV/VNAV minima can be verified either through
NOTAMs (where available) or through prediction services.

When the operation is predicated on the availability of ABAS, the pilot should perform a new RAIM
availability check if ETA is more than 15 minutes different from the ETA used during the preflight
planning. This check is also processed automatically 2 NM before the FDP for an E/TSO-C129a Class A1
receiver.

In the event of a predicted, continuous loss of appropriate level of fault detection of more than five
minutes for any part of the RNP APCH operation, the flight planning should be revised (e.g. planning a
different procedure or delaying the departure when RNP procedure/s are the only option).

v. RNP Value: The RNP value designates the lateral performance requirement associated with a procedure.
Examples of RNP values are: RNP 0.3 and RNP 1. The RNP Value and the Estimated Position Uncertainity
(EPU) are displayed on the MCDU PROG page.
• If the EPU does not exceed the RNP, the accuracy is HIGH
• If the EPU exceeds the RNP, accuracy is LOW.

vi. Waypoint (WPT). A specified geographical location used to define an area navigation route or the flight
path of an aircraft employing area navigation. Waypoints area identified as either:
Fly-by waypoint - A waypoint which requires turn anticipation to allow tangential interception of the
next segment of a route or procedure.

Fly over waypoint - A waypoint at which a turn is initiated in order to join the next segment of a route or
procedure.

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OPERATIONS NOTICE (AIRBUS) No: 57

2. PILOT CERTIFICATION & AUTHORIZATION

• Initial Clearance:
- Ground Class of 01:00 hour as specified in Company Operations Manual D – Annex 02. This class is
usually combined with a longer class which encompasses all aspects of PBN and ADS-B.
- Simulator session of minimum 01:00 hour (PF = 00:30, PM = 00:30) as specified in Company
Operations Manual D.
Once the pilot has completed all pre-requisites for RNP Clearance the same is updated in their DVC under
Special Qualifications.
• Recency Requirement:
- Ground Refresher in accordance with CAR Section 8, Series F, Part II
- No separate Simulator / Line Recurrent Training is required. Company Operations Manual D will be
amended to reflect the same.

3. AIRCRAFT APPROVAL
Currently, all IndiGo aircraft are approved for RNP APCH (LNAV & LNAV/VNAV). MSN specific approvals are part of
onboard EFBs under OLB – Approvals.

4. RNP APCH – EQUIPMENT REQUIRED

The minimum equipment required to start an RNP APCH include:
• 01 FMGC
• 01 MCDU
• 01 FD
• 01 GPS
• 01 PFD (PF Side)
• 02 ND (Temporary display of ND information via PFD/ND switch is permitted on PM side)
• 02 IRS
• 02 FCU Channels

5. RNP APCH MINIMA:

(a) LNAV minima are expressed in terms of MDA and RVR/Visibility and are used:
 When only a LNAV Minima is specified for the approach.
 When FPA (Vertically-Selected) guidance is used.

‐ The FMS vertical profile does not take into account the effect of low OAT. Therefore, FINAL APP (Fully
Managed) guidance:
• Must not be used when the actual OAT is below the minimum temperature indicated on the
approach chart or defined by the Operator, or
• May not be used when temperature corrections are required (FINAL APP mode may not engage).
Note: If airport OAT is above Approach Chart Maximum Temperature, use of FINAL APP is not authorised.
Only NAV-FPA may be used down to LNAV Minima. Aircraft true altitude will be higher than indicated.
‐ If a TOO STEEP PATH is displayed after the Final Descent Point (FDP), do not use FINAL APP guidance
for approach. Use NAV FPA for approach.

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OPERATIONS NOTICE (AIRBUS) No: 57

6. APPROACH GUIDANCE:
APPROACH MINIMUM
APPROACH APPROACH OPERATIONAL GUIDANCE FLYING
SPEED REQUIRED
TYPE CATEGORY MINIMUM MODES REFERENCE
TECHNIQUE SYSTEM
Decelerated
/ Early
FINAL HDG-V/S
RNP APCH Stabilized
APP*
WITH LNAV NPA MDA(H) + 50’
MINIMA ABAS
Early
NAV – FPA
TRK – FPA Stabilized
RNP APCH
Decelerated ABAS +
WITH
APV (NPA) DA(H) FINAL APP HDG – V/S / Early Baro
LNAV/VNAV
Stabilized VNAV
MINIMA
* FINAL APP is the preferred mode

