tag:blogger.com,1999:blog-59293181788983016532024-03-18T00:04:05.648-03:00AIRBUS 320F advanced skillsBlog developed in order to improve the airbus 320 family knowledge and flight operations.
Based on FCOM aircraft systems, supplementary techniques, FCTM, SOP, Abnormal and emergency procedures.R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.comBlogger17125tag:blogger.com,1999:blog-5929318178898301653.post-7620997626620563572012-01-05T15:11:00.000-02:002012-01-05T15:11:43.261-02:00THE S.O.P.<br />
<br />
<b>STANDARD OPERATING PROCEDURES </b><br />
<br />
- GENERAL INFORMATION<br />
<br />
FOREWORD<br />
<br />
The procedures contained in this Chapter are recommended by Airbus, and are consistent with the<br />
other Chapters of this manual.<br />
<br />
The Authorities do not certificate Standard Operating Procedures. <br />
<br />
The manufacturer presents them herein as the best way to proceed, <br />
from a technical and operational standpoint. <br />
<br />
They are continually updated and the revisions take into account Operator input, <br />
as well as manufacturer experience.<br />
<br />
In addition, Operators may amend them, as needed. <br />
<br />
However, the manufacturer recommends that Operators using the FCOM as onboard <br />
operational manual submit suggested changes to expedite<br />
publication, and maintain consistency of the manual. <br />
<br />
The Operator should note that they may rewrite this Chapter, at their own responsibility; <br />
this could, however, make it difficult to update the manual<br />
and keep it consistent with the other Chapters.<br />
<br />
The following sections contain expanded information on normal procedures.<br />
<br />
Standard Operating Procedures consist of inspections, preparations, and normal procedures. <br />
All items of a given procedure are listed in a sequence that follows <br />
a standardized scan of the cockpit panels, unless that sequence goes against <br />
the action priority logic, to ensure that all actions are<br />
performed in the most efficient way.<br />
<br />
Standard Operating Procedures are divided into flight phases, and are performed by memory.<br />
<br />
These procedures assume that all systems are operating normally, and that all automatic functions<br />
are used normally.<br />
<br />
Some normal procedures, that are non-routine will be found in the SUPPLEMENTARY<br />
TECHNIQUES (Refer to PRO-SUP-10 General), and in the SPECIAL OPERATIONS (Refer to<br />
PRO-SPO-20 General).<br />
<br />
______________________________________________________________________________________________<br />
<br />
<br />
<b>FLIGHT PREPARATION</b><br />
<br />
<b>TECHNICAL CONDITION OF THE AIRCRAFT</b><br />
<br />
The crew will verify the technical state of the aircraft (deferred defect list), with regard to<br />
airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.<br />
<br />
<b>WEATHER BRIEFING</b><br />
<br />
‐ The crew will get a weather briefing<br />
‐ The briefing should include:<br />
• Actual and expected weather conditions, including runway conditions for takeoff and climb-out<br />
• Significant weather enroute, including winds and temperatures<br />
• Terminal forecasts for destination and alternate airports<br />
• Actual weather for destination and alternates, <br />
for short range flights and recent past weather, if available<br />
• Survey of the meteorological conditions at airports along the planned route.<br />
<br />
Weather can affect the choice of routing (for example, influence which route is quickest) and<br />
the choice of flight level. <br />
<br />
The pilot must also consider the possibility of runways being contaminated <br />
at the departure and destination airfields. <br />
<br />
The pilot must also verify ISA deviations and enroute icing conditions, <br />
and must consider the possibility of holding due to weather at the destination.<br />
<br />
<b>NOTAMS</b><br />
to: PR-AVB, PR-AVC, PR-AVD<br />
<br />
‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability<br />
of runways and approach aids etc, all of which may affect the final fuel requirement<br />
‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer<br />
and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,<br />
under repair, covered with debris...).<br />
<br />
<b>NOTAMS</b><br />
to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-AVP, PR-AVQ, PR-AVR<br />
<br />
‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability<br />
of runways and approach aids etc, all of which may affect the final fuel requirement<br />
‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer<br />
and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,<br />
under repair, covered with debris...)<br />
‐ GPS Primary availability:<br />
<br />
• For RNP AR operations, the GPS Primary availability prediction should be checked to ensure<br />
the RNP will be available for the estimated time of operation.<br />
<br />
<b>FLIGHT PLAN AND OPERATIONAL REQUIREMENTS</b><br />
Applicable to: ALL<br />
<br />
‐ The pilot will check the company flight plan for routing, altitudes, and flight time<br />
‐ The Captain will check the ATC flight plan and ensure that:<br />
• It is filled in and filed, in accordance with the prescribed procedures<br />
• It agrees with the fuel flight plan routing.<br />
‐ The crew will check the estimated load figures, and will calculate the maximum allowable takeoff<br />
and landing weights.<br />
<br />
<b>OPTIMUM FLIGHT LEVEL</b><br />
Applicable to: ALL<br />
<br />
The flight crew should choose a flight level that is as close to the optimum as possible. <br />
To obtain the optimum flight level, use the chart in the QRH or in the FCOM <br />
(Refer to PER-FPL-FLP-ALT-10 DEFINITIONS). <br />
<br />
As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty<br />
(approximately 5 % of fuel). <br />
Flight 8 000 ft below the optimum altitude produces a penalty of more<br />
than 10 % against trip fuel. <br />
(The usual contingency allowance is 5 %).<br />
<br />
<b>FUEL REQUIREMENTS</b><br />
Applicable to: ALL<br />
<br />
<b>COMPUTERIZED FLIGHT PLAN CHECK</b><br />
<br />
In most cases the flight crew uses a computer-derived flight plan to obtain the correct fuel<br />
requirements. Although these computerized requirements are normally accurate, the flight crew<br />
must check them for gross errors.<br />
<br />
The easiest way to do this is to use the “Quick Determination of F-PLN” tables <br />
(Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78). <br />
<br />
Although the aircraft will fly at ECON MACH<br />
that is based on the cost index, the M 0.78 table is accurate enough to permit the crew to check for<br />
gross error.<br />
<br />
Ensure that both the captain and the first officer have verified that the fuel calculations and<br />
required fuel on board are correct and that the figure complies with the applicable regulations.<br />
<br />
<b>FUEL TRANSPORTATION</b><br />
<br />
The flight crew must check the policy covering the “tankering” of fuel on sectors where there is a<br />
favourable fuel price differential or operational requirement.<br />
<br />
Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and<br />
therefore reduces the economy of the operation (lower flex temperature, more tire and brake wear,<br />
more time in climb phase, lower optimum flight level etc).<br />
<br />
<br />
________________________________________________________________________________________________<br />
<br />
<br />
<br />
<b>- SAFETY EXTERIOR INSPECTION</b><br />
Applicable to: ALL<br />
<br />
Items marked by (*) are the only steps to be completed during a transit stop.<br />
<br />
This inspection ensures that the aircraft and its surroundings are safe for operations.<br />
<br />
On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc.<br />
<br />
* WHEEL CHOCKS................................................. CHECK IN PLACE<br />
* LANDING GEAR DOORS............................................CHECK POSITION<br />
<br />
<b>WARNING</b> <br />
Do not pressurize the green hydraulic system without clearance from ground<br />
personnel, if any gear door is open. Remember that the green hydraulic system is<br />
pressurized if the yellow system is pressurized and the PTU is on AUTO.<br />
<br />
* APU AREA...............................................................CHECK<br />
Observe that the APU inlet and outlet are clear.<br />
<br />
<br />
_________________________________________________________________________________________________<br />
<br />
<br />
<b>- PRELIMINARY COCKPIT PREPARATION</b><br />
<br />
Items marked by asterisks (*) are the only steps to be completed during a transit stop.<br />
<br />
The following procedure, performed by the PNF, ensures that all the required checks are performed<br />
before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft<br />
and personnel.<br />
<br />
Included is APU starting and the establishment of electrical and pneumatic power.<br />
<br />
<b>AIRCRAFT POWER UP</b><br />
<br />
ENG MASTER 1 sw and MASTER 2 sw........................................OFF<br />
MODE selector.........................................................NORM<br />
L/G lever..............................................CHECK DOWN position<br />
CAPT WIPER selector and F/O WIPER selector.............................OFF<br />
<br />
If the aircraft has not been electrically supplied for 6 h or more, <br />
perform the followingcheck:<br />
<br />
BAT 1 pb and BAT 2 pb............................................ CHECK OFF<br />
BAT 1 and 2 VOLTAGE......................................CHECK ABOVE 25.5 V<br />
Battery voltage above 25.5 V ensures a charge above 50 %.<br />
<br />
If battery voltage is below 25.5 V:<br />
<br />
A charging cycle of about 20 min is required.<br />
<br />
BAT 1 pb and BAT 2 pb..................................................AUTO<br />
EXT PWR pb...............................................................ON<br />
Check on ELEC SD page, that the battery contactor is closed and the b<br />
atteries are charging.<br />
<br />
After 20 min:<br />
BAT 1 + 2 pb............................................................OFF<br />
BAT 1 and 2 VOLTAGE......................................CHECK ABOVE 25.5 V<br />
<br />
If battery voltage is above 25.5 V:<br />
<br />
BAT 1 pb and BAT 2 pb..................................................AUTO<br />
<br />
If the APU is started on batteries only, it should be started within 30 min <br />
after the selection of batteries to AUTO <br />
(35 min after battery selection to AUTO, the battery charge is less<br />
than 25 % of maximum capacity).<br />
<br />
If the aircraft has been electrically supplied during the last 6 h:<br />
<br />
BAT 1 pb and BAT 2 pb...................................................AUTO<br />
EXT PWR pb (when AVAIL light is on)...................................... ON<br />
AVAIL light goes out.<br />
<br />
<br />
<b>WARNING Do not pressurize hydraulic systems without clearance from ground crew.</b><br />
<br />
<br />
APU FIRE TEST/START<br />
<br />
<br />
APU FIRE pb-sw................................................IN and GUARDED<br />
AGENT lights ........................................................... OUT<br />
If the APU is already running, ensure that the following check has <br />
already been completed. If not, perform it.<br />
<br />
APU FIRE TEST pb.......................................................PRESS<br />
<br />
Check :<br />
‐ APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).<br />
‐ APU FIRE pb-sw lighted red.<br />
‐ SQUIB light and DISCH light on<br />
<br />
<b>APU START</b><br />
<br />
If the EXT PWR pb ON light is on:<br />
<br />
APU MASTER SW pb-sw......................................................ON<br />
ON light comes on.<br />
APU SD page appears on ECAM.<br />
<br />
<br />
APU START pb-sw......................................................... ON<br />
<br />
Note: Wait at least 5 s before selecting APU START pb-sw.<br />
<br />
The FLAP OPEN indication appears on APU SD page.<br />
<br />
On the APU SD page, N and EGT rise.<br />
When N = 95 %:<br />
<br />
‐ On APU SD page, AVAIL indication appears.<br />
‐ On APU panel : START ON light goes out.<br />
<br />
AVAIL light comes on.<br />
<br />
10 s later:<br />
‐ DOOR SD page replaces APU SD page.<br />
<br />
EXT PWR pb.......................................................... AS RQRD<br />
<br />
External power may be kept ON to reduce the APU load, especially in hot conditions: <br />
<br />
When APU BLEED pb-sw is ON, keeping the EXT PWR pb ON enables to increase the bleed air<br />
flow of the APU, thus improving the efficiency of the air conditioning.<br />
<br />
If the EXT PWR pb ON light is off:<br />
<br />
APU MASTER SW pb-sw.......................................................ON<br />
<br />
ON light comes on.<br />
<br />
APU START pb-sw.......................................................... ON<br />
<br />
Note: Wait at least 5 s before selecting APU START pb-sw.<br />
<br />
At 95 % RPM:<br />
<br />
‐ START ON light goes out.<br />
‐ AVAIL light comes on.<br />
‐ APU GEN comes on line.<br />
‐ APU SD page appears after 10 s.<br />
<br />
If required, adjust brightness on ECAM control panel.<br />
<br />
10 s later:<br />
‐ DOOR SD page replaces APU SD page.<br />
<br />
<br />
_______________________________________________________________________________________________________<br />
<br />
<br />
<b>BEFORE WALK-AROUND</b><br />
<br />
<br />
<b>* COCKPIT LIGHTS...................................................AS RQRD</b><br />
<br />
‐ Set OVHD INTEG LT knob, STBY COMPASS sw, DOME sw, ANN LT sw as required.<br />
‐ Set FLOOD LT, and INTEG LT as required.<br />
<br />
DOME light should be on because it is the only lighting source in the <br />
EMER ELEC configuration. The DIM position is recommended for takeoff.<br />
<br />
<b>FLAPS........................................................CHECK POSITION</b><br />
<br />
Check the upper ECAM display to confirm that the FLAPS position <br />
agrees with the handle position.<br />
<br />
<b>* SPEEDBRAKE lever............................. CHECK RETRACTED and DISARMED</b><br />
<br />
<b>WARNING</b> If flight control surface positions do not agree with <br />
the control handle positions, check with the maintenance <br />
crew before applying hydraulic power.<br />
<br />
<b>* PRK BRK handle.........................................................ON<br />
* ACCU PRESS indicator & BRAKES PRESS indicator...................... CHECK</b><br />
<br />
‐ Check for normal indications.<br />
‐ The ACCU PRESS indication must be in the green band. <br />
If required use the electric pump on yellow hydraulic system <br />
to recharge the brake accumulator.<br />
<br />
<b>WARNING </b>Yellow and green hydraulic systems are pressurized <br />
from yellow electric pump.<br />
Get ground crew clearance before using the electric pump.<br />
<br />
<b>PROBE/WINDOW HEAT pb........................................... CHECK AUTO</b><br />
<br />
<br />
<b>APU BLEED pb-sw...........................................................ON</b><br />
<br />
Do not use APU BLEED, if ground personnel confirms that ground air unit is connected. <br />
Pilots should also check the BLEED SD page to determine whether an HP ground air unit <br />
is connected (pressure in the bleed system).<br />
<br />
<b>ALL WHITE LIGHTS..........................................................OFF</b><br />
<br />
<b>X BLEED selector.........................................................AUTO</b><br />
<br />
<b>Zone temperature selectors........................................... AS RQRD</b><br />
Full range temperature 24 ± 6 °C (75 ± 11 °F).<br />
<br />
CARGO HEAT SELECTORS..................................................AS RQRD<br />
Set temperature selectors, as required.<br />
<br />
<b>ELEC.......Scan/check that there are no amber lights, except GEN FAULT lights.</b><br />
<br />
<b>VENT.....................................................Check all lights off.</b><br />
<br />
Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR<br />
* ECAM<br />
<b>* RCL key ...............................................................PRESS</b><br />
‐ Press the RCL key for 3 s to recall all warnings that have been CLR or CNL<br />
‐ If applicable, check warnings compatible with MEL, then CLEAR or CANCEL them. <br />
If any action is required, call maintenance personnel as soon as possible.<br />
<br />
<b>* DOOR key...............................................................PRESS</b><br />
<br />
If the oxygen pressure is half boxed in amber, check “MIN FLT CREW OXY CHART” <br />
to verify if the pressure is sufficient for the scheduled flight <br />
(Refer to LIM-35 Cockpit Fixed Oxygen System).<br />
<br />
_______________________________________________________________________________<br />
<br />
319/320<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_-FTJ6THGnPKdDZ_CuYhFHQWHmAT0DfPXhSIwsK28rQ49tjQMi_QmfTCtzr_Y_UB9MWrWe2VmszmqzqTDkJbQOGrx1z3TswTtzXz2syeqUvPAbSru8ok9v8vdpY9s_Kz1OfLJQtnHuSA/s1600/319+320+min+oxy+press.bmp" imageanchor="1" style=""><img border="0" height="80" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_-FTJ6THGnPKdDZ_CuYhFHQWHmAT0DfPXhSIwsK28rQ49tjQMi_QmfTCtzr_Y_UB9MWrWe2VmszmqzqTDkJbQOGrx1z3TswTtzXz2syeqUvPAbSru8ok9v8vdpY9s_Kz1OfLJQtnHuSA/s400/319+320+min+oxy+press.bmp" /></a></div><br />
(1) REF TEMPERATURE :<br />
‐ On ground : REF TEMPERATURE = (OAT + COCKPIT TEMP) / 2<br />
‐ In flight : REF TEMPERATURE (deg. C) = CAB TEMP (deg. C) -10 °C<br />
or<br />
REF TEMPERATURE (deg. F) = CAB TEMP(deg.F)-18 °F<br />
<br />
(2) MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT :<br />
<br />
‐ Preflight checks<br />
‐ The use of oxygen, when only one flight crewmember is in the cockpit<br />
‐ Unusable quantity (to ensure that the regulator functions with minimum pressure)<br />
‐ Normal system leakage<br />
<br />
‐ and<br />
<br />
Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):<br />
<br />
‐ During an emergency descent : For all cockpit members for 22 min<br />
‐ During cruise at FL 100 : For 2 flight crewmembers for 98 min.<br />
or<br />
Protection in case of smoke, with 100 % oxygen : <br />
<br />
For all cockpit members for 15 min at a cabin altitude of 8 000 ft.<br />
<br />
Note: The above times are based on the use of a sealed mask, but may be shorter (in terms of performance,<br />
pressure or duration) if the flight crewmember has a beard.<br />
___________________________________________________________________________________<br />
<br />
<br />
<b>* HYD key................................................................PRESS</b><br />
Check that the quantity indexes are in the normal filling range.<br />
<br />
<b>* ENG key.................................................................PRESS</b><br />
Check that the oil quantity is at or above 9.5 qts + estimated consumption <br />
(maximum average estimated consumption ∼ 0.5 qt/h).<br />
<br />
Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
* ECAM<br />
<b>* RCL key ................................................................PRESS</b><br />
<br />
‐ Press the RCL key for 3 s to recall all warnings that have been CLR or CNL<br />
‐ If applicable, check warnings compatible with MEL, then CLEAR or CANCEL them. <br />
If any action is required, call maintenance personnel as soon as possible.<br />
<br />
<b>* DOOR key.................................................................PRESS</b><br />
<br />
If the oxygen pressure is half boxed in amber, check “MIN FLT CREW OXY CHART”<br />
to verify if the pressure is sufficient for the scheduled flight <br />
(Refer to LIM-35 Cockpit Fixed Oxygen System).<br />
________________________________________________________________________________<br />
<br />
318<br />
_<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGCXiV653NwNvwP0ZYO7c2m4r8fGrZKkR1LJ5CKALdl03OuE7TCdaCohJmjTE9WhxuywYNfiVnugCdJiD5-9ya_Y0oz6d2tTBpjsrCzpiONej7NN_FkfYG7EIPYT61GGX3aAHFCKkH6Rs/s1600/318+min+oxy+press.bmp" imageanchor="1" style=""><img border="0" height="63" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGCXiV653NwNvwP0ZYO7c2m4r8fGrZKkR1LJ5CKALdl03OuE7TCdaCohJmjTE9WhxuywYNfiVnugCdJiD5-9ya_Y0oz6d2tTBpjsrCzpiONej7NN_FkfYG7EIPYT61GGX3aAHFCKkH6Rs/s400/318+min+oxy+press.bmp" /></a></div><br />
(1) REF TEMPERATURE :<br />
‐ On ground : REF TEMPERATURE = (OAT + COCKPIT TEMP) / 2<br />
‐ In flight : REF TEMPERATURE (deg. C) = CAB TEMP (deg. C) -10 °C<br />
<br />
or<br />
<br />
REF TEMPERATURE (deg. F) = CAB TEMP(deg.F)-18 °F<br />
(2) MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT :<br />
‐ Preflight checks<br />
‐ The use of oxygen, when only one flight crewmember is in the cockpit<br />
‐ Unusable quantity (to ensure that the regulator functions with minimum pressure)<br />
