increase in fuel consumption and fma unreliable

slats slow

any failure with fuel consumption  increase we divert

set all thrust lever to mct

disconnect a/thr

set spproriate hdg

determine engine out recovery altitude

WHEN READY FOR DESCEND

SET SPEED AND PULL

SET ENGINE OUT RECOVERY ALTITUDE AND PULL TO ENGAGE OPEN DES

HP bleed air from engine one pressurizes the hydraulic reservoirs automatically

If the bleed air pressure is too low, system takes bleed, air pressure from cross bleed duct

(DO NOT GET CONFUSED WITH HYDRAULIC SYSTEM PRESSURIZATION THIS IS THE RESERVOIR)

WAI APPEARS ON EWD WHEN THRUST LEVER IN TOGA OR FLX/MCT DETENT

FCOM>SYSTEMS>FLIGHT GENERAL>PILOT INTERFACE>NAVIGATION DISPLAY>FLIGHT PLAN DISPLAY COLOURS

STEADY GREEN

DASHED GREEN

Dashed blue

Steady Green Flightplan dash green

Dashed yellow

Steady yellow

Steady dimmed white

Dashed blue

15 min supply

ops a

emergency response manual

A formal plan that defines the action taken following an emergency situation to ensure orderly and efficient transition from normal to emergency operation, and then safe continuation of operation or the return to normal operation as soon as possible

VLS is the lowest selectable speed.
VLS is used to determine the Final Approach Speed (VAPP) in normal conditions.
REFERENCE SPEED (VREF).
VREF is equal to the VLS of CONF FULL.
VREF is used to determine the Final Approach Speed (VAPP) when a system
failure affects the landing performance

The transfer system controls the flow of fuel from the centre tank to the inner tanks. The fuel level sensing control unit  also called FLSCU has automatic control of the transfer valve.

WHEREAS

FQIC =FUEL QUANTITY INDICATION CHANNEL

Fire detection Unit Process all the warnings and cautions originating in sensing elements

Fire warning appears if both loops A and B send a fire signal or

one loop sensor, fire signal and the other one is failed or

brakes occur in both loop within 5 seconds of each other Or

test is performed on the fire panel

Each FMGC receives a position from each of the three IRSs, and computes a mean-weighted
average called the “MIX IRS” position:

Keep Out Zone is for protection against fan flutter,

• When on ground at low speed (less than or equal to M 0.1), the Electronic Engine Computer
(EEC) protects engine against fan flutter.
In so doing, the EEC prevents the engine from being stabilized between an approximate range
of 60 % to 74 % N1 (depending on the outside air temperature).

Therefore, during engine acceleration on ground, the pilot may notice a non-linear thrust
response to thrust lever movement and pilot can not set power in the range of 60% to 74% N1
on ground

FCOM DSC 24 10 30 20 INFLIGHT

DC BUS 1 , DC BAT BUSS DC ESSS BUSS

TR2 SUPPLIES DC BUS 2

FCOM DSC 24 10 30 30 FAILURE OF TR1 and TR2

TR 1 and TR2 are lost. DC bus 1 and DC bus 2  DC BAT BUSS are lost.

DC essential bus is supplied by essential TR

FCOM DSC 24 20 OVERHEAD PANEL

When the aircraft is flying faster than 260 kt, a safety valve automatically cuts off hydraulic
supply to the landing gear system. Below 260 kt, the hydraulic supply remains cut off as long
as the landing gear lever is up.

When you set Extract pb / sw to Override, extract fan keeps running, air-conditioning air is
added for ventilation and avionics ventilation sys goes into Closed Config.

FCOM PRO NOR SOP 06 OVERHEAD PANEL

IN THIS CONFIG POSSIBILITY OF FUEL SPILLAGE

FCOM DSC 34-NAV 10 20 OVERHEAD PANEL

FCOM DSC 27 20 30 LATERAL CONSOLES

The flight crew can set the system to operate automatically, semi-automatically, or
manually. In normal operation, cabin pressurization is fully automatic.