7. STANDARD OPERATING PROCEDURES

STANDARD OPERATING PROCEDURES

 CHECK IF ONLY RNP APCH IS AVAILABLE AT DESTINATION BASED ON RWYS/WEATHER/NAVAIDS
 IF RNP APPROACH PLANNED AT DESTINATION, CHECK:
AT DISPATCH ♦ CREW QUALIFIED FOR RNP APPROACH
♦ RAIM NOTAM FOR OUTAGES / C-NOTAM 4 / MEL / MINIMUM EQUIPMENT REQD
 BOTH CREW QUALIFICATION CHECKED (GROUND TRAINING & SIMULATOR)
 RAIM NOTAMS CHECKED FOR GPS OUTAGE/ PREDICTIVE GPS CHECK IF ETA > SKED +/- 15 MINS
 C-NOTAM 04 CHECKED FOR DEGRADED APPROACHES
 MEL REVIEWED
 AIRCRAFT STATUS CHECKED FOR DEGRADATIONS
 MINIMUM EQUIPMENT REQUIRED TO START APPROACH CHECKED
 APPROACH FROM DATABASE ON MCDU VALIDATED VERSUS APPROACH CHART FOR TRACKS,
DISTANCES, FPA AND ALTITUDES. NO MODIFICATIONS MADE IN THE FINAL APPROACH SEGMENT
APPROACH  MINIMA SET AS DA (LNAV/VNAV) OR MDA+50 AND COLD TEMP ADDITIVE, IF REQD ( LNAV )
PREPARATION  IF REQD, COLD TEMP CORRECTED PROCEDURE ALTITUDES TO BE DETERMINED BY BOTH PILOTS
 ATC CLEARANCE OBTAINED FOR APPROACH
 IN CASE TOO STEEP PATH DISPLAYED AFTER FDP – APPROACH TO BE CONDUCTED USING NAV-
FPA ONLY USING LNAV MINIMA. DISREGARD VDEV OR YOYO INFORMATION ON THE PFD.
 IF PUBLISHED AND/OR CONTINGENCY MISSED APPROACH BASED ON CONVENTIONAL NAVAIDS,
THEY MUST BE OPERATIONAL AND TUNED/SETUP DURING THE APPROACH PREPARATION
 GPS PRIMARY ON AT LEAST 1 FMS
 SPEED TECHNIQUE – APPROACH USING FINAL APP [DECELERATED / EARLY STABILISED]
APPROACH USING NAV-FPA [EARLY STABILISED].
 ALL RESTRICTIONS IN THE CHART (OAT/ MAP etc) TO BE BRIEFED
 BRIEF THE APPROACH AND MISSED APPROACH
 TUNE NAVAIDS AS REQUIRED
BRIEFING
 REVIEW CONTINGENCY PROCEDURES FOR APPROACH AND MISSED APPROACH
 REVIEW DEVIATION CALL OUTS ( XTK > 0.1 “CROSS TRACK” ; VDEV > 1/2 DOT “VDEV” ; ALTITUDE
CHECKPOINTS “_ FT HIGH/LOW” )
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OPERATIONS NOTICE (AIRBUS) No: 57

 DIRECT TO FDP NOT ALLOWED. RADAR VECTORS TO INTERCEPT BEFORE FDP MAY BE ACCEPTED
 “DIRECT TO” CLEARANCE TO INTERMEDIATE FIX (IF) MAY BE ACCEPTED PROVIDED THAT
RESULTING TRACK CHANGE AT THE “IF” DOES NOT EXCEEDS 450
 THE AIRCRAFT MUST BE ESTABLISHED ON THE FINAL APPROACH COURSE NO LATER THAN THE
FDP BEFORE STARTING THE DESCENT (TO ENSURE TERRAIN AND OBSTACLE CLEARANCE)
APPROACH  NAV SPECIFICATION BY FLIGHT PHASE
 INITIAL APPROACH – RNP 1
 INTERMEDIATE APPROACH – RNP 1
 FINAL APPROACH - RNP 0.3
 MISSED APPROACH – RNP 1 (NOT APPLICABLE IF MISSED APPROACH IS BASED ON
CONVENTIONAL NAVAIDS)
INTERMEDIATE  ENSURE RNP VALUE OF 0.3 BEFORE CROSSING FDP
APPROACH  ENSURE APPROPRIATE MODE IS ARMED ( FINAL APP / NAV FPA )
FINAL
 ENSURE APPROPRIATE MODE IS ENGAGED
APPROACH
 FOLLOW PUBLISHED MISSED APPROACH PROCEDURE. IF MISSED APPROACH CARRIED OUT DUE
MISSED
TO DEGRADATION OF NAVIGATION, FOLLOW PLANNED ALTERNATIVE MISSED APPROACH BASED
APPROACH
ON CONVENTIONAL RADIO NAVAIDS OR AS COORDINATED WITH ATC
Note: The RNP Apch Briefing Guide will be amended in due course

8. MANAGEMENT OF DEGRADED NAVIGATION

FAILURES
FAILURE ACTION
GPS PRIMARY LOST ON ONE
Use the AP/FD on the other side and Continue
SIDE
NAV ACCURACY DOWNGRADE
Use the AP/FD on the other side and Continue
on one FMGC
GPS PRIMARY LOST ON BOTH Discontinue approach if Visual references are not sufficient to Continue
SIDES visually
NAV ACCURACY DOWNGRADE Discontinue approach if Visual references are not sufficient to Continue
ON BOTH FMGC visually
ECAM: NAV FM/GPS POS Discontinue approach if Visual references are not sufficient to Continue
DISAGREE visually
XTK > 0.3 NM Discontinue approach if Visual references are not sufficient to Continue
visually
LNAV/VNAV App: V.DEV > - 75 ft Discontinue approach if Visual references are not sufficient to Continue
(3/4 dot BELOW) visually
LNAV App: If vertical guidance is
not satisfactory in FINAL APP Switch to NAV-FPA, correct vertical profile and continue
Mode

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OPERATIONS NOTICE (AIRBUS) No: 57

9. CALLOUTS IN FINAL APPROACH SEGMENT

PARAMETER CALLOUT
X-TRK > 0.1 NM “CROSS-TRACK”
V.DEV > 1/2 DOT (50 FEET) “V-DEV”
X-TRK > 0.3 NM IF CONDITIONS NOT SATISFACTORY FOR CONTINUING
V.DEV > -3/4 DOT (-75 FEET) VISUALLY AND SAFELY : “GO-AROUND”

10. USE OF AUTOPILOT / FLIGHT DIRECTOR

APPROACH USING FINAL APPROACH GUIDANCE (FCOM-PRO-NOR-SOP):

At DA: If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
At the latest at the MAP or Minimum Use Height of the AP (whichever occurs first):
AP..........................................................................................................................................OFF
‐ For Minimum Use Height of the AP, Refer to LIM-AFS-10 Autopilot Function
‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG pulses on the FMA to
remind the flight crew that automatic landing is not available.
FD................................................................................................................................ AS RQRD

‐ From minima down to the MAP the FD provides an additional guidance.