‐ Normal system leakage<br />
‐ and<br />
Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):<br />
‐ During an emergency descent : For all cockpit members for 22 min<br />
‐ During cruise at FL 100 : For 2 flight crewmembers for 98 min.<br />
or<br />
Protection in case of smoke, with 100 % oxygen : For all cockpit members <br />
for 15 min at a cabin altitude of 8 000 ft.<br />
Note: The above times are based on the use of a sealed mask, but may be shorter <br />
(in terms of performance, pressure or duration) if the flight crewmember has a beard.<br />
________________________________________________________________________________<br />
<br />
<br />
<b>* HYD key..................................................................PRESS</b><br />
Check that the quantity indexes are in the normal filling range.<br />
<br />
<b>* ENG key..................................................................PRESS</b><br />
<br />
‐ If indications are not available, set the FADEC GND PWR pb on <br />
the overhead panel to ON, to supply the FADEC.<br />
<br />
Check that the oil quantity is at or above 8.7 qt + estimated consumption <br />
(maximum average estimated consumption ∼ 0.4 qt/h).<br />
<br />
Applicable to: ALL<br />
<br />
* OPERATIONS ENGINEERING BULLETINS (OEB)<br />
<b>* OEB in QRH................................................................CHECK</b><br />
<br />
Go to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicable<br />
to the aircraft.<br />
<br />
Note: If there is a transfer of duties during this flight, the flight crew must remind the incoming<br />
flight crew of the applicable OEB(s) during the briefing that is done when transferring the<br />
duties.<br />
<br />
<br />
<b>EMERGENCY EQUIPMENT</b><br />
<br />
Check the following equipment:<br />
‐ Life jackets stowed<br />
‐ Axe stowed<br />
‐ Smoke hoods or portable oxygen equipment and full face masks stowed and serviceable<br />
‐ Portable fire extinguisher lockwired and pressure in the green area<br />
‐ Smoke goggles stowed (smoke hoods )<br />
‐ Oxygen masks stowed<br />
‐ Flashlights stowed<br />
‐ Escape ropes stowed<br />
<br />
<b>RAIN REPELLENT</b><br />
Pressure and quantity indicators......................................CHECK<br />
<br />
<b>CAUTION </b>Never use rain repellent to wash the windshield and never use <br />
it on a dry windshield.<br />
<br />
REAR and OVERHEAD CIRCUIT BREAKERS panels............................ CHECK<br />
<br />
Check that all circuit breakers are set. Reset as necessary.<br />
<br />
* GEARS PINS and COVERS...............................................CHECK<br />
Check that three are on board and stowed.<br />
<br />
_________________________________________________________________________________________<br />
<br />
<br />
<b>- EXTERIOR INSPECTION</b><br />
<br />
GENERAL<br />
<br />
The exterior inspection ensures that the overall condition of the aircraft and its visible components<br />
and equipment are safe for the flight.<br />
<br />
Complete inspection is normally performed by maintenance personnel or in the absence of<br />
maintenance personnel by a flight crew member before each originating flight.<br />
<br />
Items marked by asteriks (*) must be performed again by a flight crew member before each flight.<br />
<br />
The parking brake must be ON during the exterior inspection to allow the flight crew to check brake<br />
wear indicators.<br />
<br />
‐ Check structure for impact damage<br />
‐ Check that there is no evident fuel, oil or hydraulic leaks.<br />
<br />
<b>WARNING</b> If a landing gear door is open, contact the maintenance crew before applying<br />
hydraulic power.<br />
<br />
<br />
<b>EXTERIOR WALK-AROUND</b><br />
<br />
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LH FWD FUSELAGE<br />
<br />
* AOA probes.................................................... CONDITION<br />
F/O and CAPT static ports......................................... CLEAR<br />
Avionics equipment vent air inlet valve....................... CONDITION<br />
Oxygen bay....................................................... CLOSED<br />
Oxygen overboard discharge indicator.............................. GREEN<br />
* Toilet servicing door ........................................... CLOSED<br />
<br />
NOSE SECTION<br />
<br />
* Pitot probes...................................................CONDITION<br />
STBY static ports..................................................CLEAR<br />
* TAT probes.................................................... CONDITION<br />
* Radome and latches.................................... CONDITION/LATCHED<br />
Forward avionics compartment door.................................CLOSED<br />
Ground electrical power door (if not required.)...................CLOSED<br />
<br />
NOSE L/G<br />
<br />
* Nose wheel chocks.............................................. IN PLACE<br />
* Wheels and tires...............................................CONDITION<br />
Nose gear structure........................................... CONDITION<br />
Taxi, TO, turn-off lights......................................CONDITION<br />
Hydraulic lines and electrical wires.......................... CONDITION<br />
Wheel well........................................................ CHECK<br />
Safety pin.......................................................REMOVED<br />
<br />
RH FWD FUSELAGE<br />
<br />
RH + AFT avionic compartment doors............................... CLOSED<br />
Avionic equipment vent air outlet valve........................CONDITION<br />
F/O-CAPT static ports..............................................CLEAR<br />
* AOA probe..................................................... CONDITION<br />
Forward cargo door and selector panel..............................CHECK<br />
<br />
LOWER CENTER FUSELAGE<br />
<br />
Potable water drain panel ....................................... CLOSED<br />
Antennas........................................................ CONDITION<br />
Drain mast.......................................................CONDITION<br />
RAM air inlet flap...............................................CONDITION<br />
LP and HP ground connection doors.................................. CLOSED<br />
Anticollision light..................................................CHECK<br />
CTR TK magnetic fuel level...........................................FLUSH<br />
Pack air intakes and outlets........................................ CLEAR<br />
Applicable to: ALL<br />
<br />
RH CENTER WING<br />
<br />
Yellow hydraulic bay door.........................................CLOSED<br />
Fuel panel........................................................CLOSED<br />
Inner tank magnetic fuel.......................................... FLUSH<br />
Landing light..................................................CONDITION<br />
* Slat 1.........................................................CONDITION<br />
<br />
ENG 2 LH SIDE<br />
<br />
Oil fill access door (CFM and IAE only)............................ CLOSED<br />
Master magnetic chip detector access door (IAE only)............... CLOSED<br />
* Thrust Recovery Nozzle (PW only)..........................CLOSED/LATCHED<br />
Hydraulic filter visual access door (PW only).................... CLOSED<br />
* Fan cowl doors............................................CLOSED/LATCHED<br />
* Drain mast.............................................CONDITION/NO LEAK<br />
* Engine inlet and fan blades....................................... CHECK<br />
<br />
ENG 2 RH SIDE<br />
<br />
Vent inlet (CFM only)................................................CLEAR<br />
Pressure-relief/Start valve handle access door (CFM and IAE only)...CLOSED<br />
Nose cowl pressure relief door (PW only)............................CLOSED<br />
Eng oil fill access/starter air vlv override access door (PW).......CLOSED<br />
Master chip detector access door (PW only)..........................CLOSED<br />
IDG servicing access door (PW only).................................CLOSED<br />
Turbine exhaust .....................................................CLEAR<br />
Pylon/access panel....................................... CONDITION/CLOSED<br />
<br />
to: PR-AVP, PR-AVQ, PR-AVR<br />
RH WING LEADING EDGE<br />
* Slats 2, 3, 4, 5...............................................CONDITION<br />
Magnetic fuel level............................................... FLUSH<br />
Fuel water drain valve.......................................... NO LEAK<br />
Refuel coupling...................................................CLOSED<br />
Surge tank air inlet.............................................. CLEAR<br />
* Fuel ventilation overpressure disc............................... INTACT<br />
Navigation.................................................... CONDITION<br />
* Wing tip.......................................................CONDITION<br />
<br />
RH WING TRAILING EDGE<br />
<br />
Static dischargers.................................................CHECK<br />
* Control surfaces...............................................CONDITION<br />
* Flaps and fairings............................................ CONDITION<br />
<br />
RH L/G AND FUSELAGE<br />
<br />
* Chocks.......................................................... REMOVED<br />
* Wheels and tires...............................................CONDITION<br />
Brakes and brake wear ind..................................... CONDITION<br />
Torque link damper ............................................CONDITION<br />
Hydraulic lines................................................... CHECK<br />
Landing gear structure............................................ CHECK<br />
Downlock springs...................................................CHECK<br />
Safety pin.......................................................REMOVED<br />
Ground hydraulic connection yello................................ CLOSED<br />
Water drain mast ........................................... CONDITION<br />
Shroud fuel drain......................................CONDITION/NO LEAK<br />
<br />
RH AFT FUSELAGE<br />
<br />
Cargo door and selector panel..................................... CHECK<br />
Bulk door ...................................................... CHECK<br />
* Toilet service access door....................................... CLOSED<br />
Outflow valve................................................. CONDITION<br />
Drain mast ................................................... CONDITION<br />
Flight recorder access door ......................................CLOSED<br />
<br />
TAIL<br />
<br />
* Stabilizer, elevator, fin, and rudder..........................CONDITION<br />
Static dischargers.................................................CHECK<br />
* Lower fuselage structure (tail impact on runway)...............CONDITION<br />
<br />
APU<br />
<br />
Access doors........................................................CLOSED<br />
Air intake.......................................................CONDITION<br />
Drain....................................................CONDITION/NO LEAK<br />
Oil cooler air outlet .............................................. CLEAR<br />
Exhaust..............................................................CLEAR<br />
Navigation light................................................ CONDITION<br />
Fire extinguisher overpressure indication (red disc)............. IN PLACE<br />
<br />
LH AFT FUSELAGE<br />
<br />
* Stabilizer, elevator, fin, and rudder..........................CONDITION<br />
* Potable water service door....................................... CLOSED<br />
Ground hydraulic connection blue door.............................CLOSED<br />
Ground hydraulic connection green and reservoir filling door......CLOSED<br />
<br />
LH LANDING GEAR<br />
<br />
* Chocks........................................................... REMOVED<br />
* Wheels and tires................................................CONDITION<br />
Brakes and brake wear indicator.................................CONDITION<br />
Torque link damper .............................................CONDITION<br />
Hydraulic lines.................................................... CHECK<br />
Landing gear structure............................................. CHECK<br />
Downlock springs................................................... CHECK<br />
Safety pin........................................................REMOVED<br />
<br />
LH WING TRAILING EDGE<br />
<br />
* Flaps and fairing.............................................. CONDITION<br />
* Control surfaces................................................CONDITION<br />
Static dischargers..................................................CHECK<br />
<br />
LH WING LEADING EDGE<br />
<br />
* Wing tip........................................................CONDITION<br />
Navigation light............................................... CONDITION<br />
Surge tank air inlet............................................... CLEAR<br />
* Fuel ventilation overpressure disc................................ INTACT<br />
Fuel water drain valve........................................... NO LEAK<br />
Inner and outer cell magnetic fuel level............................FLUSH<br />
* Slats 2, 3, 4, 5................................................CONDITION<br />
<br />
to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR<br />
ENG 1 LH SIDE<br />
Oil fill access door...............................................CLOSED<br />
* Fan cowl doors.............................................CLOSED/LATCHED<br />
* Drain mast..............................................CONDITION/NO LEAK<br />
* Engine inlet and fan blades.........................................CHECK<br />
<br />
Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
ENG 1 LH SIDE<br />
* Thrust Recovery Nozzle.................................... CLOSED/LATCHED<br />
Hydraulic filter visual door.......................................CLOSED<br />
* Fan cowl doors.............................................CLOSED/LATCHED<br />
* Drain mast..............................................CONDITION/NO LEAK<br />
* Engine inlet and fan blades........................................ CHECK<br />
<br />
to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR<br />
ENG 1 RH SIDE<br />
Vent inlet........................................................... CLEAR<br />
Pressure relief/Start valve handle access door...................... CLOSED<br />
Turbine exhaust...................................................... CLEAR<br />
Pylon/access panel........................................ CONDITION/CLOSED<br />
<br />
to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
ENG 1 RH SIDE<br />
Nose cowl pressure relief door........................................CLOSED<br />
Engine oil fill access/starter air valve override access door.........CLOSED<br />
Master chip detector access door......................................CLOSED<br />
IDG servicing access door.............................................CLOSED<br />
Turbine exhaust....................................................... CLEAR<br />
Pylon/access panel......................................... CONDITION/CLOSED<br />
<br />
LH CENTER WING<br />
<br />
* Slat 1...........................................................CONDITION<br />
Wing leading edge ventilation intake ............................... CLEAR<br />
Fuel water drain valves............................................NO LEAK<br />
Inner tank magnetic fuel............................................ FLUSH<br />
Landing lights...................................................CONDITION<br />
Hydraulic reservoir pressurization door............................ CLOSED<br />
RAT doors.......................................................... CLOSED<br />
<br />
___________________________________________________________________________________________________<br />
<br />
<br />
<b>- COCKPIT PREPARATION</b><br />
<br />
INTRODUCTION<br />
<br />
Items marked by (*) are the only steps to be completed during a transit stop.<br />
<br />
The PF and PNF should perform the cockpit preparation according to the panel scan sequence<br />
defined below (Refer to Panel Scan Sequence), and the task sharing defined in the QRH <br />
(Refer to QRH/Task Sharing for Abnormal/Emergency Procedures).<br />
<br />
<b>DOCUMENTATION AND MAINTENANCE</b><br />
<br />
On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of<br />
maintenance and daily inspection (or similar) are up to date and signed. Check the deferred or<br />
carried-forward defects. If refueling has already been completed, check the uplift.<br />
<br />
<br />
PANEL SCAN SEQUENCE<br />
<br />
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<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-69157777612480598862012-01-05T11:51:00.000-02:002012-01-05T15:23:14.248-02:00THE SUPPLEMENTARY PROCEDURES<br />
<b>OPERATING SPEEDS DEFINITION</b><br />
<br />
A318/A319/A320<br />
<br />
GENERAL<br />
<br />
This chapter shows the speed symbols and definitions.<br />
The source of the computation is also given, when applicable.<br />
<br />
<b>CHARACTERISTIC SPEEDS</b><br />
to: PR-AVP, PR-AVQ, PR-AVR<br />
<br />
The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer<br />
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy<br />
purposes), and aerodynamic data as a backup.<br />
<br />
VLS (of normal landing configuration: CONF 3 or FULL), F, S, and Green Dot speeds are also<br />
displayed on the MCDU TAKEOFF and/or APPR pages.<br />
<br />
These values are computed by the FMS, based on the aircraft gross weight (which is computed<br />
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or<br />
go-around).<br />
<br />
<b>VS :</b> Stalling speed.<br />
Not displayed.<br />
<br />
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor<br />
that is less than 1 g. <br />
This gives a stall speed that is lower than the stall speed at 1 g. All<br />
operating speeds are expressed as functions of this speed <br />
(for example, VREF = 1.3 VSmin).<br />
<br />
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that<br />
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of<br />
stall speed for these aircraft.<br />
<br />
All the operating speeds must be referenced to a speed that can be demonstrated fight<br />
tests. This speed is designated VS1g.<br />
<br />
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship<br />
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types.<br />
<br />
As a result, Authorities allow aircraft of the A320 family to use the following factors:<br />
<br />
‐ V2 = 1.2 × 0.94 VS1g = 1.13 VS1g<br />
‐ VREF = 1.3 × 0.94 VS1g = 1.23 VS1g<br />
<br />
These speeds are identical to those that the conventional 94 % rule would have defined for<br />
these aircraft. <br />
<br />
The A318, A319, A320, and A321 have exactly the same maneuver margin<br />
that a conventional aircraft would have at its reference speeds.<br />
<br />
The FCOM uses VS for VS1g.<br />
<br />
<b>VLS :</b> Lowest Selectable Speed.<br />
<br />
Represented by the top of an amber strip along the airspeed scale on the PFD.<br />
<br />
Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during<br />
takeoff, or after a touch and go.<br />
<br />
Becomes 1.23 VS, after retraction of one step of flaps.<br />
Becomes 1.28 VS, when in clean configuration.<br />
<br />
Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip<br />
would hit the VLS strip on the PFD.<br />
<br />
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.<br />
<br />
In addition, VLS increases with speed brakes extension. <br />
<br />
<b>F :</b> Minimum speed at which the flaps may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.<br />
<br />
Represented by “F” on the PFD speed scale. <br />
Equal to about 1.18 VS to 1.22 VS of CONF 1+ F. <br />
<br />
<b>S :</b> Minimum speed at which the slats may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 1.<br />
<br />
Represented by “S” on the PFD airspeed scale.<br />
<br />
Equal to about 1.22 VS to 1.25 VS of clean configuration. <br />
<br />
<b>O : </b>Green dot speed.<br />
<br />
Engine-out operating speed in clean configuration.<br />
(Best lift-to-drag ratio speed).<br />
<br />
Also corresponds to the final takeoff speed.<br />
<br />
Represented by a green dot on the PFD scale.<br />
<br />
Below 20 000 ft equal to 2 × weight (tons) +85<br />
Above 20 000 ft, add 1 kt per 1 000 ft<br />
<br />
___________________________________________________________________________________________<br />
<br />
<br />
<b>CHARACTERISTIC SPEEDS</b><br />
to: PR-AVB, PR-AVC, PR-AVD<br />
<br />
The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer<br />
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy<br />