Each FMGC computes a vector {distance and direction} from its MIX IRS position to the
radio position or GPIRS position.
This vector is called the “bias”.

AUTOMATIC OPERATION
The flight crew monitors the operation of the system, but does nothing to control it.
Air pressure in the cabin follows schedules from the FMGS.
When FMGS data is not available for automatic pressurization, the crew only needs to select
the landing field elevation. This is called as semi-automatic mode of operation.
The controller normally uses the landing elevation and the QNH from the FMGC, and the
pressure altitude from ADIRS.
If FMGC data are not available, the controller uses the captain BARO Reference from the
ADIRS and the LDG ELEV selection.
MANUAL OPERATION
In manual mode, the flight crew controls the cabin altitude via the manual motor of the
outflow valves,
by operating controls on the pressurization control panel.
When the system is in automatic or semi-automatic mode, one controller is active, the other is
on standby.
In automatic mode, the operating controller signals the po

<3mm is not contaminated just WET Notam slippery

when wet Medium to Poor if standing water

NON PRECISION RNAV APPROACH WITHIN A
PBN CONCEPT MIGHT HAVE CURVED FINAL SEGMENTS ALLOWS REDUCED
OBSTACLE CLEARANCE

Keep Out Zone is for protection against fan flutter,
• When on ground at low speed (less than or equal to M 0.1), the Electronic Engine Computer
(EEC) protects engine against fan flutter.
In so doing, the EEC prevents the engine from being stabilized between an approximate range
of 60 % to 74 % N1 (depending on the outside air temperature).
Therefore, during engine acceleration on ground, the pilot may notice a non-linear thrust
response to thrust lever movement and pilot can not set power in the range of 60% to 74% N1
on ground.

lg dad tmr below the aircraft

localiser

glide slope

dme1

atc

dme2

vhf2

below the aircraft

BEGINNING OF FINAL APPROACH SEGMENT INDICATED BY MALTESE CROSS
SYMBOL OR GS CROSSING ALTITUDE INDICATION

The Final Descent Point is the
waypoint from which starts the FMS segment with coded FPA.

FCOM DSC 22-30 40 110 AP/FD MODE REVERSIONS FCOM DSC 22-30 40 40 20
DISENGAGEMENT CONDITIONS

v/s

To improve its operational efficacy, the computer inhibits some warnings and cautions for
certain flight phases.
It does so to avoid alerting the pilots unnecessarily at times when they have high workloads,
such as during takeoff or landing.
In these two phases, the DU displays magenta memos: “T.O. INHIBIT” (flight phases 3, 4,
and 5), and “LDG INHIBIT” (flight phases 7 and 8).

ECAM CAB PRESS PAGE.
FCOM DSC 21 30 60 ECAM CAB PRESS PAGE

The engine out maximum acceleration altitude corresponds to the maximum altitude
that can be achieved with one engine out and the other engine operating at takeoff
thrust for a maximum of 10 min.
FCTM PR AEP ENG ENGINE FAILURE AFTER V1

Gen#1 supplies AC1 and generally the downstream systems and External supplies
AC2 and generally the downstream systems

STORED WAYPOINT WPT ON ND IN MAGENTA COLOUR WITHIN 160 NM.
OPS MANUAL PART A CHAPTER 4 PAGE A-4-38/370

FCOM DSC 36 10 20 GENERAL FCOM DSC 36 10 60 BMC FAILURE

If BMC 1 fails, the BMC 2 takes over the monitoring of the bleed system to issue the
following ECAM warnings if necessary :
overpressure
overtemperature
wing leak.
The ENG 1 BLEED FAULT light on the AIR COND panel is lost, and the ENG 1 BLEED
VALVE does not close automatically.
ENG BLEED LEAK warning is lost for the No.1 engine, and
The APU BLEED LEAK warning is also lost.

if BMC 2 fails, the BMC 1 takes over the monitoring of the bleed system to issue the
following ECAM warnings if necessary :
overpressure
overtemperature
wing leak.
The ENG 2 BLEED FAULT light on the AIR COND panel is lost, and the ENG 2 BLEED
VALVE does not close automatically.
ENG BLEED LEAK warning is lost for the No.2 engine.