CAUTION - The FD must be switched off if the guidance is not relevant or not followed.
‐ After the MAP, disregard the FD as it reverts to HDG V/S.
Note: The “DISCONNECT AP FOR LDG” message on FMA is not available on all Indigo aircraft.

APPROACH USING FPA GUIDANCE (FCOM-PRO-NOR-SOP):

At MDA: If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
AP..........................................................................................................................................OFF
FD..........................................................................................................................................OFF
‐ The PF orders the PM to set both FDs OFF.
RUNWAY TRACK....................................................................................................CHECK/SET
‐ If needed, the PF orders the PM to set the runway track.

Note: In case of Go-Around, FD Bars will be displayed automatically with NAV or GA TRK engaged. Select
the appropriate lateral mode to fly the planned Missed Approach Procedure.

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OPERATIONS NOTICE (AIRBUS) No: 57

11. FAQs on RNP APPROACHES

Q1 How do RNP APCHs help in Fuel Saving?
A1 RNP APCHs are designed to provide point to point navigation. It is particularly beneficial to opt for RNP
APCHs in a non-radar environment where it helps in reducing the track miles to land when compared
to procedural approaches (Overhead or DME-ARC).
Moreover, RNP APCHs offer the option to track direct to IF thereby providing the shortest route to
FDP.
Q2 I was cleared for RNP APCHs back in 2014 when it was first introduced in IndiGo. Is that clearance still
valid?
A2 Pilots who were earlier cleared for RNP APCHs in the same capacity as which they are currently flying
(i.e. Captain / First Officer) need not undergo the training a second time. The clearance would reflect
under Special Qualifications of the DVC. However, recency requirements stated in Company OM-D must
be adhered to.
It is strongly recommended for such individuals to undertake the Flyco e-learning module to refresh
their knowledge and clarify any doubts.
Q3 I was cleared for RNP APCHs as a First Officer and was recently upgraded to Captain. Is my clearance
still valid?
A3 RNP APCH Training involves a ground class of 01:00 hour which is common to Captains and First
Officers.
The Simulator Training of 01:00 hour, like all other Special Operations Training, are however seat
specific. Hence one must undergo the Simulator Training once again.
Q4 I was cleared for RNP APCHs as part of my PBS session. Is that clearance still valid?
A4 As long as the RNP APCH ground class of 01:00 hour was completed prior to the RNP APCH simulator
training, the clearance is valid irrespective of whether it was conducted as a separate session or along
with the PBS. Individual DVCs are updated accordingly.
Q5 How is RNP APCH different from RNP AR APCH
A5 According to ICAO Doc 9613 – Performance Based Navigation Manual (PBN Manual), there
are two types of navigation specifications for approach operations:
(i) RNP approach (RNP APCH) and
(ii) RNP authorisation required approach (RNP AR APCH) e.g. Kathmandu RNP Rwy 02 AR.
Special aircraft and aircrew authorization are required from regulatory authorities for RNP-AR
Approaches. IndiGo is currently not approved to conduct RNP-AR Approaches.
Q6 Is the RNP value required for an RNP approach displayed to the pilot?
A6 The RNP is displayed in the REQUIRED field of the MCDU - PROG page. The displayed RNP is (in decreasing
order of priority)
- Value entered by the flight crew
- Navigation database procedure value
- Default system value
When a flight crew enters an RNP that is higher than the published value, one of the following
messages is displayed: "PROCEDURE RNP IS XX.XX", or "AREA RNP IS XX.XX". When this
occurs, the flight crew should verify the RNP value that was manually entered in the REQUIRED field
of the PROG page, and clear or modify it if necessary.

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OPERATIONS NOTICE (AIRBUS) No: 57

Q7 Where can we check the GPS RAIM NOTAMs for Outages?

A7 GPS RAIM NOTAMs are provided under UNCATEGORISED section of the FIR NOTAMS as part of the
Briefing Folder.
Q8 How and when is a RAIM check performed?
A8 Predicted RAIM at destination (MCDU – PROG – PREDICTIVE GPS) is to be checked by the pilots
• During pre-flight checks
• During approach preparation if the ETA has changed by more than SKED +/- 15 minutes
Additionally, in case of E/TSO-C129a Class A1 receivers installed on all IndiGo A320 aircrafts, an auto
check is performed 2 NM before FDP. If RAIM is lost after FDP it continues to provide navigation for up
to 5 minutes before triggering RAIM LOST indications.
Q9 Jeppesen Charts for RNP APCH into VAAH & VOCI are labelled as RNP Y APCHs. However charts for
RNP APCH into OMDB and OMSJ are labelled as RNAV (GNSS) APCHs. Why the difference?
A9 As per ICAO Circular 336 until 30-Nov-2022, Approach Charts depicting procedures that meet the RNP
APCH Navigation specification criteria must include either the term RNP or RNAV (GNSS) in the
identification. However, from 01-Dec-2022 only the term RNP will be permitted.
Hence from a pilots operational perspective both approaches are identical and qualification
requirements for both remain identical as that specified above.
Q10 Why do RNP APCHs have a temperature limitation mentioned on the Jeppesen Charts?
A10 For aircraft using barometric vertical navigation without temperature compensation to conduct the
approach, cold temperature limits are reflected in the procedure design and identified along with any
high temperature limits on the charted procedure. Cold temperatures reduce the actual glidepath
angle, while high temperatures increase the glidepath angle.