purposes), and aerodynamic data as a backup.<br />
<br />
<b>VLS</b> (of normal landing configuration: CONF 3 or FULL), <b>F</b>, <b>S</b>, <br />
and <b>Green Dot</b> speeds are also displayed on the MCDU TAKEOFF and/or APPR pages.<br />
<br />
These values are computed by the FMS, based on the aircraft gross weight (which is computed<br />
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or<br />
go-around).<br />
<br />
<b>VS :</b> Stalling speed.<br />
Not displayed.<br />
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor<br />
that is less than 1 g. <br />
<br />
This gives a stall speed that is lower than the stall speed at 1 g. All<br />
operating speeds are expressed as functions of this speed (for example, VREF = 1.3<br />
VSmin).<br />
<br />
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that<br />
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of<br />
stall speed for these aircraft.<br />
<br />
All the operating speeds must be referenced to a speed that can be demonstrated fight<br />
tests. <br />
<br />
This speed is designated VS1g.<br />
<br />
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship<br />
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. <br />
<br />
As a result, Authorities allow aircraft of the A320 family to use the following factors:<br />
<br />
‐ V2 = 1.2 × 0.94 VS1g = 1.13 VS1g<br />
‐ VREF = 1.3 × 0.94 VS1g = 1.23 VS1g<br />
<br />
These speeds are identical to those that the conventional 94 % rule would have defined for<br />
these aircraft. <br />
<br />
The A318, A319, A320, and A321 have exactly the same maneuver margin<br />
that a conventional aircraft would have at its reference speeds.<br />
<br />
The FCOM uses VS for VS1g.<br />
<br />
<b>VLS :</b> Lowest Selectable Speed.<br />
<br />
Represented by the top of an amber strip along the airspeed scale on the PFD.<br />
<br />
Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during<br />
takeoff, or after a touch and go.<br />
<br />
Becomes 1.23 VS, after retraction of one step of flaps.<br />
Becomes 1.28 VS, when in clean configuration.<br />
<br />
Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip<br />
would hit the VLS strip on the PFD.<br />
<br />
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.<br />
<br />
In addition, VLS increases with speed brakes extension.<br />
<br />
<b>F :</b> Minimum speed at which the flaps may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.<br />
<br />
Represented by “F” on the PFD speed scale. Equal to about 1.26 VS of CONF 1 + F.<br />
<br />
<b>S :</b> Minimum speed at which the slats may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 1.<br />
<br />
Represented by “S” on the PFD airspeed scale.<br />
<br />
Equal to about 1.23 VS of clean configuration.<br />
<br />
<br />
<b>O :</b> Green dot speed.<br />
<br />
Engine-out operating speed in clean configuration.<br />
(Best lift-to-drag ratio speed).<br />
<br />
Also corresponds to the final takeoff speed.<br />
<br />
Represented by a green dot on the PFD scale.<br />
<br />
Below 20 000 ft equal to 2 × weight (tons) +85<br />
Above 20 000 ft, add 1 kt per 1 000 ft<br />
<br />
___________________________________________________________________________________________<br />
<br />
<br />
<b>CHARACTERISTIC SPEEDS</b><br />
to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
<br />
The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer<br />
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy<br />
purposes), and aerodynamic data as a backup.<br />
<br />
<b>VLS </b>(of normal landing configuration: CONF 3 or FULL), F, S and Green Dot speeds are also<br />
displayed on the MCDU TAKEOFF and/or APPR pages.<br />
<br />
These values are computed by the FMS, based on the aircraft gross weight (which is computed<br />
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or<br />
go-around).<br />
<br />
<b>VS :</b> Stalling speed.<br />
Not displayed.<br />
<br />
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor<br />
that is less than 1 g. <br />
<br />
This gives a stall speed that is lower than the stall speed at 1 g. <br />
<br />
All operating speeds are expressed as functions of this speed (for example, VREF = 1.3<br />
VSmin).<br />
<br />
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that<br />
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of<br />
stall speed for these aircraft.<br />
<br />
All the operating speeds must be referenced to a speed that can be demonstrated by flight<br />
tests. <br />
<br />
This speed is designated VS1g.<br />
<br />
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship<br />
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. <br />
<br />
As a result, Authorities allow aircraft of the A320 family to use the following factors :<br />
<br />
V2 = 1.2 × 0.94 VS1g = 1.13 VS1g<br />
VREF = 1.3 × 0.94 VS1g = 1.23 VS1g<br />
<br />
These speeds are identical to those that the conventional 94 % rule would have defined for<br />
these aircraft.<br />
<br />
The A318, A319, A320 and A321 have exactly the same maneuver margin<br />
that a conventional aircraft would have at its reference speeds.<br />
<br />
The FCOM uses VS for VS1g.<br />
<br />
<b>VLS :</b> Lowest Selectable Speed.<br />
<br />
Represented by the top of an amber strip along the airspeed scale on the PFD.<br />
<br />
Computed by the FAC , based on FMS weight data, and on aerodynamic data as a backup,,<br />
and corresponds to 1.13 VS during takeoff, or after a touch and go.<br />
<br />
Becomes 1.23 VS, after retraction of one step of flaps.<br />
Becomes 1.28 VS, when in clean configuration.<br />
<br />
Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip<br />
would hit the VLS strip on the PFD.<br />
A<br />
bove 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.3 g.<br />
<br />
In addition, VLS is increased, when the speedbrakes are extended.<br />
<br />
The VMC is taken into account for VLS computation, as follows:<br />
<br />
‐ At takeoff, until retraction of one step of flaps, VLS is equal to, or greater than, the lowest<br />
of :<br />
• V2/1.05<br />
• 1.05 VMCA maximum certified.<br />
‐ In all the other phases, it is equal to, or greater than, VMCL.<br />
<br />
<b>F :</b> Minimum speed at which the flaps may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.<br />
Represented by “F” on the PFD speed scale. <br />
<br />
Equal to about 1.26 VS of CONF 1 + F.<br />
<br />
<b>S :</b> Minimum speed at which the slats may be retracted at takeoff.<br />
<br />
In approach, used as a target speed when the aircraft is in CONF 1.<br />
<br />
Represented by “S” on the PFD airspeed scale.<br />
<br />
Equal to about 1.23 VS of clean configuration.<br />
<br />
<b>O :</b> Green dot speed.<br />
<br />
Engine-out operating speed in clean configuration.<br />
(Best lift-to-drag ratio speed).<br />
<br />
Also corresponds to the final takeoff speed.<br />
<br />
Represented by a green dot on the PFD scale.<br />
<br />
Below 20 000 ft equal to 2 × weight (tons) +90<br />
Above 20 000 ft, add 1 kt per 1 000 ft<br />
<br />
<br />
______________________________________________________________________________________________<br />
<br />
<br />
<b>PROTECTION SPEEDS</b><br />
Applicable to: ALL<br />
<br />
Vα PROT, Vα MAX and VSW are computed by the FAC, based on aerodynamic data. <br />
<br />
They are only used for display on the PFD, and not for flight control protection <br />
(the activation of the protections is computed by the ELAC).<br />
<br />
<b>Vα PROT :</b> Angle of attack protection speed.<br />
<br />
Corresponds to the angle of attack at which the angle of attack protection becomes<br />
active.<br />
<br />
Represented by the top of a black and amber strip along the PFD speed scale, in<br />
normal law.<br />
<br />
<b>Vα MAX : </b>Maximum angle of attack speed.<br />
<br />
Corresponds to the maximum angle of attack that may be reached in pitch normal<br />
law.<br />
<br />
Represented by the top of a red strip along the PFD speed scale, in normal law.<br />
<br />
<b>VSW :</b> Stall warning speed.<br />
<br />
Represented by a red and black strip along the speed scale when the flight control<br />
normal law is inoperative.<br />
<br />
<b>VMAX :</b> Represented by the bottom of a red and black strip along the speed scale.<br />
<br />
Determined by the FAC according to the aircraft configuration.<br />
<br />
Is equal to VMO (or speed corresponding to MMO), VLE or VFE.<br />
<br />
____________________________________________________________________________________________<br />
<br />
<br />
<b>LIMIT SPEEDS</b><br />
Applicable to: ALL<br />
<br />
<b>VA :</b> Maximum design maneuvering speed. This corresponds to the maximum structural<br />
speed permitted for full control deflection, if alternate or direct law is active.<br />
<br />
<b>VMCG :</b> Minimum speed, on the ground during takeoff, at which the aircraft can be controlled<br />
by only using the primary flight controls, after a sudden failure of the critical engine,<br />
the other engine remaining at takeoff power.<br />
<br />
<b>VMCA : </b>Minimum control speed in flight at which the aircraft can be controlled with a<br />
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff<br />
power (takeoff flap setting, gear retracted).<br />
<br />
<b>VMCL :</b> Minimum control speed in flight, at which the aircraft can be controlled with a<br />
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff<br />
power (approach flap setting).<br />
<br />
<b>VFE :</b> Maximum speed for each flap configuration.<br />
<br />
<b>VLE :</b> Maximum speed with landing gear extended.<br />
<br />
<b>VLO :</b> Maximum speed for landing gear operation.<br />
<br />
<b>VMO :</b> Maximum speed.<br />
<br />
<b>VFE NEXT :</b> Maximum speed for the next (further extended) flap lever position.<br />
<br />
<br />
_______________________________________________________________________________________________<br />
<br />
<br />
<b>OTHER SPEEDS</b><br />
to: PR-AVP, PR-AVQ, PR-AVR<br />
<br />
<b>V1 :</b> The highest speed, during takeoff, at which the flight crew has a choice<br />
between continuing the takeoff or stopping the aircraft.<br />
<br />
Represented by “1” on the airspeed scale (or the V1 value when it is off the<br />
airspeed scale).<br />
<br />
Inserted manually through the MCDU by the pilot.<br />
Displayed on the MCDU TAKEOFF page. <br />
<br />
<b>VR :</b> The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at<br />
the latest after an engine failure.<br />
Inserted manually through the MCDU by the pilot.<br />
Displayed on the MCDU TAKEOFF page. <br />
<br />
<b>V2 :</b> Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft<br />
with one engine failed, and maintains during the second segment of the takeoff.<br />
<br />
Represented by the SPEED SELECT symbol on the speed scale.<br />
<br />
Minimum value equal to 1.13 VS for the corresponding configuration.<br />
<br />
Inserted manually through the MCDU by the pilot.<br />
Displayed on the MCDU TAKEOFF page. <br />
<br />
<b>VREF :</b> Reference speed used for normal final approach.<br />
<br />
Equal to 1.23 × VS of CONF FULL.<br />
<br />
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS<br />
CONF FULL). <br />
<br />
<b>VAPP :</b> Final approach speed.<br />
<br />
Displayed on MCDU APPR page.<br />
Calculated by the FMGCs.<br />
<br />
Represents : VAPP = VLS + wind correction<br />
<br />
The pilot may modify VAPP through the MCDU.<br />
<br />
‐ During autoland or when A/THR is on or in case of ice accretion or gusty<br />
crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt.<br />
<br />
<br />
<b>VAPP TARGET :</b> Represented by a magenta triangle.<br />
<br />
Calculated by the FMGCs<br />
<br />
Gives efficient speed guidance in approach during various windy conditions.<br />
<br />
Represents :<br />
<br />
VAPP TARGET = GS mini + actual headwind (measured by ADIRS)<br />
GS mini = VAPP – TOWER WIND (headwind component along runway axis<br />
calculated by FMGC from tower wind entered on MCDU)<br />
<br />
<br />
<b>OTHER SPEEDS</b><br />
to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
<br />
<b>V1 :</b> The highest speed, during takeoff, at which the flight crew has a choice<br />
between continuing the takeoff or stopping the aircraft.<br />
Represented by “1” on the airspeed scale (or the V1 value when it is off the<br />
airspeed scale).<br />
<br />
Inserted manually through the MCDU by the pilot.<br />
Displayed on the MCDU TAKEOFF page.<br />
<br />
<b>VR :</b> The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at<br />
the latest after an engine failure.<br />
<br />
Inserted manually through the MCDU by the flight crew.<br />
Displayed on the MCDU TAKEOFF page.<br />
<br />
<b>V2 :</b> Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft<br />
with one engine failed, and maintains during the second segment of the takeoff.<br />
<br />
Represented by the SPEED SELECT symbol on the speed scale.<br />
<br />
Minimum value equal to 1.13 VS for the corresponding configuration.<br />
<br />
Inserted manually through the MCDU by the pilot.<br />
Displayed on the MCDU TAKEOFF page.<br />
<br />
<b>VREF :</b> Reference speed used for normal final approach.<br />
<br />
Equal to 1.23 × VS of CONF FULL.<br />
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS<br />
CONF FULL).<br />
<br />
<b>VAPP :</b> Final approach speed.<br />
<br />
Displayed on MCDU APPR page.<br />
<br />
Calculated by the FMGCs.<br />
<br />
Represents : VAPP = VLS + wind correction.<br />
<br />
The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.<br />
<br />
The flight crew may modify VAPP through the MCDU.<br />
<br />
‐ During autoland or when A/THR is on or in case of ice accretion or gusty<br />
crosswing greater than 20 kt, VAPP must not be lower than VLS +5 kt.<br />
<br />
‐ For landing in configuration 3 with ice accretion VAPP must not be lower than<br />
VLS +10 kt.<br />
<br />
<b>VAPP TARGET :</b> Represented by a magenta triangle.<br />
<br />
Calculated by the FMGCs<br />
<br />
Gives efficient speed guidance in approach during various windy conditions.<br />
<br />
Represents :<br />
<br />
VAPP TARGET = GS mini + actual headwind (measured by ADIRS)<br />
GS mini = VAPP – TOWER WIND (headwind component along runway axis<br />
calculated by FMGC from tower wind entered on MCDU).<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-90823222312386912592012-01-04T20:08:00.001-02:002012-01-05T15:22:48.158-02:00THE QRH<p class='bloggerplus_text_section' align='left'>IMPORTANT <br />
SCOPE <br />
The QRH contains some specific procedures which are not displayed on the ECAM. <br />
As a general rule, the procedures displayed on the ECAM are not provided in the QRH <br />
(refer to FCOM PRO/ABN). <br />
<br />
TASKSHARING FOR ABN/EMER PROC <br />
<br />
For all abnormal/emergency procedures, the tasksharing is as follows : <br />
‐ PF - Pilot flying - Responsible for the : <br />
• Thrust levers <br />
• Flight path and airspeed control <br />
• Aircraft configuration (request configuration change) <br />
• Navigation <br />
• Communications <br />
<br />
‐ PNF - Pilot non flying - Responsible for the : <br />
• Monitoring and reading aloud the ECAM and checklists <br />
• Performing required actions or actions requested by the PF, if applicable <br />
• Using engine master switches, cockpit C/Bs, IR and guarded switches with PF's confirmation. <br />
<br />
<b>ECAM CLEAR </b><br />
<br />
DO NOT CLEAR ECAM WITHOUT CROSS-CONFIRMATION OF BOTH PILOTS. <br />
<br />
ABN/EMER PROC INITIATION <br />
<br />
Procedures are initiated on pilot flying command. <br />
No action will be taken (apart from audio warning cancel through MASTER WARN light) <br />
until : <br />
‐ The appropriate flight path is established, and <br />
‐ The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach, or go-around. <br />
(In some emergency cases, provided the appropriate flight path is established, the pilot flying may initiate actions before this height). <br />
<br />
<b>NORMAL CHECKLIST </b><br />
<br />
Normal C/L are initiated by the PF and read by the PNF. <br />
The PF shall respond after having checked the existing configuration. <br />
When both pilots have to respond, "BOTH" is indicated</p><br />
<b>USE OF SUMMARIES</b><br />
<br />
GENERAL<br />
<br />
In case of an electrical emergency configuration, or a dual hydraulic failure:<br />
<br />
The ECAM should be applied first.<br />
<br />
This includes both the procedure, and the STATUS section.<br />
<br />
Only after announcing "ECAM ACTIONS COMPLETED", should the Pilot Non Flying (PNF) refer to the<br />
corresponding QRH summary.<br />
<br />
When a failure occurs, and after performing the ECAM actions, the PNF must refer to the bottom of the<br />
applicable Summary page (below the Go-Around section), in order to determine the landing distance that<br />
takes into account the failure.<br />
<br />
For dry and wet runways, the Actual Landing Distances with failure are provided in the SUMMARIES.<br />
<br />
These Actual Landing Distances with failure are based on the following assumptions:<br />
<br />
‐ The approach speed is VREF + ΔVREF. The speed increment "APPR COR" (when applicable), and the<br />
corresponding landing distance penalties that are required when the A/THR is used, or in the case of<br />
ice accretion on surfaces that are not heated, are not taken into account.<br />
‐ These distances are computed without the benefit of the reverse thrust (i.e. using the LDG DIST<br />
Factors 'WITHOUT REV")<br />
<br />
. If the flight crew wants to take into account the benefit of the reverse thrust at landing, the Actual<br />
Landing Distance with failure must be computed by multiplying the two following parameters:<br />
<br />
• The LDG DIST Factor "WITH REV" (Refer to the LDG CONF/APPR SPD/LDG DIST tables (QRH<br />
ABN 80)), and<br />
• The Actual Landing Distance without failure (Refer to the Landing Distance table without Autobrake<br />
(CONF FULL).<br />
<br />
For contaminated runways, the LDG DIST Factors provided in the SUMMARIES are the LDG DIST<br />
Factors "WITHOUT REV" .<br />
<br />
Depending on the actual landing distance with failure, the flight crew can decide whether or not a<br />
diversion is necessary.<br />
<br />
<b>APPROACH PREPARATION</b><br />
<br />
As always, approach preparation includes a review of the ECAM STATUS.<br />
<br />
After reviewing the STATUS, the PNF should refer to the "CRUISE" section of the summary, to determine<br />
the VREF correction, and compute the VAPP.<br />
<br />
A VREF table is provided in the summary.<br />
<br />
The LANDING and GO-AROUND sections of the summary should be used for the approach briefing.<br />
APPROACH<br />
<br />
The APPR PROC actions should be performed by reading the APPROACH section of the summary.<br />
<br />
The PNF should then review the ECAM STATUS, and check that all the APPR PROC actions have<br />
been completed.<br />
<br />
<br />
<b>GENERAL INFORMATION</b><br />
<br />
EFFECTIVITY<br />
<br />
As QRH is published at aircraft level, each paper page has only one effectivity.<br />
<br />
<b>PAGE NUMBERING</b><br />
<br />
The page numbering follows the following rules:<br />
00, 01, 02, ... : Numbering for ABN, GEN, OPS, OEB PROC sections<br />
01A, 03B, ..... : Numbering and index (A, B, ...) for procedures written on several paper pages<br />
1/10, 3/5, .... : Numbering for NP-NP, FPE-SPO<br />
C1, C2 ........ : Index of the back cover page interior<br />
C3 ............ : Index of the back cover page exterior<br />
<br />
"BLANK" : Index of an intentionally left blank paper page created to ensure the correct<br />
format of the next chapter (begins on recto page)<br />
<br />
<b>PRELIMINARY PAGES WITHIN THE QRH BINDER</b><br />
<br />
It is essential for Airlines to correctly manage the updates of the QRH. <br />
<br />
For this purpose, Airbus publishes Preliminary Pages with each QRH revision. <br />
<br />
These Preliminary Pages are used as reference documents for Airlines to manage the QRH <br />
updates, e.g. easily insert the revisions, identify the modifications that<br />
impact the QRH, get a synthesis of changes introduced with each revision. <br />
<br />
However, when the QRH revisions have been incorporated in accordance <br />
with the information given in the Preliminary Pages,<br />
these pages do not bring operational added value and therefore are no longer useful in the QRH binder<br />
for any operational purposes. <br />
<br />
Therefore, to minimize the size of the QRH binder on board the aircraft<br />
and to optimize the operational use of the QRH, Airbus has no objection that the Airlines remove the<br />
Preliminary Pages from the QRH after the revisions have been incorporated in the QRH and all checks<br />
performed to confirm the revisions have been correctly incorporated. <br />