GRD SPOILERS
EXTENSION
FCOM DSC 32 30 10 AUTO BRAKE

thermal discharge has occured

current altitude

The climb gradient is the rate of climb expressed as a percentage of altitude gain per unit of horizontal distance traveled (typically expressed in feet per nautical mile).

flap over run

assymetry

mechanism overspeed

symmetrical runaway

uncommanded movement of surfaces

This alert triggers when the LDG ELEV selector is set to AUTO and the landing field
elevation of the FMGS is not available

ENG ANTI ICE is selected ON and/or engine flameout is detected in flight and/or EIU
fails

Amber light comes on, and ECAM caution { FUEL AUTO FEED FAULT } comes on when
center tank has more than 250 kg of fuel and the left or right wing tank has less than 5 000 kg

The thrust limit value disappears when the thrust reversers are used

It reports for each 1/3rd of RWY and it is
available for Take off also

Amount of fuel required for takeoff climb cruise at ci and then landing at the aerodrome taking into account operating conditions

Check on the ELEC SD page that the current charge of the battery is below 60 A, and
is decreasing
FCOM PRO NOR SOP 06 OVERHEAD PANEL

ome gen on apu and other on gpu

LDR reduces and second segment climb gradient reduces/an
increase of the field length limited take off mass but a decrease of the climb limited
take off mass

Rely on EFB for fuel calculations

Adv on ewd and sd page light will flash

Go Around mode

Amber light and associated ECAM caution come on, if the associated wing tank
overflows
FCOM DSC 28 20 OVERHEAD PANEL

FCOM PRO ABN NAV NAV RA1/2 FAULT

CAPT PFD DISPLAYS HEIGHT FROM THE REMAINING FO’s i.e., RA2

Yes as it’s LVTO
POLICY AND INFORMATION NOTICE 03-02

In accordance with the new GRF for runway surface condition, the Runway Condition
Report (RCR), when generated, is disseminated to a pilot through the following means :
SNOWTAM and ATIS and/or Voice when the runway is wholly or partly contaminated by
standing water, snow, slush, ice or frost, or is wet associated with the clearing or treatment
of snow, slush, ice or frost; and
ATIS and/or voice only when the runway is wet, not associated with the presence of snow,
slush, ice, or frost.
In other words, when there is no contamination, the RCR will be disseminated only via the
ATIS.
ATIS is an important means of reducing the ATS workload associated with the accurate
and timely transmission of safety and operational information, including runway surface
conditions, to flight crew. The responsible ATS unit will update the ATIS message when
they receive information concerning runway surface conditions through an RCR. With the
implementation of the GRF, some additional clarifications relating to the RCR- related
syntax of ATIS messages are necessarv

aqua planning will occur only if the runway is contaminated , i.e more than 3mm

Speed Reference System is a vertical mode which controls pitch to maintain a speed defined
by SRS guidance (provided V2 is inserted in the MCDU PERF TO page, the slats are
extended, and the aircraft is on the ground).
It is v2 15 kt.

When the FMGS detects an engine failure, the speed target becomes the highest of
V2 or current speed, limited by V2 15 kt.

In Engine Out conditions, the SRS mode does not automatically disengage at EO
ACC ALT

The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is
higher.
Nevertheless, the SRS speed target is limited to VLS 25 kt, in a two-engine configuration

The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is
higher.
Nevertheless, the SRS speed target is limited to VLS 15 kt, in an engine-out configuration.,

Mode used at takeoff to guide the aircraft along the runway centre line, using LOC.
Triggered by the thrust levers at FLX or TOGA position.
Remains engaged until 30 ft after T/Off.

At 30 ft, RWY TRK is annunciated until the HDG/TRK knob is pulled

When a speed brake surface on one wing fails, the symmetric one on the other wing is
inhibited.