When the temperature is higher than standard (temperature under international standard atmospheric
(ISA) conditions)), the aircraft will be flying above the indicated altitude. When the temperature is below
the standard, the aircraft will be flying below the altitude indicated in the altimeter.

Temperature Limitation - Because of the pronounced effect of nonstandard temperature on baro-VNAV

operations, instrument approach procedures will contain a temperature limitation below which the use
of a vertical navigation decision altitude (VNAV DA) based on baro-VNAV is not authorized. Approaches
must then be performed using LNAV Minima and FPA (Vertically Selected) guidance.
Q11 Do all RNP APCHs need to be Early Stabilized?
A11 Decelerated Approach technique is preferred for RNP Approaches flown using FINAL APP (Fully
Managed) guidance. However, use of Early Stabilized Approach technique may be necessary due to
reasons such as low intermediate approach altitude, vertical descent angle more than 3.5 degrees, tail
wind greater than 10 kts, aircraft abnormal procedure, etc.
Early Stabilized Approach technique is mandatory when FPA (Vertically Selected) guidance is used.
Q12 What is the maximum acceptable discrepancy between altimeters?
A12 Maximum tolerance accepted during Preliminary Cockpit Preparation
±20 ft between both PFDs
And depending on the aircraft configuration:
±100 ft between ISIS and PFDs, or
±300 ft between mechanical standby altimeter and PFDs.
Maximum acceptable discrepancy between altimeters prior to commencing RNP Approach is 100 ft.

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OPERATIONS NOTICE (AIRBUS) No: 57

Q13 For use of FINAL APP guidance during approach what is the tolerance between MCDU and charted
procedure?
A13 To use FINAL APP guidance for approach
• 0.1 degree of difference between the MCDU and the charted final vertical path is acceptable
• 1 degree of difference between the MCDU and the charted final lateral track is acceptable
Q14 Can the flight crew modify SPD & ALT constraints for a RNP APCH that are programmed on the
MCDU F/PLN page?
A14 The constraints coded as part of NAV Database must match those on the Jeppesen Approach Charts. In
case of any discrepancy the chartered constraints take precedence and can be manually inserted by
the flight crew.

IAF and IF constraints could be modified / disregarded only in coordination with ATC. However, do not
modify the final approach (FDP to Runway or MAP), including altitude constraints.

Additionally in case of an Early Stabilized Approach it is recommended to insert Vapp as a SPD

constraint at the FDP to obtain a valuable deceleration pseudo waypoint and to ensure a timely
deceleration.
Q15 Can we accept DIRECT-TO Intermediate Fix (IF) when cleared by ATC?
A15 DIR-TO Intermediate Fix (IF) is permitted provided the resulting track change at IF does not exceed 45
degrees
i.e. {(Current Aircraft Track) - (Track from IF to FDP)} must be a maximum of 45 degrees.
Eg. For VAAH RNP Y RWY 05: -
Current Aircraft Track 015 degrees, cleared DIR-TO IF – ACCEPTABLE (Track Change = 30 degrees)
Current Aircraft Track 090 degrees, cleared DIR-TO IF – ACCEPTABLE (Track Change = 45 degrees)
Current Aircraft Track 180 degrees, cleared DIR-TO IF – NOT PERMITTED (Track Change = 135 degrees)
Current Aircraft Track 320 degrees, cleared DIR-TO IF – NOT PERMITTED (Track Change = 85 degrees)
Q16 When does one press the APPR pb on FCU?
A16 Press the APPR pb when all of the following conditions are satisfied:
• The aircraft is cleared for approach
• TO waypoint is the Final Descent Point.
If APPR pb is pressed earlier, FINAL APP mode may engage. As a consequence, resulting speed and
altitude management in FINAL APP may be inappropriate before FDP.
Q17 What must we check after the APPR pb is armed?
A17 On the FMA
APP NAV..........................................................................................CHECK ARMED or ENGAGED
FINAL.............................................................................................. CHECK ARMED (BLUE)
Additionally,
‐ Check that the V/DEV scale is displayed on the PFD.
‐ At the Final Descent Point, a blue arrow on ND indicates that FINAL APP engagement conditions are
met.
Q18 Is the Distance – Height check referenced to VOR – DME or Runway Threshold?
A18 The Distance – Height check for RNP APCHs are always referenced to Runway Threshold. This can be
read of the top right of ND after crossing FDP (TO WPT).
Alternately use the R/W Threshold that has been inserted on PROG Page for position monitoring
during Approach Preparation.
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OPERATIONS NOTICE (AIRBUS) No: 57

Q19 When can we not follow the published RNP Missed Approach?
A19 If RNP capability is lost (Degradation of Lateral Navigation), the published RNP Missed Approach
Procedure must not be flown. Crew must plan, during Approach Preparation, and be prepared to follow
a Missed Approach based on conventional navaids, if available, in case of degradation. Coordinate with
the ATC. Radar Vectors may be requested in a radar environment.
Q20 Is it mandatory to discontinue approach in case of deviation of 75 ft above the vertical path?
A20 One must discontinue approach in case of deviation of 75 ft below the vertical path (V/DEV >3/4 dot)
unless adequate visual references established and approach may be continued safely.