<br />
You will find below the list of Preliminary Pages that may be removed from the QRH binder :<br />
<br />
‐ The Transmittal Letter<br />
‐ The Filing Instructions<br />
‐ The List of Effective Documentary Units (the LESS is the reference)<br />
‐ The list of Modifications<br />
‐ The Summary of Highlights<br />
‐ The front pages of all QRH sections<br />
‐ The Table of Contents (TOC) of the General section<br />
‐ The Table of Contents (TOC) of the Operations Engineering Bulletins section (the LEOEB is the<br />
reference)<br />
‐ All pages numbered "00" and "00A" of the Operations Engineering Bulletins section (approval DU of the<br />
OEBs)<br />
‐ This General Information (GEN.03) section<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
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<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-28283032235750662672011-12-07T09:34:00.001-02:002012-01-04T16:33:03.614-02:00Normal Operations<b>NORMAL OPERATIONS</b><br />
<br />
GENERAL<br />
A318/A319/A320<br />
<br />
<b>INTRODUCTION</b><br />
<br />
Applicable to: ALL<br />
<br />
The NORMAL OPERATIONS Chapter outlines the techniques that <br />
should be applied for each flight phase, <br />
in order to optimize the use of Airbus aircraft. <br />
<br />
This chapter must be read in parallel with the FCOM, <br />
which provides normal procedures, and <br />
their associated tasksharing, callouts, and checklists.<br />
<br />
All of these flying techniques are applicable to normal conditions.<br />
<br />
Other techniques applicable to adverse weather conditions, Refer to SI-010 GENERAL.<br />
<br />
There are flow patterns at the end of some flight phases to <br />
indicate where the actions are to be performed. <br />
<br />
All pilots must apply the flow patterns, to ensure that <br />
the flight crew performs the actions necessary for a specific flight phase, <br />
before completing an applicable checklist.<br />
<br />
<b>USE OF NORMAL CHECK LIST</b><br />
<br />
Applicable to: ALL<br />
<br />
1 Airbus' NORMAL CHECKLIST takes into account ECAM information, <br />
and includes only those items that can directly impact flight safety and efficiency, <br />
if actions are not correctly performed. <br />
<br />
These checklists are of a "non-action" type <br />
(i.e. all actions should be completed from memory before the<br />
flight crew performs the checklist).<br />
<br />
The NORMAL CHECKLIST includes 9 flight phases. <br />
The BEFORE START, <br />
BEFORE TAKEOFF,and <br />
AFTER TAKEOFF checklists <br />
<br />
are divided in two sections: <br />
<br />
The "Down to the Line" section, and<br />
the "Below the Line" section. <br />
<br />
This format is designed to help pilots to manage the workload.<br />
<br />
For example, the "BEFORE START - Down to the Line" <br />
checklist may be called out, as soon as the Load and Trim Sheet <br />
is available and takeoff data is set. <br />
<br />
On the other hand, the "BEFORE START - Below the Line" <br />
checklist may be called out after obtaining start-up clearance.<br />
<br />
The Pilot Flying (PF) requests the NORMAL CHECKLIST, <br />
and the Pilot Non Flying (PNF) reads it.<br />
<br />
The checklist actions are referred to as "challenge/response"-type actions. <br />
The PF "responds" to the "challenge" only <br />
after checking the current status of the aircraft.<br />
<br />
If the configuration does not correspond to the checklist response, <br />
the PF must take corrective action before "responding" to the "challenge". <br />
The PF may request that this action is performed by the PNF depending on the situation. <br />
<br />
If corrective action is not possible, then the PF must modify the response<br />
to reflect the real situation (with a specific answer). <br />
<br />
When necessary, the other pilot must crosscheck the validity of the response. <br />
<br />
The challenger (PNF) waits for a response before proceeding with the checklist. <br />
<br />
For the checklist items that are identified as "AS RQRD", the response<br />
should correspond to the real condition or configuration of the system.<br />
<br />
The PNF must announce "LANDING CHECKLIST COMPLETED", after reading and completing the<br />
checklist.<br />
<br />
COMMUNICATION<br />
<br />
EMERGENCY CALL<br />
<br />
Some abnormal/emergency procedures require flight and cabin crews to use specific phraseology<br />
when communicating with each other. <br />
<br />
To ensure effective communication between the pilots and<br />
cabin crews, the standard phraseology may be recalled at the preflight phase.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg08gYrYPTRmWTZdH4EXlQw3ANB7OQLp3fkjMUiu83wBScLPIRCJis1b7quJm0A7ySBX1BYWdcpkQwpbHj45pTbc2VnMUeufHo7-pvQMYQY4hJV8-8QFMe-imVTXMvANxL30hnNNFhM6WY/s1600/emer+comm.bmp" imageanchor="1" style=""><img border="0" height="163" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg08gYrYPTRmWTZdH4EXlQw3ANB7OQLp3fkjMUiu83wBScLPIRCJis1b7quJm0A7ySBX1BYWdcpkQwpbHj45pTbc2VnMUeufHo7-pvQMYQY4hJV8-8QFMe-imVTXMvANxL30hnNNFhM6WY/s400/emer+comm.bmp" /></a></div><br />
CROSS-COCKPIT COMMUNICATION<br />
<br />
The term "cross-cockpit communication" refers to communication between the PF and the PNF.<br />
<br />
This communication is vital for any flight crew. <br />
<br />
Each time one flight crewmember adjusts or<br />
changes information and/or equipment on the flight deck, <br />
the other flight crewmember must be<br />
notified, and an acknowledgement must be obtained.<br />
<br />
Such adjustments and changes include:<br />
<br />
• FMGS alterations<br />
• Changes in speed or Mach<br />
• Tuning navigation aids<br />
• Flight path modifications<br />
• System selections (e.g. anti-ice system).<br />
<br />
When using cross-cockpit communication, standard phraseology is essential to ensure effective<br />
flight crew communication. <br />
<br />
This phraseology should be concise and exact, and is defined in the<br />
FCOM (Refer to FCOM/STLO-SOP-90 COMMUNICATIONS AND STANDARD TERMS).<br />
<br />
The flight crew must use the headset:<br />
<br />
• From the ENGINE START phase until the TOP OF CLIMB phase<br />
• From The TOP OF DESCENT phase until the aircraft is parked.<br />
<br />
STERILE COCKPIT RULE<br />
<br />
When the aircraft is below 10 000 ft, any conversation that is not essential should be avoided:<br />
<br />
This includes conversations that take place in the cockpit, or between the flight and cabin<br />
crewmembers. <br />
<br />
It is important to adhere to this policy, in order to facilitate communication between<br />
both of the flight crew, and to ensure the effective communication of emergency or safety-related<br />
information, between flight and cabin crew members.<br />
<br />
_________________________________________________________________________________________________<br />
<br />
NORMAL OPERATIONS<br />
<br />
PRE START<br />
<br />
MEL<br />
<br />
GENERAL<br />
<br />
The Master Minimum Equipment List (MMEL) is published by the aircraft manufacturer. <br />
<br />
It is a certified document that enables an aircraft to be dispatched, <br />
with some equipment, or functions inoperative. <br />
<br />
Some limitations, operational procedures and/or maintenance procedures may have<br />
to be performed. <br />
<br />
The Minimum Equipment List (MEL) is published by the operator, and approved<br />
by local authorities. <br />
<br />
It must be at least as restrictive as MMEL. The MMEL cannot be used to replace the MEL.<br />
<br />
Aircraft can be dispatched with one, or more, secondary airframe part/parts missing. <br />
<br />
In this case, the pilots must refer to the Configuration Deviation List (CDL), in the Aircraft Flight Manual.<br />
<br />
MMEL PHILOSOPHY<br />
<br />
To introduce an item in the MMEL, the manufacturer must demonstrate first that the consequences<br />
of the system failure are no more than minor on the flight. <br />
<br />
The manufacturer must demonstrate then, that the next critical failure, <br />
i.e. the failure that has the most critical effect on aircraft operation<br />
when added to the initial failure, maintains the level of safety.<br />
<br />
In some cases, this level of safety is maintained provided (o) or (m) procedures are observed.<br />
<br />
As an example, the aircraft dispatch with one pack inoperative induces a flight level limitation<br />
whereas a pack failure in flight does not induce a flight level limitation.<br />
<br />
ATA 100 FORMAT<br />
<br />
All items/equipment listed in the MEL are identified using the Air Transport Association (ATA)<br />
format. <br />
The ATA is the official reference for the classification of aircraft systems and/or functions.<br />
<br />
The aircraft systems/functions are classified with six digits.<br />
<br />
For example, 21-52-01 refers to:<br />
<br />
21: ATA 21: Air conditioning<br />
52: Air-cooling system<br />
01: Air conditioning pack<br />
<br />
MEL DESCRIPTION<br />
<br />
The MEL has four parts:<br />
<br />
• ECAM warnings/ MEL entry<br />
• List of items that may be inoperative for dispatch<br />
• Associated operational procedures<br />
• Associated maintenance procedures<br />
<br />
<br />
MEL OPERATIONAL USE<br />
<br />
The MEL usually applies to revenue flights, and should be consulted before taxi out. <br />
<br />
If a failure occurs during taxi out, and before the take off roll starts, <br />
the decision to continue the flight is subject to pilot judgment and good airmanship. <br />
<br />
The Captain may consult the MEL before deciding to continue the flight <br />
(particularly if the failure has an effect on the takeoff performance).<br />
<br />
During preliminary cockpit preparation, the pilots must press the RCL P/B, for at least 3 s, in<br />
order to recall any previous cautions or warnings that have been cleared or cancelled. <br />
<br />
The pilots should consult the technical logbook to confirm that the <br />
indications are compatible with the MEL.<br />
<br />
A failure may occur if a Circuit Breaker (C/B) disengages. <br />
<br />
When on ground, do not re-engage any fuel pump C/Bs. <br />
<br />
The flight crew may re-engage any other tripped C/Bs, provided that the action is<br />
coordinated with the maintenance team, and the cause of the tripped C/B is identified.<br />
<br />
The MEL section 0 is called ECAM Warnings/MEL Entry. <br />
<br />
The purpose of this section is to help the pilots to determine the MEL entry point, <br />
when an ECAM caution/warning message triggers. <br />
<br />
The ECAM Warnings/MEL Entry section provides the relationship between the ECAM<br />
caution/warnings, and MEL items, if applicable.<br />
<br />
If a failed item does not appear in the MEL, it is not possible to dispatch the aircraft. <br />
<br />
However, items that do not affect the airworthiness of the aircraft, <br />
such as galley equipment, entertainment systems, or passenger convenience items, <br />
do not appear in the MEL: <br />
<br />
The dispatch applicability of these items is not relevant to the MEL.<br />
<br />
In most cases, if the failed item appears in the MEL, the dispatch of the aircraft is authorized,<br />
provided that all dispatch conditions are fulfilled:<br />
<br />
• Check the rectification time interval has not expired<br />
• Consider location and, where repair is possible<br />
• (*) Means that an INOP placard is required<br />
• (O) Means that a specific operational procedure or limitation is required <br />
(all listed in the MEL OPERATIONAL PROCEDURES Chapter)<br />
• (M) Means that a specific maintenance procedure is required.<br />
<br />
When the MEL requires both maintenance and operational procedures, the maintenance<br />
procedures must be performed before applying the operational procedures.<br />
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<br />
If some items are mandatory for ETOPS dispatch, a mention "ER" (Extended Range) is added<br />
but mandatory items for CATII, CATIII operations, RNP and RVSM may be not mentioned in the<br />
MMEL. <br />
<br />
However, the MEL should include these requirements.<br />
<br />
If it is not the case,<br />
<br />
• Mandatory items for CATII/III are available in QRH<br />
• Mandatory items for RVSM are available in FCOM (Refer to FCOM/PRO-SPO-50 REQUIRED<br />
<br />
EQUIPMENT/FUNCTIONS FOR RVSM)<br />
<br />
• Mandatory items for RNP are available in FCOM (Refer to FCOM/PRO-SPO-51 BRNAV IN<br />
EUROPEAN AIRSPACE)<br />
<br />
HANDLING OF MAINTENANCE MESSAGES ON ECAM STATUS PAGE<br />
<br />
Dispatch with maintenance message displayed on ECAM STATUS page is allowed without specific<br />
conditions except for:<br />
<br />
• BLUE RSVR: Refer to MEL 29-00-01<br />
• AIR BLEED: Refer to MEL 36-00-01.<br />
<br />
HANDLING OF MAINTENANCE MESSAGES ON ECAM STATUS PAGE<br />
<br />
Applicable to: MSN 0412-4552<br />
<br />
Dispatch with maintenance message displayed on ECAM STATUS page is allowed without specific<br />
conditions except for:<br />
<br />
• AIR BLEED: Refer to MEL 36-00-01.<br />
<br />
________________________________________________________________________________________________<br />
<br />
<br />
SECURED AND TRANSIT STOP<br />
<br />
If the last checklist performed by the flight crew is SECURING THE AIRCRAFT C/L, the aircraft is in<br />
SECURED STOP. <br />
<br />
After a SECURED STOP, the flight crew must perform all items in the Standard<br />
Operations Procedure (SOP), for the next flight.<br />
<br />
If the last checklist performed by the flight crew is PARKING C/L, the aircraft is in TRANSIT STOP.<br />
<br />
After a TRANSIT STOP, items indicated by (*), are the only steps to be completed for<br />
TRANSIT PREPARATION. i.e.:<br />
<br />
- SAFETY EXTERIOR INSPECTION, <br />
- PRELIMINARY COCKPIT PREPARATION, <br />
- EXTERIOR INSPECTION, and <br />
- COCKPIT PREPARATION.<br />
<br />
SAFETY EXTERIOR INSPECTION<br />
<br />
Safety exterior inspection is performed to ensure that the aircraft and its surroundings are safe for<br />
operations. <br />
<br />
Items that should be checked include:<br />
<br />
• Chocks in place<br />
• Doors status<br />
• Ground crew present<br />
• Aircraft environment<br />
<br />
<br />
PRELIMINARY COCKPIT PREPARATION<br />
<br />
OBJECTIVES<br />
<br />
The objectives of the preliminary cockpit preparation are:<br />
<br />
• To ensure that all safety checks are performed before applying electrical power:<br />
<br />
‐ The RCL pb is pressed for at least 3 s to display the cautions and warnings from the previous<br />
flight.<br />
‐ The technical logbook and MEL are checked at this stage.<br />
<br />
• To check the liquid levels i.e. oil, hydraulic and oxygen pressure using<br />
<br />
‐ The HYD pb is pressed to check the hydraulic level<br />
‐ The ENG pb is pressed to check engine oil level <br />
(Refer to FCOM/STLO-SOP-04-C BEFORE WALK-AROUND - ECAM)<br />
‐ The DOOR pb is pressed, to check the oxygen pressure level<br />
<br />
• To check the position of surface control levers e.g. slats/flaps, parking brake.<br />
<br />
During the Preliminary Cockpit Preparation, the flight crew must also review all OEBs applicable to<br />
the aircraft. <br />
<br />
The flight crew must pay a particular attention to the red OEBs, and more particularly<br />
to the red OEBs that must be applied before the ECAM procedure.<br />
<br />
OXYGEN<br />
<br />
The ECAM S/D DOOR page displays the oxygen pressure. <br />
<br />
When the oxygen pressure is below a defined threshold, an amber half box highlights the value. <br />
<br />
This advises the pilots that the bottle should be refilled. <br />
<br />
The flight crew should refer to the minimum flight crew oxygen pressure<br />
(Refer to FCOM/LIM-35 COCKPIT FIXED OXYGEN SYSTEM). <br />
The prolonged dispatch of the aircraft in such condition is not recommended.<br />
<br />
<br />
EXTERIOR INSPECTION<br />
<br />
Standard Operating Procedures (SOP) outline the various elements that the flight crew must review<br />
in greater detail. <br />
<br />
The objectives of the exterior inspection are:<br />
<br />
• To obtain a global assessment of the aircraft status. <br />
Any missing parts or panels will be checked against the Configuration Deviation List <br />
(CDL) for possible dispatch and any potential operational consequences.<br />
• To ensure that main aircraft surfaces are in adequate position relative to surface control levers.<br />
• To check that there are no leaks e.g. engine drain mast, hydraulic lines.<br />
• To check the status of the essential visible sensors i.e. AOA, pitot and static probes.<br />
• To observe any possible abnormalities on the landing gear status:<br />
‐ Wheels and tires status (cut, wear, cracks)<br />
‐ Safety pins are removed<br />
‐ Brakes status (Brake wear pin length with parking brake ON)<br />
‐ Length of oleo. Any difference between the two main landing gears shall be reported.<br />
• To observe any possible abnormality on the engines:<br />
‐ Fan blades, turbine exhaust, engine cowl and pylon status<br />
‐ Access door closed.<br />
<br />
<br />
ADIRS INITIALIZATION<br />
<br />
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<br />
<br />
ALIGNMENT<br />
<br />
At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to NAV, in order to<br />
start alignment.<br />
<br />
The alignment takes approximately 10 min, and must be completed before pushback (before any<br />
aircraft movement).<br />
<br />
IN TRANSIT:<br />
<br />
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual ground speed<br />
greater than 5 kt.<br />
<br />
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS<br />
to OFF, then all back to ON within 5 s). <br />
<br />
The fast alignment takes approximately one minute.<br />
<br />
It involves setting the ground speed to 0, and updating the IRS position to the position of the<br />
coordinates on the INITA page (usually airport reference coordinates).<br />
<br />
A complete re-alignment is only recommended for Long-range flights, especially if flown outside<br />
radio NAVAID coverage with Aircraft not equipped with GPS.<br />
<br />
INITIALIZATION<br />
<br />
The F-PLN origin airport coordinates are extracted from the FMS database. <br />
<br />
These coordinates appear on the MCDU INITA page, and are normally used for initialization. <br />
They are the airport reference coordinates.<br />
<br />
If a high navigation performance is desired, (i.e. for long-range flights without GPS and without<br />
radio navigation updates, or if low RNP operation is expected), the crew should adjust the airport<br />
reference coordinates to the gate coordinates, provided that this data is published or available<br />
on board. <br />
<br />
In this case, the flight crew should use the slew keys successively for Latitude and<br />
Longitude, instead of inserting the coordinates on the scratchpad, (in order to avoid errors).<br />
<br />
When performing the BEFORE START C/L, the flight crew will check that the IRS IN ALIGN<br />
ECAM MEMO no longer appears, to indicate that the ADIRS are in NAV mode.<br />
<br />
The crew will check on the POSITION MONITOR page, that the distance between IRS and FMS<br />
position is lower than 5 nm. <br />
<br />
This will permit to detect any gross error for IRS initialization, which is<br />
not visible as long as GPS PRIMARY is available.<br />
<br />
Checking runway and SID display on the ND in comparison with the aircraft symbol representing<br />
the aircraft present position, (ARC or NAV mode, range 10 nm) during taxi, is a good way to check<br />
the global consistency of FMGS entries (Position and flight plan).<br />
<br />
"RESET IRS TO NAV" MCDU MESSAGE<br />
<br />
When the ADIRS are in NAV mode, and new origin airport coordinates are inserted, the RESET<br />
IRS TO NAV message triggers.<br />
<br />
This occurs in transit, when the flight crew enters a new CO-RTE, or enters a new FROM-TO<br />
airport pair on the INIT A page, and does not re-align the ADIRS.<br />
<br />
In this case, check the coordinates on the INITA page and compare them with:<br />
<br />
• The coordinates of the origin airport, that are provided on the Airport chart, in order to detect a<br />
possible error in airport entry<br />
• The ADIRS position (IRS monitor page).<br />
<br />
In most cases the ADIRS position and the airport position do not differ significantly. <br />
<br />
Therefore, the message may be cleared without realigning the IRSs.<br />
<br />
<br />
ADIRS INITIALIZATION<br />
<br />
Applicable to MSN 4316-4552<br />
ALIGNMENT<br />
<br />
At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to NAV, in order to<br />
start alignment.<br />
The alignment takes approximately 10 min, and must be completed before pushback (before any<br />
aircraft movement).<br />
<br />
IN TRANSIT:<br />
<br />