If above the vertical path, one can take appropriate action to re-establish the aircraft on profile within
the limits of the stabilization-criteria as per Company Policy, failing which a Go-Around is mandatory.
Q21 What would be the appropriate action in case of degradation of Navigation Capability but Adequate
Visual References have been established?
A21 In the above scenario, if external visual references are sufficient to continue the approach safely, one
can continue and land.
Q22 Can we plan and execute RNP APCHs into all airfields for which Approach Plates are available in
Jeppesen and the corresponding approach is correctly coded in the FMS NAV Database?
A22 Few of the RNP APCHs included in the FMS NAV Database are for trial purposes. List of the same are
available in C-NOTAM 04 series (NAV DATABASE BULLETIN). Pilots are informed not to select the
mentioned approaches.
Q23 As per Company Operations Manual C for VEPT R/W 25 NPA APCHs require prior approval from SVP-
Flight Operations. Are we legal to fly the VEPT RNP Y RWY 25?
A23 Both LNAV / VNAV as well as LNAV APCHs are permitted for VEPT RNP Y RWY 25. Company Operations
Manual will be amended to clarify the same.
Q24 What are the conditions for FINAL APP mode engagement?
A24 FINAL APP mode engages when:
• NAV or APP NAV is engaged,
• FINAL is armed (by pressing APPR on the FCU),
• Predictions are available in FMS,
• APPROACH phase is active,
Note: APPROACH phase may have to be manually activated on MCDU PERF page if the approach starts
at high altitude above aerodrome level (i.e. RNAV(RNP) approaches).
• The aircraft is within the capture area of the FMS profile:
 Laterally: ±1.5 NM from the Final Descent Point.
 Vertically: +150 ft above the Final Descent Point.
• The aircraft intercepts a descending leg of the vertical flight path.
Q25 Can we use the LPV minima shown on an RNP APCH chart?
A25 LPV Approaches require SBAS capability which IndiGo aircraft do not currently possess. Therefore, LPV
minima are not to be used. LPV minima are not included in the Company Aerodrome Minima Folder.
Q26 The RNP Briefing Guide also states that one must check predicted RAIM at destination on PREDICTIVE
GPS page. Are we legal to commence the approach if we do not get the Y Y Y Y Y Y confirmation at
ETA +/- 15 minutes?
A26 If this check fails when done as part of the pre-flight checks, one can proceed to the destination as long
as the destination has an alternate approach which uses conventional RADIO NAVAIDs.

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If unsuccessful when done as part of the Approach Preparation one can still plan for the RNP APCH as
long as GPS PRIMARY is available.

In case of E/TSO-C129a Class A1 receivers installed on all IndiGo A320 aircrafts, an auto check is
performed 2 NM before FAF which is adequate to confirm Navigation Accuracy for the approach.

In the Final Approach Segment, NAV ACCUR DOWNGRAD message (for both FMS) on the MCDU or ND
would be the only condition that warrants discontinuing the approach.
Q27 Is the L-DEV scale mandatory for RNP APCHs?
A27 The L-DEV scale is not a mandatory indication for RNP APCH with FINAL APP guidance.
X-TRACK Error indication on 2 NDs is required for RNP APCH with FINAL APP or FPA guidance.
L-DEV indication is mandatory only for RNP-AR APCHs.
L-DEV indication is available in the simulators and will be available on RNP-AR capable aircraft.
Q28 When would I need to do an LNAV Only Approach?
A28 An LNAV Only approach would be flown in the following scenarios
• If OAT is below the Minimum Temperature specified on the chart.
• QNH available is that of a remote station.
• If the vertical descent profile on the F/PLN page of FMGC differs from the charted procedure by
more than 0.1 degrees.
• If F/PLN page of FMGC shows “TOO STEEP PATH” beyond the final descent point (FDP).
• If the chart only has a LNAV procedure.
Q29 Minimum Equipment Required to Start an RNP APCH states a requirement for 01 FMS & 01 GPS.
However, the IndiGo RNP APCH Briefing Guide lists the need for 02 FMS & 02 GPS receivers as part of
the “Pre-Flight Checks”. Why the discrepancy?
A29 Disregard the requirement of 02 FMS & 02 GPS receivers mentioned in the briefing guide. It will be
corrected in the next edition.
Q30 Can the AP/FDs be kept on below the minima on a RNP approach?
A30 For RNP approaches using the “FINAL APP” guidance the crew may elect to keep the FDs on below the
minima. From Minima down to the MAP the FDs provide an additional guidance. At the MAP the FMA
will change from “ FINAL APP” to HDG-V/S along with a triple click and FDs then become irrelevant and
should be disregarded.

RNP APCH briefing in the briefing guide advices the crew to switch off FDs at Minima. This maybe
disregarded and the crew may elect to keep FDs on uptil the MAP. Briefing guide will be corrcted in the
next revision.

The AP must be must be disconnected by AP Minimum Use Height or MAP, whichever is higher.
For Minimum Use Height of the AP, Refer to LIM-AFS-10 Autopilot Function
Q31 Can the FDs be kept on below minima for all approaches that use “ FINAL APP” guidance?
A31 In addition to the RNP Approach, approved VOR and NDB approaches can also be done using the “ FINAL
APP” guidance. However, since in most cases of VOR or NDB approaches the Final approach track is not
completely aligned with the runway the crew should not use FDs below the minima for fully managed
VOR and NDB approaches.

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Q32 How does ICAO classify Instrument approaches?