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual ground speed<br />
greater than 5 kt.<br />
<br />
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS<br />
to OFF, then all back to ON within 5 s). The fast alignment takes approximately one minute.<br />
<br />
It involves setting the ground speed to 0, and updating the IRS position to the position of the<br />
coordinates on the INITA page (usually airport reference coordinates).<br />
<br />
INITIALIZATION<br />
<br />
The ADIRS are automatically initialized at the GPS position. <br />
These GPS coordinates are displayed on the MCDU INIT A page, <br />
in replacement of the airport reference coordinates, after the pilot<br />
entered the FROM-TO airport pair.<br />
<br />
When performing the BEFORE START C/L, the crew will check that the IRS IN ALIGN ECAM<br />
MEMO has disappeared, as a confirmation that the ADIRS are in NAV mode.<br />
<br />
Checking runway and SID display on the ND in comparison with the aircraft symbol representing<br />
the aircraft present position, (ARC or NAV mode, range 10 nm) during taxi, is a good way to check<br />
the global consistency of FMGS entries (Position and flight plan).<br />
<br />
"RESET IRS TO NAV" MCDU MESSAGE<br />
<br />
When the ADIRS are in NAV mode, and new origin airport coordinates are inserted, the RESET<br />
IRS TO NAV message triggers.<br />
<br />
This occurs, in transit, when the crew performs a fast alignment, since this fast alignment is usually<br />
completed before the crew enters the FROM-TO airport pair.<br />
<br />
Check the validity of the IRS initialization, before clearing this message.<br />
<br />
___________________________________________________________________________________________________<br />
<br />
<br />
COCKPIT PREPARATION<br />
<br />
<br />
FLOW PATTERN<br />
<br />
The scan pattern varies, depending on the pilot status, i.e PF, PNF, CM1, or CM2, and the areas<br />
of responsibility:<br />
<br />
1. Overhead panel<br />
2. Center instrument panel<br />
3. pedestal<br />
4. FMGS preparation, and when both pilots are seated:<br />
5. Glareshield<br />
6. Lateral consoles and CM1/CM2 panels<br />
<br />
Cockpit preparation flow pattern<br />
<br />
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FMGS PROGRAMMING<br />
<br />
FMGS programming involves inserting navigation data, then performance data. It is to be noted<br />
that:<br />
<br />
• Boxed fields must be filled<br />
• Blue fields inform the crew that entry is permitted<br />
• Green fields are used for FMS generated data, and cannot be changed<br />
• Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet<br />
• Yellow characters indicate a temporary flight plan display<br />
• Amber characters signify that the item being <br />
displayed is important and requires immediate action<br />
• Small font signifies that data is FMS computed<br />
• Large font signifies manually entered data.<br />
<br />
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This sequence of entry is the most practical. <br />
<br />
INIT B should not be filled immediately after INIT A,<br />
because the FMGS would begin to compute F-PLN predictions. <br />
<br />
These computations would slow down the entry procedure.<br />
<br />
<br />
To obtain correct predictions, the fields of the various pages must be completed correctly, with<br />
available planned data for the flight:<br />
<br />
• DATA<br />
The database validity, NAVAIDs and waypoints (possibly stored in previous flight), and PERF<br />
FACTOR must be checked on the STATUS page.<br />
<br />
• INIT A<br />
The INIT A page provides access to aircraft present position. <br />
The flight crew will check that it corresponds to the real aircraft position. <br />
(Refer to NO-020 ADIRS INITIALIZATION).<br />
The history wind is the vertical wind profile that has been encountered <br />
during the previous descent and should be entered at this stage if it is representative <br />
of the vertical wind profile for the next flight.<br />
<br />
• F-PLN<br />
The F-PLN A page is to be completed thoroughly including:<br />
‐ The take-off runway<br />
‐ SID<br />
‐ Altitude and speed constraints<br />
‐ Correct transition to the cruise waypoint<br />
‐ Intended step climb/descents, according to the Computerized Flight Plan (CFP).<br />
If time permits, the wind profile along the flight plan <br />
may be inserted using vertical revision through wind prompt.<br />
The pilots should also check the overall route distance <br />
(6th line of the F-PLN page), versus CFP distance.<br />
<br />
• SEC F-PLN<br />
The SEC F-PLN should be used to consider an alternate runway for take-off, a return to<br />
departure airfield or a routing to a take-off alternate.<br />
<br />
• RAD NAV<br />
The RAD NAV page is checked, and any required NAVAID should be manually entered using<br />
ident. <br />
If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU<br />
DATA/POSITION MONITOR/SEL NAVAID page.<br />
<br />
• INIT B<br />
The pilots:<br />
‐ Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN computation.<br />
‐ Checks fuel figures consistent with flight preparation fuel figures.<br />
The flight crew will update weight and CG on receipt of the load sheet.<br />
After Engine start, the INIT B page is no longer available. <br />
The flight crew should use the FUEL PRED page for weight and fuel data insertion, if required.<br />
<br />
• PERF<br />
The thrust reduction altitude/acceleration altitude (THR RED /ACC) <br />
are set to default at 1 500 ft, or at a value defined by airline policy. <br />
The THR RED/ACC may be changed in the PERF TAKE-OFF page, if required. <br />
The flight crew should consider the applicable noise abatement procedure.<br />
<br />
The one-engine-out acceleration altitude must:<br />
‐ Be at least 400 ft above airport altitude<br />
‐ Ensure that the net flight path is 35 ft above obstacles<br />
‐ Ensure that the maximum time for takeoff thrust is not exceeded.<br />
<br />
Therefore, there are generally a minimum and a maximum one engine out acceleration altitude<br />
values. <br />
<br />
The minimum value satisfies the first two criteria. <br />
<br />
The maximum value satisfies the last one. <br />
<br />
Any value between those two may be retained.<br />
<br />
The one engine out acceleration altitude is usually defaulted to 1 500 ft AGL and will be updated<br />
as required.<br />
<br />
The flight crew uses the PERF CLB page to pre-select a speed.<br />
<br />
For example, "Green Dot" speed for a sharp turn after take-off.<br />
<br />
The crew may also check on the PROG page the CRZ FL, MAX REC FL and OPT FL.<br />
<br />
Once the FMGS has been programmed, the PNF should then cross check the information prior to<br />
the take-off briefing.<br />
<br />
When the predictions are available, the crew may print the PREFLIGHT DATA. <br />
This listing provides all the predictions which may be used during the initial part of the flight.<br />
<br />
TAKE-OFF BRIEFING<br />
<br />
The PF should perform the takeoff briefing at the gate , when the flight crew workload permits,<br />
Cockpit preparation has been completed and, before engine start.<br />
<br />
The takeoff briefing should be relevant, concise and chronological. <br />
<br />
When a main parameter is referred to by the PF, both flight crewmembers must crosscheck <br />
that the parameter has been set or programmed correctly. <br />
<br />
The takeoff briefing covers the following:<br />
<br />
<br />
Take off briefing with associated checks<br />
<br />
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<br />
1- Miscellaneous<br />
Aircraft type and model (Tail strike awareness)<br />
Aircraft technical status (MEL and CDL considerations, relevant OEB)<br />
NOTAMS<br />
Weather<br />
RWY conditions<br />
Use of ENG/Wing Anti Ice<br />
ENG Start Procedure<br />
Push Back<br />
Expected Taxi Clearance<br />
Use of Radar<br />
Use of Packs for Takeoff<br />
<br />
2- INIT B Page<br />
Block Fuel (1) (FOB on EW/D)<br />
Estimated TOW<br />
Extra time at destination<br />
<br />
3- Takeoff Perf Page<br />
TO RWY<br />
TO CONF<br />
FLEX / TOGA (FLEX TOGA on MCDU)<br />
<br />
<br />
3- Takeoff Perf Page<br />
V1, VR, V2 (1) (V1, V2 on PFD)<br />
TRANS ALT<br />
THR RED / ACC Altitude<br />
<br />
4- Flight Plan<br />
Minimum Safe Altitude<br />
First assigned FL (1) (altitude target in blue on PFD)<br />
Flight Plan description (1) (SID on MCDU FPLN page)<br />
RAD NAV (1) (RAD NAV on ND)<br />
<br />
5- Abnormal Operations<br />
For any failure before V1:<br />
CAPT will call "STOP" or "GO"<br />
In case of failure after V1:<br />
continue TO, no actions before 400 ft AGL except gear up<br />
reaching 400 ft AGL, ECAM actions<br />
reaching EO ACC altitude<br />
‐ If the engine is secured, level off, accelerate and clean up<br />
‐ Otherwise continue climbing until the engine is secured <br />
(but not above EO maximum acceleration altitude)<br />
at green dot: OP CLB, MCT, resume ECAM, after TO C/L, status<br />
<br />
ENG OUT routing: EOSID, SID, radar vector, immediate return ...<br />
<br />
(1) Items that must be cross-checked on the associated display.<br />
<br />
FMS UPDATING<br />
<br />
When the load and trim sheet is available, the crew will:<br />
• Updates the ZFWCG/ZFW<br />
• Checks TOW consistent with load sheet<br />
• Checks updated fuel figures<br />
• Modify the FLEX TEMP and the take-off speeds as required<br />
• Enter the THS position in PERF TAKE OFF page<br />
When the predictions are available, the crew will print the pre-flight data.<br />
________________________________________________________________________________________________<br />
<br />
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<br />
_______________________________________________________________________________________________<br />
<br />
<br />
MISCELLANEOUS<br />
<br />
SEATING POSITION<br />
<br />
To achieve a correct seating position, the aircraft is fitted with an eye-position indicator on<br />
the centre windscreen post. <br />
The eye-position indicator has two balls on it. <br />
When the balls are superimposed on each other, they indicate that <br />
the pilot's eyes are in the correct position.<br />
<br />
The flight crew should not sit too low, to avoid increasing the cockpit cut-off angle, therefore<br />
reducing the visual segment. <br />
<br />
During Low Visibility Procedures (LVP), it is important that the pilot's<br />
eyes are positioned correctly, in order to maximize the visual segment, and consequently, increase<br />
the possibility of achieving the appropriate visual reference for landing as early as possible.<br />
<br />
After adjusting the seat, each pilot should adjust the outboard armrest, so that the forearm rests<br />
comfortably on it, when holding the sidestick. <br />
<br />
There should be no gaps between the pilot's forearm and the armrest. <br />
<br />
The pilot's wrist should not be bent when holding the sidestick. <br />
<br />
This ensures that the pilot can accomplish flight maneuvers <br />
by moving the wrist instead of lifting the forearm from the armrest.<br />
<br />
Symptoms of incorrect armrest adjustment include over-controlling, and not being able to make<br />
small, precise inputs.<br />
<br />
The rudder pedals must then be adjusted to ensure the pilot can achieve both full rudder pedal<br />
displacement and full braking simultaneously on the same side.<br />
<br />
The armrest and the rudder pedals have position indicators. These positions should be noted and<br />
set accordingly for each flight.<br />
<br />
MCDU USE<br />
<br />
When clear for start up and taxi, the PF will preferably display the MCDU PERF TAKE OFF page<br />
whereas the PNF will display the MCDU F-PLN page.<br />
<br />
<br />
_______________________________________________________________________________________________<br />
<br />
<br />
NORMAL OPERATIONS<br />
<br />
START<br />
<br />
<br />
Engines usually start using the Automatic Starting function. <br />
<br />
The Full Authority Digital Engine Control(FADEC) systems <br />
control this engine Automatic Starting function, and takes appropriate action, <br />
if engine parameters are exceeded. <br />
<br />
This function extends significantly the duration of engine life.<br />
<br />
The thrust levers must be confirmed at "idle" before engine-start. <br />
<br />
If the thrust levers are not at "idle", the thrust increases above idle <br />
after engine-start, and can result in a hazardous situation.<br />
<br />
However, an ENG START FAULT ECAM warning triggers, to indicate that <br />
the pilots must set the thrust levers to "idle".<br />
<br />
The engines are started in sequence, preferably engine 2 first, <br />
in order to pressurize yellow hydraulic system, <br />
which supplies the parking brake accumulator.<br />
<br />
When the ENG START selector is set to "START", the FADECs are electrically-supplied. <br />
<br />
When there is sufficient BLEED PRESS, the PF begins the start sequence by <br />
setting the ENG MASTER switch to ON.<br />
<br />
The pilots should monitor the start sequence:<br />
<br />
‐ Start valve opens<br />
‐ N2 increases<br />
‐ IGN A(B)<br />
‐ Fuel flow<br />
‐ EGT<br />
‐ N1<br />
‐ Oil pressure increases<br />
‐ IGN indication off (Refer to FCOM/STLO-SOP-08 AUTOMATIC ENGINE START)<br />
‐ Start valve closes<br />
<br />
When the engine is at idle, or when AVAIL is displayed, the PF can start engine 1.<br />
<br />
The pilot should check the relative engine vibration level.<br />
<br />
When the ENG START selector is set to NORM, the packs return to the OPEN position. <br />
<br />
APU Bleed should immediately be turned off, to avoid engine ingestion of exhaust gas.<br />
<br />
If the start is not successful, the flight crew must use the ECAM as usually done, <br />
and avoid instinctively selecting the ENG MASTER switch to OFF. <br />
<br />
This would interrupt the FADEC protective actions (e. g. cranking after hot start).<br />
<br />
<br />
<br />
AVERAGE IDLE ENGINE PARAMETERS<br />
<br />
Criteria: CFMI<br />
<br />
<br />
As soon as the engine-start is complete, the pilots<br />
should check the stabilized parameters. <br />
<br />
At ISA sea level:<br />
N1 about 19.5 %<br />
N2 about 58.5 %<br />
EGT about 390 °C<br />
FF about 275 kg/h- 600 lb/h<br />
<br />
<br />
Criteria: P6310<br />
Applicable to: MSN 3001, 3030, 3062, 3214, 3216, 3371, 3390, <br />
3438, 3469, 3509, 3585, 3602, 3606, 3635, 3642<br />
<br />
As soon as the engine-start is complete, the pilots<br />
should check the stabilized parameters. <br />
At ISA sea level:<br />
N1 about 23 %<br />
N2 about 62 %<br />
EGT about 435 °C<br />
FF about 329 kg/h - 725 lb/h<br />
<br />
<br />
<br />
ENGINE START MALFUNCTION<br />
<br />
Applicable to: ALL<br />
<br />
Following an aborted engine start, the crew will consider <br />
an engine dry cranking prior resuming a new engine start attempt. <br />
<br />
Starter limitations in FCOM, Refer to FCOM/LIM-70 STARTER, must be<br />
observed.<br />
<br />
x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x<br />
<br />
STARTER<br />
<br />
Applicable to: A318-121 PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO<br />
<br />
‐ 3 consecutive cycles<br />
‐ Pause between start attempts: 30 s<br />
‐ Cooling period, following 3 start attempts: 30 min<br />
‐ Maximum starter re-engagement speed: 20 % N2.<br />
Note: Abnormally high tailwinds (> 10 kt ) or crosswinds (> 20 kt ) <br />
may have an adverse effect on starting. <br />
It may be neccessary to reposition the airplane into the wind.<br />
<br />
STARTER<br />
<br />
Applicable to: A319-115 PR-AVB, PR-AVC, PR-AVD, / A320-212 PR-AVP, PR-AVQ, PR-AVR<br />
<br />
‐ 4 consecutive cycles: Each lasts a maximum of 2 min<br />
‐ Pause between start attempts: 20 s<br />
‐ Cooling period, after 4 start attempts: 15 min<br />
‐ No running engagement of the starter, when N2 is above 20 %.<br />
<br />
x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x-x<br />
<br />
MANUAL ENGINE START<br />
<br />
Applicable to: ALL<br />
<br />
The pilots should only perform a manual start if:<br />
<br />
• The EGT margins are low<br />
• The residual EGT is high<br />
• A dry crank is performed.<br />
<br />
It may be appropriate to perform a manual start in high altitude operations, <br />
or after an aborted engine start.<br />
<br />
The MANUAL ENGINE START procedure is a "read and do" procedure. <br />
<br />
Refer to FCOM/99 Duref Cible FCOM before starting a manual engine start.<br />
<br />
The FADEC has limited control over the manual start process. <br />
<br />
It ensures that the engine start valve closes at 50 % N2. <br />
<br />
It monitors engine parameters, and generates an associated warning when necessary.<br />
<br />
It is recommended that the flight crew use the stopwatch to ensure <br />
that the starter engagement time remains within the limits.<br />
<br />
<br />
TAILPIPE FIRE<br />
<br />
Applicable to: ALL<br />
<br />
An engine tailpipe fire may occur at engine-start, and may be the result of <br />
either excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine. <br />
<br />
A tailpipe fire is an internal fire within the engine. <br />
No critical areas are affected.<br />
<br />
If the ground crew reports a tailpipe fire, the flight crew must perform the following actions:<br />
<br />
• Shut down the engine (MASTER switch set to OFF)<br />
• Do NOT press the ENG FIRE pushbutton<br />
• Crank the engine, by using either the bleed of the opposite the engine, the APU bleed, or external<br />
pneumatic power (Set ENG START selector to CRANK, then set the MAN START switch to ON).<br />
<br />
Do NOT use the ENG FIRE pushbutton, this would stop power to the FADECs, and would stop<br />
the motoring sequence. <br />
<br />
The fire extinguisher must not be used, as it will not extinguish an internal<br />
engine fire. <br />
<br />
As a first priority, the engine must be ventilated.<br />
<br />
If the ground crew reports a tailpipe fire, and bleed air is not readily available, <br />
a ground fire-extinguisher should be used as last resort: <br />
<br />
Chemical or dry chemical powder causes serious corrosive damage to the engine.<br />
<br />
<br />
ENGINES WARM UP PERIOD<br />
<br />
Applicable to: ALL<br />
<br />
After engine-start, and in order to avoid thermal shock of the engine, <br />
the engine should be operated at idle or near idle <br />
<br />
(Refer to FCOM/STLO-SOP-09-A AFTER START - ENG MODE SELECTOR)<br />
before setting the thrust lever to high power. <br />
<br />
The warm-up can include any taxi time at idle.<br />
<br />
<br />
AFTER START FLOW PATTERN<br />
<br />
Applicable to: ALL<br />
<br />
When the engines have started, the PF sets the ENG MODE selector <br />
to NORM to permit normal pack operation. <br />
<br />
At this time, the After Start Flow Pattern begins.<br />
<br />
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<br />
<br />
<b>TAXI ROLL AND STEERING</b><br />
<br />
Applicable to: ALL<br />
<br />
Before taxi, check that the amber "NWS DISC" ECAM message is off, <br />
to ensure that steering is fully available.<br />
<br />
<br />
<b>THRUST USE</b><br />
<br />
Only a little power is needed above thrust idle, in order to get the aircraft moving (N1 40 %).<br />
<br />
Excessive thrust application can result in exhaust-blast damage or Foreign Object Damage (FOD).<br />
<br />
Thrust should normally be used symmetrically.<br />
<br />
<br />
<b>TILLER AND RUDDER PEDALS USE</b><br />
<br />
Pedals control nosewheel steering at low speed (± 6 ° with full pedal deflection). <br />
Therefore, on straight taxiways and on shallow turns, the pilot can use the pedals <br />
to steer the aircraft, keeping a hand on the tiller. <br />
<br />
In sharper turns, the pilot must use the tiller.<br />
<br />
<br />
<b>STEERING TECHNIQUE</b><br />
<br />
The Nosewheel steering is "by-wire" with no mechanical connection between the tiller and the<br />
nosewheel. <br />
<br />
The relationship between tiller deflection and nosewheel angle is not linear and the<br />
tiller forces are light.<br />
<br />
Therefore, the PF should move the tiller smoothly and maintain the tiller's position. <br />
Any correction should be small and smooth, and maintained for enough time <br />
to enable the pilot to assess the outcome. <br />
<br />
Being over-active on the tiller will cause uncomfortable oscillations.<br />
<br />
On straight taxiways, the aircraft is correctly aligned on the centerline, <br />
when the centerline is lined-up between the PFD and ND.<br />
<br />
Proper centerline following<br />
<br />
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<br />
If both pilots act on the tiller or pedals, their inputs are added <br />
until the maximum value of the steering angle (programmed within the BSCU) is reached.<br />
<br />
When the seating position is correct, the cut-off angle is 20 °, <br />
and the visual ground geometry provides an obscured segment of 42 ft (12.5 m). <br />
<br />
During taxi, a turn must be initiated before an obstacle approaches the obscured segment. <br />
<br />
This provides both wing and tail clearance, with symmetric thrust and no differential braking.<br />
<br />
Asymmetric thrust can be used to initiate a tight turn and <br />
to keep the aircraft moving during the turn. <br />
<br />
If nosewheel lateral skidding occurs while turning, reduce taxi speed or increase turn radius.<br />
<br />
Avoid stopping the aircraft in a turn, because excessive thrust <br />
will be required to start the aircraft moving again.<br />
<br />
The pilot should be aware that the main gear on the inside of a turn will always cut the<br />
corner and track inside of the nosewheel track. <br />
<br />
For this reason, the oversteering technique may be considered especially <br />
for A321 where main gear is 20 m behind the pilot.<br />
<br />
Oversteering technique<br />
<br />
<br />
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<br />
When exiting a tight turn, the pilot should anticipate the steer out. <br />
<br />
Additionally, the pilot should allow the aircraft to roll forward for <br />
a short distance to minimize the stress on the main gears.<br />
<br />
In the event that one or more tires is/are deflated on the main landing gear, the maximum<br />
permitted steering angle will be limited by the aircraft speed. <br />
<br />
Therefore, with one tire deflated, the aircraft speed is limited to 7 kt and <br />
nosewheel steering can be used. With two tires deflated, <br />
the aircraft speed is limited to 3 ktand nosewheel steering angle should be limited to 30 °.<br />
<br />
For turns of 90 ° or more, the aircraft speed should be less than 10 kt.<br />
<br />
<b>180 ° TURN</b><br />
<br />
For turn of 180°, the following procedure is recommended for making a turn in the most efficient<br />
way.<br />
For the CM1<br />
<br />
• Taxi on the right hand side of the runway and turn left to establish a 25 ° divergence from the<br />
runway axis (using the ND or PFD) with a ground speed between 5 kt and 8 kt<br />
<br />
• When CM1 assesses to be physically over the runway edge on A320/A321 or to be about 2 m<br />
before the runway edge on A318/A319, smoothly initiate a full deflection turn to the right<br />
<br />
• Asymmetric thrust will be used during the turn. Anticipation is required to ensure that<br />
asymmetric thrust is established before the turn is commenced, between 30 % and 35 % <br />
(or1.02 and 1.03 EPR), to maintain a continuous speed of approximately 5 to 8 kt <br />
throughout the manoeuvre<br />
<br />
• It is essential to keep minimum ground speed during the turn in order not to need to increase<br />
the thrust too significantly so as not to get stuck. <br />
It is a good practice that the CM2 calls the GS from ND while in turn<br />
<br />
• Differential braking is allowed, but a braked pivot turn is not recommended as a general rule <br />
(i.e. braking to fully stop the wheels on one main gear), <br />
to avoid stress on the landing gear assembly<br />
<br />
• On wet or contaminated runway, more specifically when turning on the runway white or<br />
yellow painted marking, tight turn lead to jerky rides of the nose wheel which are noisy and<br />
uncomfortable.<br />
<br />
For the CM2, the procedure is symmetrical (taxi on the left hand side of the runway).<br />
<br />
<br />
Aircraft dimensions<br />
<br />
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BRAKE CHECK<br />
<br />
Applicable to: A318 121: MSN 3001 PR-AVH; 3014 PR-AVL; 3016 PR-AVO; 3030 PR-AVJ, 3062 PR-AVK,<br />
A319 115: MSN 4222 PR-AVB; 4287 PR-AVC; 4336 PR-AVD.<br />
<br />
When cleared to taxi, the PF should set the Parking Brake to "OFF". <br />
When the aircraft starts to move, the PF should check the efficiency of <br />
the normal braking system by gently pressing the brake pedals.<br />
<br />
<b>NORMAL BRAKING</b><br />
<br />
ONE A318/A319/A320/A321 FLEET DSC-32-30-10 P 5/8<br />
<br />
Braking is normal when :<br />
‐ Green hydraulic pressure is available.<br />
‐ The A/SKID & N/W STRG switch is ON.<br />
During normal braking, antiskid operates and autobrake is available.<br />
Braking is electrically-controlled through the BSCU :<br />
‐ From the pilot’s pedals, or<br />
‐ Automatically :<br />
• On ground by the autobrake system,<br />
• In flight when the landing gear lever is up.<br />
The antiskid system is controlled by the BSCU via the normal servo valves.<br />
<br />
<b>There is no brake pressure indication in the cockpit.</b><br />
<br />
<b>CARBON BRAKE WEAR</b><br />
<br />
Applicable to: ALL<br />
<br />
Carbon brake wear depends on the number of brake applications and on brake temperature. <br />
It does not depend on the applied pressure, or the duration of the braking. <br />
The temperature at which maximum brake wear occurs depends on the brake manufacturer. <br />
Therefore, the only way the pilot can minimize brake wear is <br />
to reduce the number of brake applications.<br />
<br />
<b>TAXI SPEED AND BRAKING</b><br />
<br />
<br />
Applicable to: A318 121: MSN 3001 PR-AVH; 3014 PR-AVL; 3016 PR-AVO; 3030 PR-AVJ, 3062 PR-AVK,<br />
A319 115: MSN 4222 PR-AVB; 4287 PR-AVC; 4336 PR-AVD.<br />
<br />
On long, straight taxiways, and with no ATC or other ground traffic constraints, <br />
the PF should allow the aircraft to accelerate to 30 kt, <br />
and should then use one smooth brake application to decelerate to 10 kt. <br />
The PF should not "ride" the brakes. <br />
The GS indication on the ND should be used to assess taxi speed.<br />
<br />
<b>BRAKE TEMPERATURE</b><br />
<br />
Applicable to: A318 121: MSN 3001 PR-AVH; 3014 PR-AVL; 3016 PR-AVO; 3030 PR-AVJ, 3062 PR-AVK,<br />
A319 115: MSN 4222 PR-AVB; 4287 PR-AVC; 4336 PR-AVD.<br />
<br />
The FCOM limits brake temperature to 300 °C before takeoff is started.<br />
This limit ensures that, in the case of hydraulic fluid leakage, <br />
any hydraulic fluid, that may come intocontact with the brake units, <br />
will not be ignited in the wheelwell.<br />
<br />
This limit does not ensure that, in the case of a high energy rejected takeoff, the maximum brake<br />
energy limitation will be respected.<br />
<br />
Thermal oxidation increases at high temperatures. <br />
<br />
Therefore, if the brakes absorb too much heat, carbon oxidation will increase. <br />
<br />
This is the reason why the brakes should not be used repeatedly at<br />
temperatures above 500 °C during normal operation.<br />
<br />
In addition, after heavy braking, the use of<br />
brake fans can increase oxidation of the brake surface hot spots, <br />
if the brakes are not thermally equalized.<br />
<br />
<br />
<b>BRAKING ANOMALIES</b><br />
<br />
Applicable to: A318 121: MSN 3001 PR-AVH; 3014 PR-AVL; 3016 PR-AVO; 3030 PR-AVJ, 3062 PR-AVK,<br />
A319 115: MSN 4222 PR-AVB; 4287 PR-AVC; 4336 PR-AVD.<br />
<br />
If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware that the Parking Brake<br />
can, quite suddenly, become less efficient. <br />
This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.<br />
<br />
If the pilots encounters any braking problems during taxi, they should set the A/SKID & N/W<br />
STRG Sw to OFF. <br />
They should not apply pressure to the pedals while setting the A/SKID & N/W STRG Sw to OFF. <br />
<br />
Then, the PF should refer to the triple brake indicator and modulate the pressure<br />
as necessary.<br />
<br />
<b>BRAKE FANS</b><br />
<br />
Brake fans cool the brakes, and the brake temperature sensor. <br />
<br />
Therefore, when the brake fans are running, the indicated brake temperature <br />
will be significantly lower than the indicated brake temperature when the brake fans are off.<br />
<br />
Therefore, as soon as the brake fans are switched on, the indicated brake temperature decreases<br />
almost instantaneously. <br />
<br />
On the other hand, when the brake fans are switched off, it will take several<br />
minutes for the indicated brake temperature to increase and match the real brake temperature.<br />
<br />
When the fans are running, the difference between the indicated and the actual brake temperature<br />
can range from 50 °C (when the actual brake temperature is 100 °C) to 150 °C (when the actual<br />
brake temperature is 300 °C). <br />
<br />
Therefore, before takeoff, if the fans are running, the flight crew should<br />
refer to the indicated brake temperature. When the indicated brake temperature is above 150 °C,<br />
takeoff must be delayed.<br />
<br />
Brake fans should not be used during takeoff, in order to avoid Foreign Object Damage to fans and<br />
brakes.<br />
<br />
_________________________________________________________________________________________________<br />
<br />
<br />
<b>FLIGHT CONTROL CHECK</b><br />
<br />
Applicable to: ALL<br />
<br />
At a convenient stage, before or during taxi, and before arming the autobrake, the PF silently applies<br />
full longitudinal and lateral sidestick deflection. <br />
<br />
On the F/CTL page, the PNF checks and calls out full travel of elevators and ailerons, <br />
and correct deflection and retraction of spoilers. <br />
<br />
As each full travel/neutral position is reached, the PNF calls out:<br />
• "Full up, full down, neutral"<br />
• "Full left, full right, neutral"<br />
<br />
The PF silently checks that the PNF calls are in accordance with the sidestick order.<br />
<br />
The PF then presses the PEDAL DISC pb on the nose wheel tiller and silently applies <br />
full left and full right rudder and then returns the rudder to neutral.<br />
<br />
The PNF follows on the rudder pedals and, when each full<br />
travel/neutral position is reached, calls out:<br />
• "Full left, full right, neutral"<br />
<br />
Full control input must be held for sufficient time for full travel to be reached and indicated on F/CTL<br />
page.<br />
<br />
The PNF then applies full longitudinal and lateral sidestick deflection, and on the F/CTL page, silently<br />
checks full travel and correct sense of all elevators and ailerons, and correct deflection and retraction<br />
of all spoilers.<br />
<br />
If this check is carried out during taxiing, it is essential that the PF remains head-up throughout the<br />
procedure.<br />
<br />
<b>TAKEOFF BRIEFING CONFIRMATION</b><br />
<br />
Applicable to: ALL<br />
<br />
The TAKEOFF BRIEFING CONFIRMATION should only review any changes that may have<br />
occurred since the full TAKEOFF BRIEFING done at the parking bay <br />
(e.g. change of SID, change in runway conditions, etc.).<br />
<br />
If ATC clears the aircraft to maintain a specific heading after takeoff, <br />
turn the FCU HDG selector to disarm the NAV.<br />
<br />
The current aircraft heading will be displayed on the FCU and the ND, <br />
and the pilot can then set the cleared heading.<br />
<br />
Once airborne, and above 30 ft, RA, RWY TRK engages.<br />
<br />
To apply the clearance, the FCU HDG knob should be pulled.<br />
<br />
Once cleared to resume the SID, a HDG adjustment may be necessary <br />
to intercept the desired track for NAV capture.<br />
<br />
_____________________________________________________________________________________________________<br />
<br />
<br />
<b>TAXI WITH ONE ENGINE SHUTDOWN</b><br />
<br />
Applicable to: A318 121: MSN 3001 PR-AVH; 3014 PR-AVL; 3016 PR-AVO; 3030 PR-AVJ, 3062 PR-AVK,<br />
A319 115: MSN 4222 PR-AVB; 4287 PR-AVC; 4336 PR-AVD.<br />
<br />
Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine<br />
shut down. <br />
<br />
However, if taxiing out with one engine shutdown, the crew should be aware of the<br />
following:<br />
• It is recommended to retain the use of engine 1 during taxi to maintain the green hydraulic system<br />
for normal braking.<br />
• Before releasing the parking brake, the yellow electrical pump will be set ON to pressurize the<br />
yellow hydraulic circuit (ALT/PARK BRK and NWS) and avoid PTU operation. The pilot will check<br />
the hydraulic yellow accumulator pressure.<br />
• Slow or tight turns in the direction of the operating engine may not be possible at high gross<br />
weights.<br />
• It is not possible for ground personnel to protect the engine against fire, when the aircraft moves<br />
away from the ramp.<br />
• The remaining engines should be started with sufficient time for engine warm-up before takeoff.<br />
• Any faults encountered during or after starting the remaining engine may require a return to the<br />
gate for maintenance and thus generate a further departure delay.<br />
• Taxi with one engine shut down may require higher thrust than usual. Caution must, therefore, be<br />
exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD).<br />
• The use of APU is recommended but the APU bleed should be switched off to avoid ingestion of<br />
exhaust gases by the air conditioning system.<br />
• Before ENG2 start,<br />
‐ The yellow is set off to check correct operation of the PTU<br />
‐ APU BLEED is set back to ON for ENG2 bleed start.<br />
<br />
<br />
_______________________________________________________________________________________________________<br />
<br />
<b>NORMAL OPERATIONS - TAXI - MISCELLANEOUS</b><br />
<br />
STROBE LIGHT <br />
<br />
When the STROBE lights are set to AUTO, they come on automatically when the aircraft is<br />
airborne. <br />
The ON position can be used to turn on the lights on ground for crossing, backtracking or<br />
entering a runway.<br />
<br />
PACKS<br />
<br />
If the takeoff has to be achieved without air bleed fed from the engines for performance reasons,<br />
but air conditioning desired, the APU bleed may be used with packs ON, thus maintaining engine<br />
performance level and passenger comfort. <br />
<br />
In case of APU auto shut down during takeoff, the engine thrust is frozen till the thrust is manually reduced. <br />
The packs revert to engine bleed which causes an increase of EGT to keep N1/EPR.<br />
<br />
If the takeoff is performed with one pack unserviceable, the procedure states to set the failed<br />
pack to OFF. <br />
<br />
The takeoff may be performed with the other pack ON (if performances permit)<br />
with TOGA or FLEX thrust, the pack being supplied by the onside bleed.<br />
<br />
In this asymmetric bleed configuration, the N1 takeoff value is limited to the value <br />
corresponding to the bleed ON configuration and takeoff performance must be computed accordingly.<br />
<br />
<br />
____________________________________________________________________________________________________________<br />
<br />
<br />
<b>TAXI FLOW PATTERN</b><br />
<br />
<br />
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<br />
<br />
_____________________________________________________________________________________________________________<br />
<br />
<br />
THRUST SETTING<br />
<br />
<br />
The PF should announce "Take-off". The PF then applies power in as follows:<br />
If cross wind is at or below 20 kt and there is no tail wind<br />
• From idle to 1.05 EPR / 50 % N1 by reference to the TLA indicator on the EPR / N1 gauge.<br />
• When the engine parameters have stabilized, to the FLX/MCT or TOGA detent as appropriate.<br />
<br />
<br />
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<br />
<br />
In case of tailwind or if cross wind is greater than 20 kt:<br />
• From idle to 1.05 EPR / 50 % N1 by reference to the TLA indicator on the EPR / N1 gauge.<br />
• Once stabilized, from 1.05 EPR / 50 % N1 to 1.15 EPR / 70 % N1 by reference to the TLA<br />
indicator on the EPR / N1 gauge.<br />
• Then, to FLX / TOGA, as required to reach take-off thrust by 40 kt groundspeed.<br />
<br />
This procedure ensures that all engines will accelerate similarly. <br />
If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, <br />
to severe directional control problem.<br />
<br />
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, a message<br />
comes up on the ECAM.<br />
<br />
<br />
TAKEOFF ROLL<br />
<br />
Once the thrust is set, the PF announces the indications on the FMA. <br />
<br />
The PNF must check that the thrust is set by 80 kt and must announce "Thrust Set".<br />
<br />
The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX<br />
notch and until V1.<br />
<br />
On a normal takeoff, to counteract the pitch up moment during thrust application, <br />
the PF should apply half forward (full forward in cross wind case) <br />
sidestick at the start of the takeoff roll until reaching 80 kt. <br />
<br />
At this point, the input should be gradually reduced to be zero by 100 kt.<br />
<br />
The PF should use pedals to keep the aircraft straight. <br />
<br />
The nosewheel steering authority decreases at a pre-determined rate as the groundspeed increases <br />
(no more efficiency at 130 kt) and the rudder becomes more effective. <br />
<br />
The use the tiller is not recommended during takeoff roll, because of its high<br />
efficiency, which might lead to aircraft overreaction.<br />
<br />
For crosswind takeoffs, routine use of into wind aileron is not necessary. <br />
<br />
In strong crosswind conditions, small lateral stick input may be used to maintain wings level, <br />
if deemed necessary due to into wind wing reaction, but avoid using large deflections, <br />
resulting in excessive spoiler deployment which increase the aircraft tendency to turn <br />
into the wind (due to high weight on wheels on the spoiler extended side), <br />
reduces lift and increases drag. <br />
<br />
Spoiler deflection becomes significant with more than a third sidestick deflection.<br />
<br />
As the aircraft lifts off, any lateral stick input applied will result in a roll rate demand, <br />
making aircraft lateral control more difficult. <br />
<br />
Wings must be level.<br />
<br />
In case of low visibility takeoff, visual cues are primary means to track the runway centerline. <br />
<br />
The PFD yaw bar provides an assistance in case of expected fog patches if ILS available.<br />
<br />
<b>TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF</b><br />
<br />
At take off, the typical all engine operating attitude after lift-off is about 15 °.<br />
<br />
ROTATION<br />
<br />
Rotation is conventional. <br />
<br />
During the takeoff roll and the rotation, the pilot flying scans rapidly the<br />
outside references and the PFD. <br />
<br />
Until airborne, or at least until visual cues are lost, this scanning<br />
depends on visibility conditions (the better the visibility, <br />
the higher the priority given to outside references). <br />
<br />
Once airborne, the PF must then controls the pitch attitude on the PFD using FD bars in<br />
SRS mode which is then valid.<br />
<br />
Initiate the rotation with a smooth positive backward sidestick input (typically 1/3 to 1/2 backstick).<br />
<br />
Avoid aggressive and sharp inputs.<br />
<br />
The initial rotation rate is about 3 °/s. <br />
<br />
Avoid low rotation rates as this will have an impact on takeoff performance <br />
by increasing the takeoff ground run. <br />
<br />
Rotation rates between 2 °/s and 3 °/s will have a minimal impact on takeoff run <br />
but rates significantly below 2 °/s should be avoided.<br />
<br />
If the established pitch rate is not satisfactory, the pilot must make smooth corrections on the stick.<br />
<br />
He must avoid rapid and large corrections, which cause sharp reaction in pitch from the aircraft. <br />
<br />
If, to increase the rotation rate, a further and late aft sidestick input <br />
is made around the time of lift-off, the possibility of tailstrike increases significantly on A321.<br />
<br />
During rotation, the crew must not chase the FD pitch bar, since it does not give any pitch rate order,<br />
and might lead to overreaction.<br />
<br />
Once airborne only, the crew must refine the aircraft pitch attitude using the FD, which is then<br />
representative of the SRS orders. <br />
<br />
The fly-by-wire control laws change into flight normal law, with automatic pitch trim active.<br />
<br />
<br />
______________________________________________________________________________________________________<br />
<br />
<br />
<br />
<b>AIRCRAFT GEOMETRY</b><br />
<br />
A 318<br />
<br />
Tail strike pitch attitude<br />
<br />
- L/G compressed 15.7 °<br />
- L/G extended 17.3 °<br />
<br />
<br />
A 319<br />
<br />
Tail strike pitch attitude<br />
<br />
- L/G compressed 13.9 °<br />
- L/G extended 15.5 °<br />
<br />
A 320<br />
<br />
Tail strike pitch attitude<br />
<br />
- L/G compressed 11.7 °<br />
- L/G extended 13.5 °<br />
<br />
<br />
____________________________________________________________________________________________________<br />
<br />