A32 The following table gives a broad classification of Instrument approaches:

Capt. Ashim Mittra

Senior Vice President (Flight Operations)

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NOTAC (AIRBUS)

APPLICABILITY : FLIGHT CREW(A-320) / SECURITY PERSONNEL

AFFECTED DEPARTMENTS : FLIGHT OPERATIONS/AIRPORT OPERATIONS
ISSUED BY : FLIGHT OPERATIONS
ISSUED ON : FEBRUARY 23, 2016
VALID UNTIL : WITHDRAWN
SECRET
SUBJECT: SECURITY PROCEDURES – UNLAWFUL INTERFERENCE

Reason for Issue

Operations Manual Part A, Chapter 36 contains generic guidance material for the flight crew in case they face
unlawful interference.
This NOTAC contains specific procedures to be followed by IndiGo flight crew and other personnel in case of a
hijack.
This document is considered SECRET and will not be published on the portal. It will be issued by Flight
Operations individually under signature to flight crew and other personnel who need to know its contents. The
contents of this notice are for the information of bonafide recipients only and should not be shared with
others.

Operations Action Recommended

1. Policy on Handling Aircraft Hijack Situation

1.1. Introduction

This Policy has been developed based on the guidelines provided by the Bureau of Aviation Security
(BCAS) for the purpose of assisting all agencies involved in civil aviation to respond effectively and
expeditiously to a hijack situation. The Policy has been drafted keeping in view guidelines issued by the
ICAO and the Contingency Plan approved by the Cabinet Committee on Security (CCS). It addresses best
practices to be implemented in the event of a hijack. This is sought to be achieved by clearly laying down
the response expected in a hijack situation by various agencies involved, keeping in view the guidelines
laid down by BCAS. The basic objectives at all times remains release of the hostages without harm or loss
of property or capitulation to demands inimical to national security.
1.2. Types Of Unlawful Seizure

The following would be the types of unlawful seizure of an aircraft on the ground or in flight in which the
Contingency Plan would be activated.
a. Indian Registered aircraft after hijacking lands at an Indian Airport.
b. Indian Registered aircraft after hijacking is being taken outside the country.
c. Indian Registered aircraft after hijacking lands at a foreign airport.
d. A foreign registered aircraft after hijacking lands at an Indian airport.
e. An aircraft is hijacked for being used as missile to attack strategic targets.

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The executive responsibility for crisis management would rest with the Central Committee chaired by the
DGCA, and the Aerodrome Committee, functioning under its guidance/supervision at the airport level,
where the hijacked aircraft lands. Necessary authority and resources would be available to the Aerodrome
Committee for taking on the spot decisions and actions based on the assessment of the ground situation

1.3. Other Categories of Unlawful Interference

Besides the hijack situations contemplated in Para 1.1.1, the following acts of unlawful interference
against an aircraft/airport can be visualized:

a. City side/land side:

 Car borne attacks involving terrorists/ fidayeen elements using explosives at the alighting area;
possibility of terrorists/ fidayeen elements intruding into reception areas, check in areas, SHA and
into the air side;
 Terrorists/ fidayeens using modes other than vehicles engaging in the same kind of activity.
 Attacks against vital installations on the city side.
 Acts of sabotage on the city side including car bombs in parking areas.

b. Entry through perimeter areas

Into the air side followed by attacks on aircraft in parking bays as well as vital installations.
c. Vital installations
Attacks on such installations on either side
d. Contiguous areas beyond AAI perimeter
Missile attacks/ or use of standoff weapons against aircraft/ facilities from outside the airport
perimeter particularly the funnel areas.
e. Criminal activity in and around airports
Such activity could act as a facilitator for terrorist attacks.
(Some of these attacks could involve hostage taking)
Such acts would be resolved within the framework for handling internal security incidents by the State
Government through an integrated response system, which incorporates the first reaction role of
QRTs (Quick Reaction Teams) at the airports, since these situation are similar to situations of such
unlawful acts against any vital installation, public utility etc.

2. On Line Response to Hijack Of an Aircraft

2.1. Objective
Near instantaneous intimation of occurrence of a hijack to those concerned with crisis management
and immediate response by the latter by way of decisions/actions is of the essence.

2.2. Instantaneous Communication

2.2.1 Role of Pilot /Crew

In case of an unlawful interference, entry to the cockpit is not permitted and must be prevented at
any cost.

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 In the event of a hijack, the Lead Cabin Attendant is to advise the Captain, as soon as possible,
on the interphone system about the hijacker(s) presence in the cabin. She should be aware
that there may be other as yet unidentified (sleeper) hijackers on board.
 In case a hijacker wants to force entry into the cockpit, the Cabin Attendants are required to
contact the cockpit and use the following code:
“Captain, please UNLOCK the door.”
The word UNLOCK is critical.
In such a situation, cockpit entry will be denied. On receipt of the hijack code from the cabin attendant, the
crew will:
a. Immediately notify the appropriate ATS Unit of being subjected to unlawful interference and any
significant circumstance associated therewith and any deviation from the flight plan necessitated in
order to enable the ATS Unit to give priority to the aircraft and to minimize conflict with operations of
other aircraft.
b. When circumstances prevent clear and concise radio transmissions, for example, if the hijacker(s) has
gained access to cockpit, the following discrete communications message/procedure, if possible, may
be used:
VHF communication is set up as follows:
The Captain:
 Ensure the captain’s speaker is off.
 Use his headset.
 Monitor emergency frequency 121.5 MHz on No. 2 transceiver.
The First Officer will:
 Monitor ATC on No.1 transceiver.
 Place the first officer’s speaker ON to give the hijacker the impression that he is receiving all
transmissions.
c. Operate the Secondary Surveillance Radar (SSR) transponder, if the aircraft is equipped with the same,
in order to indicate that it is threatened by grave and imminent danger and require immediate
assistance:
i. On Mode A, Code 7500, to indicate specifically that it' is being hijacked or subjected to
unlawful interference.
ii. On Mode B, Code 7700, to indicate that the situation is grave and immediate assistance is
required.
d. Adhere to the following procedures if the pilot is unable to notify the ATS Unit of the unlawful
interference:
i. Unless considerations aboard the aircraft dictate otherwise, attempt to continue flying on the
assigned track and at the assigned cruising level at least until he/she is able to notify an ATS
Unit or comes within radar coverage.
ii. If the pilot departs from his assigned track or assigned cruising level without being able to
make radiotelephony contact with the ATS, he should:-
a. Attempt to broadcast a warning on the VHF channel in use or VHF emergency frequency and
other appropriate frequencies unless considerations aboard the aircraft dictate otherwise.
b. Use the ACARS 7500 RPT to communicate emergency information in the form of an encrypted
message.

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c. Other equipment such as on-board transponders, data links, etc., should also be used when it
is advantageous to do so and circumstances permit; and
d. Proceed in accordance with applicable special procedures for in-flight contingencies, as
mentioned in Operations Manual, Part A, Para 36.1.9.3
e. Crew may use any secret facility installed in the aircraft i.e., cellular phones/satellite based
phones to communicate with the ground.
f. The Commander/crew will endeavor to extract as much information about the hijackers as
possible, and make every possible effort to communicate the description, number of offenders
and arms carried by them and their intentions to the ATC and all other relevant
developments/information. Predetermined codes may also be used for this purpose. The crew
may send an ACARS 7500 RPT to communicate details of the situation in an encrypted
message.
g. The commander of the aircraft, as directed by the ATC and without jeopardizing the safety of
aircraft, shall make all efforts to land at an Indian airport, preferably an airport designated for
this purpose, namely Mumbai, Kolkata, Chennai, Thiruvananthapuram, Nagpur, Hyderabad,
Ahmedabad, Bengaluru, Guwahati, Chandigarh, Jaipur and Lucknow.
h. Pilots / crew should be aware of the various actions which would be taken by the ground team
for the immobilization of the aircraft, cordoning it etc. in such a crisis. Refer para 3.1.1 a (i) &
(ii) below.
i. The Commander of the hijacked aircraft should contact his airline at the earliest on VHF/ HF or
DATA link and pass on details of the situation and his intention.

3. Immediate Ground Response

The Commander should anticipate that security forces (BCAS etc.), who have the necessary powers, will begin
to exercise their powers and their authority to control the future course of events as soon as the incident is
reported. From this point, responsibility of the Commander diminishes and he adheres to the lawful
instructions of the police or security forces to the extent that he considers it to be consistent with the safety of
the aircraft, passengers and crew.

3.1 Inter Agency Combined First Response At Affected Airport

Following action will be taken forthwith on receipt of information by the concerned functionaries without
waiting for any instructions or decisions of the Central Committee/COSAH/CCS.

a. Action by In-charge Aerodrome (Airport Operator):

i. Immediate action to immobilize a hijacked Indian registered aircraft which lands at an Indian
airport. Prior to immobilization, efforts will be made, to first direct the Aircraft to an Isolated
Parking Bay, for this purpose.
ii. Employ possible strategies/ methods for immobilizing the aircraft including:-
– Positioning of obstacles on the runway like vehicles / fire tenders;
– Deflating of tyres by personnel coming from rear end;
– Putting off the lights of the runway/ taxi track (at night);

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– Any other means, without endangering the safety of the aircraft and the security of
passengers.
iii. Establish a controlled area covering the main incident area. Within the controlled area, an
inner cordon should be established surrounding the actual incident with a Forward Control
Point to control all access to the inner cordon. The inner cordon is normally armed. The
purpose of the inner cordon is to isolate the incident and prevent access to the incident by
the public or press and contain any breakout by the perpetrators. Access to the inner cordon
will be permitted only with the concurrence of the Forward Control Point commander. It is
important that the Forward Control Point be mobile;
iv. The Forward Control Point (FCP) shall be manned by an AAI Communication Officer, Dy. CASO
and Airline Officer deputed by IndiGo Airport Manager.
v. Arrange catering for passengers;
vi. Arrange the immediate induction of the Bomb Disposal Squad at the airport.
vii. Position Fire tenders as per the prescribed drill.

b. Contact with pilot

i. Contact with the pilot of the hijacked aircraft shall be established only by the ATC, Chairman
Aerodrome Committee, the Negotiating Team and the Chairman Central Committee. No other official /
person shall establish contact with the pilot of the hijacked aircraft.

4. Advance Preparedness at the Airport

4.1 Meet Requirement Of Aircraft Commander

As the Commander is responsible for the safety of the passengers, crew and aircraft, his requirements will be
ascertained and met whenever possible by In-charge Aerodrome and ATCO as the case may be.