<br />
<b>TAIL STRIKE AVOIDANCE</b><br />
<br />
INTRODUCTION<br />
<br />
If tailstrike it is not a concern for the A318, the importance of this subject increases as fuselage<br />
length increases. <br />
<br />
Therefore, it is particularly important for A321 operators.<br />
<br />
Tail strikes can cause extensive structural damage, which can jeopardize the flight and lead<br />
to heavy maintenance action. <br />
<br />
They most often occur in such adverse conditions as crosswind, turbulence, windshear, etc.<br />
<br />
<b>MAIN FACTORS</b><br />
<br />
<b>EARLY ROTATION</b><br />
<br />
Early rotation occurs when rotation is initiated below the scheduled VR. The potential reasons<br />
for this are:<br />
<br />
• The calculated VR is incorrect for the aircraft weight or flap configuration.<br />
• The PF commands rotation below VR due to gusts, windshear or an obstacle on the runway.<br />
<br />
Whatever the cause of the early rotation, the result will be an increased pitch attitude at lift-off,<br />
and consequently a reduced tail clearance.<br />
<br />
<b>ROTATION TECHNIQUE</b><br />
<br />
The recommendation given in the ROTATION TECHNIQUE paragraph should be applied.<br />
<br />
A fast rotation rate increases the risk of tailstrike, but a slow rate increases take-off distance.<br />
<br />
The recommended rate is about 3 °/s, which reflects the average rates achieved during flight<br />
test, and is also the reference rate for performance calculations.<br />
<br />
CONFIGURATION (NOT APPLICABLE TO A318)<br />
<br />
When performance is limiting the takeoff weight, the flight crew uses TOGA thrust and selects<br />
the configuration that provides the highest takeoff weight.<br />
<br />
When the actual takeoff weight is lower than the permissible one, the pilot uses FLEX TO thrust. <br />
<br />
For a given aircraft weight, a variety of flap configurations are possible. <br />
<br />
Usually, the pilots selects the configuration that provides the maximum FLEX temperature. <br />
<br />
This is done to prolong engine life. <br />
<br />
The first degrees of flexible thrust have an impact on maintenance costs<br />
about 5 times higher than the last one.<br />
<br />
The configuration that provides the maximum FLEX temperature varies with the runway length.<br />
<br />
On short runways, CONF 3 usually provides the highest FLEX temperature, and the tail<br />
clearance at lift off does not depends on the configuration.<br />
<br />
On medium or long runways, the second segment limitation becomes the limiting factor, and<br />
CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature.<br />
<br />
In these cases, the tail clearance at lift off depends on the configuration. The highest flap<br />
configuration gives the highest tailstrike margin.<br />
<br />
<b>TAKEOFF TRIM SETTING</b><br />
<br />
The main purpose of the pitch trim setting for take-off is to provide consistent rotation<br />
characteristics. Take-off pitch trim is set manually via the pitch trim wheel.<br />
<br />
The aircraft performs a safe takeoff, provided the pitch trim setting is within the green band on<br />
the pitch trim wheel.<br />
<br />
However, the pitch trim setting significantly affects the aircraft behaviour during rotation:<br />
• With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft<br />
"heavy to rotate" and aircraft rotation will be very slow in response to the normal take off stick<br />
displacement.<br />
• With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to<br />
counteract an early autorotation until VR is reached.<br />
<br />
In either case the pilot may have to modify his normal control input in order to achieve the<br />
desired rotation rate, but should be cautious not to overreact.<br />
<br />
<b>CROSSWIND TAKEOFF</b><br />
<br />
It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large<br />
deflection, resulting in excessive spoiler deployment. <br />
<br />
A direct effect of the reduction in lift due to the extension of the spoilers on one wing <br />
will be a reduction in tail clearance and an increased risk of tailstrike.<br />
<br />
<br />
<b>OLEO INFLATION</b><br />
<br />
The correct extension of the main landing gear shock absorber (and thus the nominal increase<br />
in tail clearance during the rotation) relies on the correct inflation of the oleos.<br />
<br />
<b>ACTION IN CASE OF TAILSTRIKE</b><br />
<br />
If a tailstrike occurs at take-off, flight at attitude requiring a pressurized cabin must be avoided and<br />
a return to the originating airport should be performed for damage assessment.<br />
<br />
<b>AP ENGAGEMENT</b><br />
<br />
The AP can be engaged 5 s after take-off and above 100 ft RA.<br />
<br />
<br />
VERTICAL PROFILE<br />
<br />
SRS engages when the thrust levers are set to the applicable detent for takeoff and will remain<br />
engaged until the acceleration altitude.<br />
<br />
The SRS pitch command is the minimum of the following pitches:<br />
• Pitch required to fly V2 +10 in All Engine Operative case (AEO)<br />
• Pitch required to fly IAS at the time of failure (with minimum of V2 and maximum of V2+15) in One<br />
<br />
<b>Engine Inoperative case (OEI)</b><br />
<br />
• Maximum pitch attitude of 18 ° (22.5 ° in case of windshear)<br />
• Pitch required to climb a 120 ft/min minimum vertical speed.<br />
<br />
This explains why, during takeoff, the IAS which is actually flown in most cases is neither V2+10<br />
(AEO) nor V2 (OEI).<br />
<br />
<b>LATERAL PROFILE</b><br />
<br />
Under most circumstances, the pilot can expect to follow the programmed SID. <br />
<br />
In this case, NAV is armed on selecting the thrust levers to the applicable detent <br />
for take-off and engages once above 30 ft RA.<br />
<br />
<b>THRUST REDUCTION ALTITUDE</b><br />
<br />
At the thrust reduction altitude, "LVR CLB" flashes on the FMA. <br />
<br />
When manual flying, lower slightly the nose, as applicable, to anticipate the pitch down FD order. <br />
Bring the thrust levers back to CLB detent. <br />
<br />
The A/THR is now active (A/THR on the FMA changes from blue to white).<br />
<br />
The FD pitch down order depends upon the amount of thrust decrease between TOGA or FLX and<br />
CLB.<br />
<br />
If takeoff was performed packs OFF, the packs will be selected back to ON after thrust reduction<br />
because of the potential resulting EGT increase. <br />
They will be preferably selected sequentially toimprove passenger's comfort.<br />
<br />
<b>ACCELERATION ALTITUDE</b><br />
<br />
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode.<br />
<br />
The speed target jumps:<br />
<br />
• Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed<br />
• Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB pag before T.O.).<br />
<br />
If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed<br />
by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as<br />
per the general managed speed guidance rule). <br />
<br />
If required by ATC, the crew will select the adequate target speed (below green dot) on the FCU.<br />
<br />
During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces:<br />
<br />
• At F speed, the aircraft accelerating (positive speed trend): retract to 1.<br />
• At S speed, the aircraft accelerating (positive speed trend): retract to 0.<br />
<br />
If the engine start selector had been selected to IGN START for take-off, the PNF should confirm<br />
with the PF when it may be deselected.<br />
<br />
<b>TAKE-OFF AT HEAVY WEIGHT</b><br />
<br />
If take-off is carried out at heavy weight, two protections may intervene:<br />
• The Automatic Retraction System (ARS)<br />
• The Alpha Lock function<br />
<br />
<b>THE AUTOMATIC RETRACTION SYSTEM</b><br />
<br />
While in CONF 1+F and IAS reaches 210 kt (VFE CONF1+F is 215 kt), the ARS is activated.<br />
<br />
The ARS automatically retracts flaps to 0 °. The VFE displayed on the PFD change from VFE<br />
CONF1+F to VFE CONF 1. <br />
<br />
As the aircraft accelerates above S speed, the flap lever can be selected to 0. <br />
<br />
If IAS decreases below VFE CONF1+F, the flaps will not extend back to 1+F.<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-40352133038493322752011-12-03T17:18:00.001-02:002011-12-03T18:40:21.629-02:00PURPOSE OF THE ECAMPURPOSE OF THE ECAM<br />
<br />
The Electronic Centralized Aircraft Monitoring (ECAM) system <br />
is a main component of Airbus’ two-crewmember cockpit, <br />
which also takes the "dark cockpit" and "forward-facing crew" <br />
philosophiesinto account.<br />
<br />
The purpose of the ECAM is to:<br />
<br />
• Display aircraft system information<br />
• Monitor aircraft systems<br />
• Indicate required flight crew actions, in most normal, abnormal and emergency situations.<br />
<br />
As the ECAM is available in most failure situations, <br />
it is a significant step in the direction towards a<br />
paperless cockpit and the reduction of memory items.<br />
<br />
MAIN PRINCIPLES<br />
<br />
Applicable to: ALL<br />
INFORMATION PROVIDED WHEN NEEDED<br />
<br />
One of the main advantages of the ECAM is that it displays applicable information to the flight<br />
crew, on an "as needed" basis. <br />
<br />
The following outlines the ECAM’s operating modes:<br />
<br />
• Normal Mode:<br />
Automatically displays systems and memos, in accordance with the flight phase.<br />
• Failure Mode:<br />
Automatically displays the appropriate emergency/abnormal procedures, in addition to their<br />
associated system synoptic.<br />
<br />
• Advisory Mode:<br />
Automatically displays the appropriate system synoptic, associated with a drifting parameter.<br />
<br />
• Manual Mode:<br />
Enables the flight crew to manually select any system synoptic <br />
via the ECAM Control Panel(ECP).<br />
<br />
Most warnings and cautions are inhibited during critical phases of flight <br />
(T/O INHIBIT – LDGINHIBIT), because most system failures will not affect <br />
the aircraft’s ability to continue a takeoff or landing.<br />
<br />
FAILURE LEVELS<br />
<br />
The ECAM has three levels of warnings and cautions. Each level is based on the associated<br />
operational consequence(s) of the failure. Failures will appear in a specific color, <br />
according to a defined color-coding system, <br />
that advises the flight crew of the urgency of a situation in an<br />
instinctive, unambiguous manner. <br />
<br />
In addition, Level 2 and 3 failures are accompanied by a specific<br />
aural warning: A Continuous Repetitive Chime (CRC) indicates a Level 3 failure, and a Single<br />
Chime (SC) indicates a Level 2 failure.<br />
<br />
<br />
LVL 3 <b>Priority:</b> Safety ||<b>Color Code:</b> Red ||<b>Aural Warning:</b> CRC ||<br />
<b>Crew Act:</b> Immediate<br />
<br />
LVL 2 <b>Priority:</b> Abnormal ||<b>Color Code:</b> Amber ||<b>Aural Warning:</b> SC ||<br />
<b>Crew Act:</b> Awareness, then action<br />
<br />
LVL 1 <b>Priority:</b> Degradation||<b>Color Code:</b> Amber ||<b>Aural Warning:</b> None ||<br />
<b>Crew Act:</b> Awareness, then Monitor<br />
<br />
When there are several failures, the FWC displays them on the Engine Warning Display (E/WD) in<br />
an order of priority, determined by the severity of the operational consequences. <br />
This ensures that the flight crew sees the most important failures first.<br />
<br />
FEEDBACK<br />
<br />
The ECAM provides the flight crew with feedback, after action is taken on affected controls:<br />
<br />
• The System Synoptic:<br />
Displays the status change of affected components.<br />
<br />
• The Memo:<br />
Displays the status of a number of systems selected by the flight crew (e.g. anti ice).<br />
<br />
• The Procedures:<br />
When the flight crew performs a required action on the cockpit panel, the ECAM usually clears<br />
the applicable line of the checklist (except for some systems or actions, for which feedback is<br />
not available).<br />
<br />
The ECAM reacts to both failures and pilot action.<br />
<br />
ECAM HANDLING<br />
<br />
Applicable to: ALL<br />
<br />
Task sharing is essential to effective ECAM operation, particularly in the case of abnormal<br />
operations.<br />
<br />
NORMAL OPERATIONS<br />
<br />
On ground, the ECAM MEMO is reviewed for feedback on temporarily-selected items <br />
(e.g. SEATBELTS/IGNITION/ENG A/I), and to check whether IRs are aligned. <br />
If alignment is not complete,the time remaining will be displayed. <br />
It is, therefore, not necessary to refer to the OVHD panel.<br />
<br />
In cruise, the main systems should periodically be reviewed during flight <br />
(ENG, BLEED, ELEC, AC/DC, HYD, FUEL, F/CTL), <br />
to ensure that they are operating normally, and to detect any<br />
potential problem in advance.<br />
<br />
The ECAM MEMO must be included in the instrument review. <br />
In cruise, in most of the cases, it should be blank. <br />
It helps to make the flight crew aware of any system that a flight crewmember<br />
temporarily selected, but forgot to deselect.<br />
<br />
A STS label, displayed at the bottom of the E/WD, indicates that there is a STATUS to be<br />
reviewed. <br />
<br />
Therefore, when a C/L calls for STATUS review, press STS, only if the label appears.<br />
<br />
If there is a STS at engine shutdown, it will pulse at the bottom of the E/WD. <br />
<br />
If this is the case, the STATUS page should be reviewed for help in completing the technical log.<br />
<br />
<br />
ECAM ADVISORY<br />
<br />
The flight crewmember that first notices an advisory announces: "ADVISORY on XYZ system".<br />
<br />
Then, the PF requests the PNF to review the drifting parameter. <br />
If time permits, the PNF may refer to the QRH non normal procedures section, <br />
containing recommended actions in various advisory situations.<br />
<br />
1 ABNORMAL OPERATIONS<br />
<br />
TASK SHARING RULES<br />
<br />
When the ECAM displays a warning or a caution, the first priority is to ensure that a safe flight<br />
path is maintained. <br />
<br />
The successful outcome of any ECAM procedure depends on:<br />
<br />
Correct reading and application of the procedure, effective task sharing, <br />
and conscious monitoring and crosschecking.<br />
<br />
It is important to remember that, after ECAM ACTIONS announcement by the PF:<br />
<br />
• The PF’s task is to fly the aircraft, navigate, and communicate.<br />
• The PNF’s task is to manage the failure, on PF command.<br />
<br />
The PF usually remains the PF for the entire flight, unless the Captain decides to take control.<br />
<br />
The PF will then control the aircraft’s flight path, speed, configuration, and engines. <br />
<br />
The PF will also manage navigation and communication, <br />
and initiate the ECAM actions to be performed by<br />
the PNF, and check that the actions are completed correctly.<br />
<br />
The PNF has a considerable workload: Managing ECAM actions and assisting the PF on<br />
request. <br />
The PNF reads the ECAM and checklist, performs ECAM actions on PF command,<br />
requests PF confirmation to clear actions, and performs actions required by the PF. <br />
<br />
The PNF never touches the thrust levers, even if requested by the ECAM.<br />
<br />
Some selectors or pushbuttons (including the ENG MASTER switch, FIRE pushbutton, IR, IDG<br />
and, in general, all guarded switches) must be crosschecked by both the PF and PNF, <br />
before they are moved or selected, to prevent the flight crew from <br />
inadvertently performing irreversible actions. <br />
<br />
As a general rule, any computer reset must be <br />
also crosschecked by both the PF and PNF.<br />
<br />
To avoid mistakes in identifying the switches, Airbus’ overhead panels <br />
are designed to be uncluttered. <br />
<br />
When the ECAM requires action on overhead panel pushbuttons or switches,<br />
the correct system panel can be identified by referring <br />
to the white name of the system on the side of each panel. <br />
<br />
Before performing any action, the PNF should keep this sequence in mind:<br />
<br />
"System, then procedure/selector, then action" (e.g. "air, crossbleed, close"). <br />
<br />
This approach, and announcing an intended selection before action, <br />
enables the PNF to keep the PF aware of the progress of the procedure.<br />
<br />
It is important to remember that, if a system fails, <br />
the associated FAULT light on the system pushbutton <br />
(located on the overhead panel) will come on in amber, <br />
and enable correct identification.<br />
<br />
When selecting a system switch or pushbutton, <br />
the PNF should check the SD to verify that the<br />
selected action has occurred <br />
(e.g. closing the crossbleed valve should <br />
change the indications that appear on the SD).<br />
<br />
Crew Coordination<br />
<br />
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<br />
1. The PNF should review the overhead panel and/or associated SD to analyze and confirm the<br />
failure, prior to taking any action, and should bear in mind that the sensors used for the SD<br />
may be different from the sensors that trigger the failure.<br />
<br />
2. In case of a failure during takeoff or go-around, ECAM actions should be delayed until<br />
the aircraft reaches approximately 400 ft, and is stabilized on a safe trajectory. <br />
This is an appropriate compromise between stabilizing the aircraft and delaying action.<br />
<br />
3. When the ECAM displays several failures, the sequence (action, then request and<br />
confirmation, before clearance) should be repeated for each failure. <br />
When all necessary actions are completed, amber messages <br />
and red titles will no longer appear on the E/WD.<br />
<br />
4. When the ECAM displays several system pages, the sequence <br />
(request and confirmation before clearance) should be repeated for each system page.<br />
<br />
5. The PF may call out "STOP ECAM" at any time, if other specific actions must be performed<br />
(normal C/L, or performing a computer reset). <br />
When the action is completed, the PF must callout: "CONTINUE ECAM".<br />
<br />
6. When slats are extended, the SD automatically displays the STATUS, unless if the page is<br />
empty. <br />
The STS should be carefully reviewed, and the required procedure applied.<br />
<br />
7. When ECAM actions have been completed, and the ECAM status has been reviewed,<br />
the PNF may refer to the FCOM procedure for supplementary information, if time permits.<br />
<br />
However, in critical situations the flight should not be prolonged only to consult the FCOM.<br />
<br />
<b>IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE</b><br />
<br />
If an ECAM warning disappears, while a procedure is being applied, the warning can be<br />
considered no longer applicable. <br />
<br />
Application of the procedure can be stopped.<br />
<br />
For example, during the application of an engine fire procedure, if the fire is successfully<br />
extinguished with the first fire extinguisher bottle, the ENG FIRE warning disappears, and the<br />
procedure no longer applies. <br />
<br />
Any remaining ECAM procedures should be performed as usual.<br />
<br />
<b>SOME ADDITIONAL REMARKS</b><br />
<br />
• There are very few memory items:<br />
<br />
‐ Immediate actions of EMER DESCENT<br />
‐ Immediate actions, in case of an unreliable speed indication<br />
‐ Loss of braking<br />
‐ Windshear (reactive and predictive)<br />
‐ EGPWS and GPWS<br />
‐ TCAS<br />
‐ Stall recovery and stall warning at lift-off.<br />
<br />
• LAND ASAP (As Soon As Possible):<br />
<br />
‐ RED LAND ASAP :<br />
Land as soon as possible at the nearest suitable airport <br />
at which a safe approach and landing can be made.<br />
<br />
‐ AMBER LAND ASAP:<br />
<br />
Advice to the flight crew to consider landing at the nearest suitable airport.<br />
<br />
Note: <br />
<br />
The CLOSEST AIRPORTS MCDU page may help the flight crew <br />
to determine the nearest suitable airport: <br />
<br />
This page displays the four airports that are the nearest to<br />
the aircraft's current position. <br />
<br />
These airports are found in the navigation database,<br />
and are displayed regardless of their suitability. <br />
<br />
The flight crew should keep in mind that the four closest airports <br />
are sorted according to distance, and should refer to<br />
the Estimated Time of Arrival (ETA).<br />
<br />
• OEB Reminder<br />
<br />
Some Operational Engineering Bulletins (OEBs) <br />
contain information that may impact flight<br />
crew action, in the event of a system failure. <br />
OEBs are filed in the QRH.<br />
If the OEB reminder function is activated for an ECAM warning/caution, <br />
the ECAM will display the : "Refer to QRH Proc" line, when necessary. <br />
This line may appear instead of the procedure, <br />