4.2 Provide Administrative Arrangements

The In-charge Aerodrome (Airport Operator) with the help of other agencies will make arrangements for: -

a. Adequate number of mobile emergency lights for use in any contingency or in case it is decided to
surround the aircraft by strong spotlights and floodlights at night to prevent the perpetrators from
observing the activities in the adjacent area;
b. Food, water, fuel and other requirements of the crew and passengers of the affected aircraft.
c. Positioning of fire/ crash tenders and other emergency services at strategic points;

4.3 Advance Preparedness By Interglobe Aviation Ltd (Indigo)

The InterGlobe Aviation Ltd (IndiGo) Airport Manager/OCC will be responsible for:

a. Ensure that the flight crew is supplied with a condensed kit of valid emergency navigation material for
locations, which are not normally on route. This technical navigational emergency kit will assist the
crew to land the aircraft safely at an airport with which they are not familiar. Onboard Jeppesen

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documents comprising Jeppesen enroute and approach charts, airport directory, ATC and Emergency
Sections fulfill this need.
b. Fill in the prescribed Performa of unlawful interference and forward the same, along with the written
report of the pilot-in-command, to the Appropriate Authority, i.e. BCAS by the quickest possible
means.
c. Ensure that the crew are trained to observe the following norms in handling the hijackers:

DO's

 Keep hijackers calm and well composed.

 Do not allow hijackers into the cockpit, using tact and diplomacy.
 Make a mental note and if possible, give the Pilot in Command (PIC) a description of the hijackers and
weapons being carried.
 Calm the hijackers and reassure them by showing concern and willingness to cooperate.
 Offer fluids and food as often as possible.
 Attempt to talk hijackers into abandoning their plans
 In the event of landing at an airport either on the direction of the hijackers or for refueling and
servicing, the crew should:
– Maintain contact with the authorities at the airport
– Report the emergency situation promptly and accurately.
– Put the hijacker in direct contact with the ground authorities for negotiations.
– Concentrate on making every effort to obtain release of the passengers.
 Attitude of the crew members towards the hijackers may prove vital to the successful termination of
the incident. Personal approach is useful in the case of a single hijacker, especially when only one crew
member deals with him. With a view to establishing rapport with the hijacker, interest should be
shown in his problem and he should be encouraged to talk. Any relationship thus established could be
invaluable in achieving the primary objective, viz. the safe release of passengers and crew on board.
 Operational problems, such as fuel shortage, lack of landing facilities, etc should be explained to the
hijackers and they should be made to understand the operating procedures for maintaining minimum
safety standards in a manner that will elicit their full cooperation.

In a hijack situation, the Government of the country of landing will undoubtedly be the prime negotiator. Other
Governments may be involved and play critical roles. Delays may be considerable and deadlines may have to
be passed. While the situation may be difficult and frustrating, crew should endeavor to be patient. Each
deadline that can be successfully passed is a positive step towards a satisfactory conclusion of the incident.
Annex 6 (Part - I) to the Convention on International Civil Aviation and Chapter 3 of the Tokyo Convention
specify the powers of the Pilot-in Command and authorize specific action to be taken by him in the event of an
unlawful act. (Refer Operations Manual Part A, Para 36.1.9.2.1) The Pilot-in-Command should hold command
of all crew members including any Airlines security personnel. If the Pilot-in Command is unable to do so,
another qualified member of the crew should assume command in accordance with the sequence provided in
the Operation Manual. All crew members shall obey the directions of the Commander and shall assist him in
every way.

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DON'T's

 Do not antagonize or irritate the hijackers or enter into an argument with him/ them, especially on
politics.
 Do not allow passengers to get excited or resort to action in an attempt to overpower the hijackers,
which may jeopardize safety. One practical measure to restrain passengers would be to instruct them
to fasten their seat belts.
 Do not talk down to the hijackers or appear over-clever, or hurt their self-respect.
 Do not let them feel concerned and ensure that only one crew member approaches a hijacker at a
time.
 Do not mention insanity or mental disorders.
 Do not annoy the hijackers by refusing to carry out their orders.
 Do not make sudden movements and have whispered conversations.
 Do not try to disarm the hijackers.
 Do not allow passengers to interfere
 After the event, do not speak to the press/media personnel at any time without proper permission
from the CEO or designate.

5. Essential Communication Infrastructure And Links

5.1 Aircraft

Communication equipment (as specified by DGCA) shall be installed in Indian registered aircraft, by the Aircraft
Operator, to facilitate communication with ground stations in case of a hijack. This could include secret
facilities i.e. Cellular phones/satellite based phones etc.
All aircraft are equipped with VHF / HF/ SSR Transponder and ACARS for communication with ground. The
aircraft CVR should be kept 'ON' while on ground with engine running.

6. ACTION TO BE TAKEN ON TERMINATION OF A HIJACK INCIDENT

6.1 Reports To Cosca

Action by InterGlobe Aviation Ltd (IndiGo) / In-Charge Aerodrome

(a) The following agencies shall send their written report in the prescribed format to the Commissioner of
Security (CA), BCAS by the quickest possible means: -

a. The affected air carrier along with a written report of the pilot-in command.
b. The Aerodrome Officer in-charge

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6.2 Registration Of A Criminal Case

6.2.1 Action by Airline

(a) A criminal case of unlawful interference to civil aviation under relevant sections of law shall be got
registered, normally by the Airline concerned, at the appropriate police station for facilitating the investigation
and prosecution of offenders.

6.3 Safe Custody Of Documents/ Material Relevant To The Hijacking

6.3.1 Action by all concerned

All documents and materials relevant to the investigation of the act of unlawful interference shall be kept in
safe custody by the agencies concerned and handed over to the authorized agencies as per requirement.

The content of NOTAC 67, dated 07 April 2010 has been re-issued in this notice.

Capt. Ashim Mittra

(Vice President – Flight Operations)

REFERENCES:
NIL

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