or it may be added to the ECAM STATUS.<br />
<br />
In such failure cases, the flight crew should refer to <br />
the applicable procedure in the QRH.<br />
<br />
• Some procedures require reference to the QRH<br />
<br />
<b> IN CASE OF AN ECAM SYSTEM FAULT DISPLAY UNIT FAILURE</b><br />
<br />
If one ECAM screen fails, the remaining one will display the E/WD. <br />
<br />
However, in such a case, if a failure or advisory occurs, <br />
the system or status page are not displayed automatically. <br />
<br />
The PNF can display a system synoptic on the remaining display unit, <br />
by pressing the assigned system pushbutton on the ECP. <br />
The synoptic will appear, as long as the pushbutton is pressed.<br />
<br />
Therefore, in the case of an advisory and/or failure <br />
(indicated by an ADV flag that pulses in white on the bottom of the E/WD), <br />
the PNF must call up the affected system synoptic, by<br />
pressing the related pushbutton.<br />
<br />
To review two or three pages of status messages: <br />
<br />
The PNF should release the STS pushbutton<br />
for less than two seconds, then press and hold it again.<br />
<br />
A double ECAM screen configuration can be recovered <br />
using the ECAM/ND switching selector:<br />
<br />
• If the Captain is the PNF, the switch should be set to "CPT".<br />
• If the First Officer is the PNF, the switch should be set to "F/O".<br />
<br />
The applicable ND screen will then display the second ECAM image.<br />
<br />
<b>DMC FAILURES</b><br />
<br />
In case all of the ECAM DMC channels fail, each flight crewmember <br />
may display the engine standby page on their respective ND <br />
(generated by the DMCs’ EFIS channel).<br />
<br />
<b>ECP FAILURE</b><br />
<br />
In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL keys <br />
will continue to operate, because they are hardwired to the FWC/DMC. <br />
Therefore, the "ALL" key can be used to scroll all SD pages and <br />
display the desired one <br />
(by releasing the key, when the desired SD page appears).<br />
<br />
<b>FLUCTUATING CAUTION</b><br />
<br />
Any fluctuating caution can be deleted with the EMER CANCEL pushbutton. <br />
When pressed, the EMER CANCEL pushbutton deletes both the aural alert, <br />
and the caution for the remainder of the flight. <br />
This is indicated on the STATUS page, by the "CANCELLED CAUTION" title.<br />
<br />
The EMER CANCEL pushbutton inhibits any aural warning that is associated with a red<br />
warning, but does not affect the warning itself.<br />
<br />
<b>RCL PUSHBUTTON</b><br />
<br />
The RCL pushbutton allows to call up all ECAM alerts and the STATUS page <br />
that may have been suppressed by the CLR pushbutton <br />
or by the flight-phase-related inhibition.<br />
<br />
Any alerts that have been inhibited by the EMER CANCEL pushbutton are displayed when the<br />
fly crew holds the RCL pusbutton down for more than three seconds.<br />
<br />
<br />
<b>USE OF SUMMARIES</b><br />
<br />
Applicable to: ALL<br />
<br />
GENERAL<br />
<br />
SUMMARIES consist of QRH procedures, and are designed to assist the flight crew to manage<br />
applicable actions, in the event of an ELEC EMER CONFIG or a dual hydraulic failure.<br />
<br />
In any case, ECAM actions should be applied first (actions and STATUS review). <br />
<br />
The PNF should refer to the applicable QRH SUMMARIES, only after announcing: <br />
"ECAM ACTIONS COMPLETED".<br />
<br />
When a failure occurs, and after performing the ECAM actions, <br />
the PNF should refer to the "ACTUAL LANDING DISTANCES WITH FAILURE WITHOUT REV" table <br />
of the SUMMARIES, to determine the landing distance with failure.<br />
<br />
For dry and wet runways, the Actual Landing Distances with failure are provided in the<br />
SUMMARIES.<br />
<br />
For contaminated runways, only the LDG DIST Factors are provided in the SUMMARIES.<br />
<br />
As mentioned, the landing distance and the LDG DIST Factors provided in the SUMMARIES do<br />
not take into account the credit of the reverse thrust. <br />
<br />
However, if necessary, the flight crew can still<br />
compute an ACTUAL LANDING DISTANCE WITH REV by referring to the QRH part 2.<br />
<br />
Also, the landing distances provided in the SUMMARIES do not take into account possible<br />
additional factor linked to the "APPR COR". <br />
Therefore, the PNF must check in the "CRUISE" section of the SUMMARIES <br />
whether an "APPR COR" appears in the VAPP formula.<br />
<br />
Two different cases are possible:<br />
<br />
‐ There is no "APPR COR", the flight crew must consider <br />
the landing distance with failurecomputed before to divert, or not.<br />
<br />
‐ There is an "APPR COR". In this case, the PNF should refer <br />
to the VAPP computation method(QRH part 2) in order to determine <br />
whether an "Additional Factor" is applicable. <br />
The flight crew must consider the resulting landing distance <br />
with failure to divert, or not.<br />
<br />
<b>APPROACH PREPARATION</b><br />
<br />
As usual, approach preparation includes a review of the ECAM STATUS.<br />
<br />
After reviewing the STATUS, the PNF should refer <br />
to the "CRUISE" section of the SUMMARIES,<br />
to determine the VREF correction, and compute the VAPP.<br />
<br />
The PNF should refer to the VAPP computation method (QRH part 2) <br />
if "APPR COR" appears in the VAPP formula, <br />
and uses the VREF displayed on the MCDU (with the updated destination).<br />
<br />
The SUMMARIES provides a VREF table, in the event <br />
that failure results in the loss of the MCDU.<br />
<br />
The APPR, LANDING and GO-AROUND sections of the SUMMARIES should be used for the<br />
approach briefing.<br />
<br />
APPROACH<br />
<br />
To perform the APPR PROC, the APPROACH section of <br />
the SUMMARIES should be read (mainly because of the flap extension procedure, <br />
that does not entirely appear on the ECAM).<br />
<br />
This assumes that the recommendations, provided in this part <br />
of the SUMMARIES are sufficient for understanding, and that <br />
it will not be necessary for the flight crew to consult <br />
the "LANDING WITH FLAPS (SLATS) JAMMED” paper procedure.<br />
<br />
The PNF should then review the ECAM STATUS, and check that all the APPR PROC actions<br />
have been completed.<br />
<br />
<br />
sequence<br />
<br />
<br />
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<br />
INTRODUCTION<br />
<br />
The flight crew manually engages the modes.<br />
<br />
However, they may change automatically, depending on the:<br />
<br />
• AP, FD, and A/THR system integration<br />
• Logical sequence of modes<br />
• So-called "mode reversions".<br />
<br />
<b>AP, FD, ATHR SYSTEM INTEGRATION</b><br />
<br />
There is a direct relationship between aircraft pitch control, and engine thrust control. <br />
This relationship is designed to manage the aircraft’s energy.<br />
<br />
• If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):<br />
<br />
A/THR controls speed<br />
<br />
• If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):<br />
<br />
A/THR controls thrust (THR CLB, THR IDLE)<br />
<br />
• If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):<br />
<br />
A/THR controls speed<br />
<br />
Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.<br />
<br />
Note: <br />
<br />
For this reason, the FMA displays the A/THR mode and the AP/FD <br />
vertical mode columns next to each other.<br />
<br />
<b>THE LOGICAL SEQUENCE OF MODES</b><br />
<br />
In climb, when the flight crew selects a climb mode, they usually define an altitude target, <br />
and expect the aircraft to capture and track this altitude. <br />
Therefore, when the flight crew selects a climb mode, <br />
the next logical mode is automatically armed.<br />
For example:<br />
<br />
AP/FD mode capture and tracking (1)<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVdyh7RqFctT53O3dnvv2S8fWx8j5bOyWniF72A0CMlhRCrOrTGQlcbzwwz23mXwfymMMjL-7oOte47A4w6KrLq78TAvStURgRhs2XPxzL4dWQhl5h2NAH9ldhKS1WjDdNAandW0MPmXU/s1600/AP+FD+mode+capture.bmp" imageanchor="1" style=""><img border="0" height="72" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVdyh7RqFctT53O3dnvv2S8fWx8j5bOyWniF72A0CMlhRCrOrTGQlcbzwwz23mXwfymMMjL-7oOte47A4w6KrLq78TAvStURgRhs2XPxzL4dWQhl5h2NAH9ldhKS1WjDdNAandW0MPmXU/s400/AP+FD+mode+capture.bmp" /></a></div><br />
The flight crew may also manually arm a mode in advance, <br />
so that the AP/FD intercepts a defined trajectory.<br />
<br />
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. <br />
When the capture or tracking conditions occur, the mode will change sequentially.<br />
<br />
AP/FD mode capture and tracking (2)<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjDKmBdnHriNj-VybJbfrG_4_8iOSLR2YcYMildMb5NHv_ARofV_VJGURMd6T2-DppKKzBfm9VqoPYhKs8Z8w-YnFf-b28x933oP0Gsxf0Ugm5ayV0pFdOEtiUs2fVKNNLfKfuN62yzQg/s1600/AP+FD+mode+capture+trancking.bmp" imageanchor="1" style=""><img border="0" height="116" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjDKmBdnHriNj-VybJbfrG_4_8iOSLR2YcYMildMb5NHv_ARofV_VJGURMd6T2-DppKKzBfm9VqoPYhKs8Z8w-YnFf-b28x933oP0Gsxf0Ugm5ayV0pFdOEtiUs2fVKNNLfKfuN62yzQg/s400/AP+FD+mode+capture+trancking.bmp" /></a></div><br />
These logical mode changes occur, when the modes are armed. <br />
They appear in blue on the FMA.<br />
<br />
<b>MODE REVERSIONS</b><br />
<br />
GENERAL<br />
<br />
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to<br />
ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input <br />
(or when entering a F-PLN discontinuity).<br />
<br />
For example, a reversion will occur, when the flight crew:<br />
<br />
• Changes the FCU ALT target in specific conditions<br />
• Engages a mode on one axis, that will automatically disengage the associated mode <br />
on the other axis<br />
Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for<br />
mode reversions.<br />
<br />
<b>FLIGHT CREW CHANGE OF FCU ALT TARGET ▸ ACTIVE VERTICAL MODE NOT POSSIBLE</b><br />
<br />
FCU change resulting reversion to VS mode<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnH23TOV1GEkelRcarfeLN7TftakgacaxC6QBVhWH0MnrBDgE0TJGDFA_dgfooNAYak5DfViDre4DAN0d18Y0AqKWIa7ekgvViTRoZlD9clLrraHznSVWpcdk_Oxz9dF-4qbDOfq10Zqw/s1600/FCU+change+reversions.bmp" imageanchor="1" style=""><img border="0" height="68" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnH23TOV1GEkelRcarfeLN7TftakgacaxC6QBVhWH0MnrBDgE0TJGDFA_dgfooNAYak5DfViDre4DAN0d18Y0AqKWIa7ekgvViTRoZlD9clLrraHznSVWpcdk_Oxz9dF-4qbDOfq10Zqw/s400/FCU+change+reversions.bmp" /></a></div><br />
<br />
This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch<br />
behaviour of the aircraft.<br />
<br />
It is the flight crew's responsibility to change it as required.<br />
<br />
<br />
<b>FLIGHT CREW HDG OR TRK MODE ENGAGEMENT ▸ DISENGAGEMENT OF ASSOCIATED</b><br />
<br />
MODE ON THE VERTICAL AXIS<br />
<br />
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.<br />
When the flight crew defines a F-PLN, the FMS considers this F-PLN <br />
as a whole (lateral + vertical). <br />
Therefore, the AP will guide the aircraft along the entire F-PLN:<br />
<br />
• Along the LAT F-PLN (NAV – APP NAV modes)<br />
• Along the VERT F-PLN (CLB – DES – FINAL modes).<br />
<br />
Vertical managed modes can only be used, if the lateral managed NAV mode is used. <br />
If the flight crew decides to divert from the lateral F-PLN, <br />
the autopilot will no longer guide the aircraft along the vertical F-PLN.<br />
<br />
Therefore, in climb:<br />
<br />
Lateral mode change and vertical mode reversion<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjV25xU7jKdh78MkqWRZS4HOyWb9eIpbAmVBxijKsiZS1CK2fskNG4Q5vSKLIg1eHpNwkDiBhjIrs1_AXKmjPkqNwqYHxqZkzlmhg8VeJFeem8b4PIt7ZZEQkz_YtlggUMyK_dkM5uDTY/s1600/lateral+mode+change+CLB.bmp" imageanchor="1" style=""><img border="0" height="83" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjV25xU7jKdh78MkqWRZS4HOyWb9eIpbAmVBxijKsiZS1CK2fskNG4Q5vSKLIg1eHpNwkDiBhjIrs1_AXKmjPkqNwqYHxqZkzlmhg8VeJFeem8b4PIt7ZZEQkz_YtlggUMyK_dkM5uDTY/s400/lateral+mode+change+CLB.bmp" /></a></div><br />
<br />
In descent:<br />
<br />
Lateral mode change and vertical mode reversion<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVnK2Br_VLr8ek7IqHEEilFNHw3Sp9pltvaM_U3CdB2Tc5X3A62NE7ZH6oKq7EhOXRY9raLToIMeXPPTm0NO6y430Xv6QUz9NvUdT-wwXSF-7-NLFUhFPNRpqhHywD7vqMB-9N07XWYj0/s1600/lateral+mode+change+DES.bmp" imageanchor="1" style=""><img border="0" height="140" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVnK2Br_VLr8ek7IqHEEilFNHw3Sp9pltvaM_U3CdB2Tc5X3A62NE7ZH6oKq7EhOXRY9raLToIMeXPPTm0NO6y430Xv6QUz9NvUdT-wwXSF-7-NLFUhFPNRpqhHywD7vqMB-9N07XWYj0/s400/lateral+mode+change+DES.bmp" /></a></div><br />
This reversion to V/S (FPA) mode on the current V/S target <br />
does not modify the pitch behavior of the aircraft. <br />
It is the flight crew’s responsibility to adapt pitch, if necessary.<br />
<br />
<b>THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY</b><br />
<br />
NAV mode is lost, when entering a F-PLN discontinuity. <br />
On the lateral axis, the aircraft reverts to HDG (or TRK) mode. <br />
On the vertical axis, the same reversion (as the one indicated above) occurs.<br />
<br />
<b>THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON</b>, <br />
<br />
<b>AND DOES NOT FOLLOW THE FD PITCH ORDERS</b><br />
<br />
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs. <br />
This reversion is effective, when the A/THR is in THRUST MODE (THR IDLE, THR CLB), <br />
and the aircraft reaches the limits of the speed envelope (VLS, VMAX):<br />
<br />
reversion to speed mode<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDeWD6AVzatOUsAIWPauWMQ9uHmwLPXNo1-02-VebaV946eN7R5u_scwWMVrmjGxsIIeWTPxjqwyTNTjhIi2q76qnF57qbekPVU8YmmyYZVxPSXk29d6x-U8v2rqB4PA7715lPnE5JXoc/s1600/reversion+to+speed+mode.bmp" imageanchor="1" style=""><img border="0" height="244" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDeWD6AVzatOUsAIWPauWMQ9uHmwLPXNo1-02-VebaV946eN7R5u_scwWMVrmjGxsIIeWTPxjqwyTNTjhIi2q76qnF57qbekPVU8YmmyYZVxPSXk29d6x-U8v2rqB4PA7715lPnE5JXoc/s400/reversion+to+speed+mode.bmp" /></a></div><br />
<b>AP, FD, A/THR MODE CHANGES AND REVERSIONS</b><br />
<br />
Applicable to: MSN 4354, 4405, 4413, 4450, 4490, 4526<br />
<br />
INTRODUCTION<br />
<br />
The flight crew manually engages the modes.<br />
However, they may change automatically, depending on the:<br />
‐ AP, FD, and A/THR system integration<br />
‐ Logical sequence of modes<br />
‐ So-called "mode reversions".<br />
<br />
AP, FD, ATHR SYSTEM INTEGRATION<br />
<br />
There is a direct relationship between aircraft pitch control, and engine thrust control. <br />
This relationship is designed to manage the aircraft’s energy.<br />
<br />
‐ If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):<br />
<br />
A/THR controls speed<br />
<br />
‐ If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):<br />
<br />
A/THR controls thrust (THR CLB, THR IDLE)<br />
<br />
‐ If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):<br />
<br />
A/THR controls speed<br />
<br />
Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.<br />
<br />
Note: <br />
<br />
For this reason, the FMA displays the A/THR mode and the AP/FD vertical mode<br />
columns next to each other.<br />
<br />
THE LOGICAL SEQUENCE OF MODES<br />
<br />
In climb, when the flight crew selects a climb mode, they usually define an altitude target, <br />
and expect the aircraft to capture and track this altitude. <br />
Therefore, when the flight crew selects a climb mode, the next logical mode is automatically armed.<br />
<br />
For example:<br />
<br />
AP/FD Mode Capture and Tracking (1)<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEil495qYotMKBfIEciWnFaqRR9dPPw6ot829IrPWpImWQMZXm9wF-rMSoqwOCRrKY7gVKLUicerQ6kx7FdCAz2PhF1VOaqGsBRZ9bKLZBTnUDbHftsRibcFa5koF2E3EmYoch2orO5Ydfs/s1600/mode+tracking+1.bmp" imageanchor="1" style=""><img border="0" height="64" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEil495qYotMKBfIEciWnFaqRR9dPPw6ot829IrPWpImWQMZXm9wF-rMSoqwOCRrKY7gVKLUicerQ6kx7FdCAz2PhF1VOaqGsBRZ9bKLZBTnUDbHftsRibcFa5koF2E3EmYoch2orO5Ydfs/s400/mode+tracking+1.bmp" /></a></div><br />
<br />
The flight crew may also manually arm a mode in advance, <br />
so that the AP/FD intercepts a defined trajectory.<br />
<br />
Typically, the flight crew may arm NAV, LOC-G/S and F-LOC-F-G/S. <br />
When the capture or tracking conditions occur, the mode will change sequentially.<br />
<br />
AP/FD Mode Capture and Tracking (2)<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNmv5lSJq9dd6XEWj4UZADGW9DDjLL7b6GOz_H7Wbz7BHgk0LUSCSH4AOzG19ReWmOiIPDLBuNjbxfLx0jG3zfgMhDm8YUgid0LXmWmc9xwPtMKktke-zuMzOGvEfyvPvZVy7pc0q6AG8/s1600/mode+tracking+2.bmp" imageanchor="1" style=""><img border="0" height="121" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNmv5lSJq9dd6XEWj4UZADGW9DDjLL7b6GOz_H7Wbz7BHgk0LUSCSH4AOzG19ReWmOiIPDLBuNjbxfLx0jG3zfgMhDm8YUgid0LXmWmc9xwPtMKktke-zuMzOGvEfyvPvZVy7pc0q6AG8/s400/mode+tracking+2.bmp" /></a></div><br />
These logical mode changes occur, when the modes are armed. They appear in blue on the FMA<br />
<br />
<b>MODE REVERSIONS</b><br />
<br />
GENERAL<br />
<br />
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to<br />
ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input <br />
(or when entering a F-PLN discontinuity).<br />
<br />
For example, a reversion will occur, when the flight crew:<br />
<br />
‐ Changes the FCU ALT target in specific conditions<br />
‐ Engages a mode on 01 axis, that will automatically disengage <br />
the associated mode on the other axis<br />
‐ Manually flies the aircraft with the FD on, but does not follow the FD orders, <br />
which leads to the aircraft to the limits of the flight envelope.<br />
<br />
Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for<br />
mode reversions.<br />
<br />
<b>FLIGHT CREW CHANGE OF FCU ALT TARGET ▸ ACTIVE VERTICAL MODE NOT POSSIBLE</b><br />
<br />
FCU Change Resulting Reversion to VS Mode<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFheSfKBHfzb6EgcNSTlne_4vbIiYpH4UELLhszlbRhnZNvrOO_6IX81mFSLXjeoJQoLIm_5LLP_aeFb0sF-aq16vaihyphenhyphenj8wjvdrHjfaVUQVO3kd-wppmoqL48SCSXFMUQZV2OvsWsRDk/s1600/fcu+change.bmp" imageanchor="1" style=""><img border="0" height="76" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFheSfKBHfzb6EgcNSTlne_4vbIiYpH4UELLhszlbRhnZNvrOO_6IX81mFSLXjeoJQoLIm_5LLP_aeFb0sF-aq16vaihyphenhyphenj8wjvdrHjfaVUQVO3kd-wppmoqL48SCSXFMUQZV2OvsWsRDk/s400/fcu+change.bmp" /></a></div><br />
<br />
This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch<br />
behaviour of the aircraft.<br />
<br />
It is the flight crew's responsibility to change it as required.<br />
<br />
<b>FLIGHT CREW HDG OR TRK MODE ENGAGEMENT ▸ <br />
DISENGAGEMENT OF ASSOCIATEDMODE ON THE VERTICAL AXIS</b><br />
<br />
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.<br />
When the flight crew defines a F-PLN, the FMS considers this F-PLN as <br />
a whole (lateral + vertical).<br />
<br />
Therefore, the AP will guide the aircraft along the entire F-PLN:<br />
<br />
‐ Along the LAT F-PLN (NAV – F-LOC modes)<br />
‐ Along the VERT F-PLN (CLB – DES –F-G/S modes).<br />
<br />
Vertical managed modes can only be used, if the lateral managed NAV mode is used. <br />
If the flight crew decides to divert from the lateral F-PLN, <br />
the autopilot will no longer guide the aircraft along the vertical F-PLN.<br />
<br />
Therefore, in climb:<br />
<br />
Lateral Mode Change and Vertical Mode Reversion<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTVnLlcxEAaBH83r4d8ZrZRLB2aFfOKFra3vEA6d-beSW_pElDpRbYxjSSDIOPQ5E3G3n4XnUiIW8PayElgo_zOYEEdHnmc6-U7uX4a33IeXBR9MTvgjLgSSjXDazl5VyEDKbU3S2a9Yg/s1600/lat+mod+chg.bmp" imageanchor="1" style=""><img border="0" height="84" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTVnLlcxEAaBH83r4d8ZrZRLB2aFfOKFra3vEA6d-beSW_pElDpRbYxjSSDIOPQ5E3G3n4XnUiIW8PayElgo_zOYEEdHnmc6-U7uX4a33IeXBR9MTvgjLgSSjXDazl5VyEDKbU3S2a9Yg/s400/lat+mod+chg.bmp" /></a></div><br />
In descent:<br />
<br />
Lateral Mode Change and Vertical Mode Reversion<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkW16RqVujaHsdyjFajolGOCGOS58mw1VHuiCHObR-yCDZ0452kWIzMtQOBxRNwbHqOG1LwITSayBNtdxaahuAC4eKz1Gql_3hHS2sbKQ8W5sluJ9tFbzkBE5KDj9bPuXWYk-uhczUpNc/s1600/lat+mod+chg+DES.bmp" imageanchor="1" style=""><img border="0" height="180" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkW16RqVujaHsdyjFajolGOCGOS58mw1VHuiCHObR-yCDZ0452kWIzMtQOBxRNwbHqOG1LwITSayBNtdxaahuAC4eKz1Gql_3hHS2sbKQ8W5sluJ9tFbzkBE5KDj9bPuXWYk-uhczUpNc/s400/lat+mod+chg+DES.bmp" /></a></div><br />
<br />
This reversion to V/S (FPA) mode on the current V/S target <br />
does not modify the pitch behaviorof the aircraft. <br />
It is the flight crew’s responsibility to adapt pitch, if necessary.<br />
<br />
<b>THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY</b><br />
<br />
NAV mode is lost, when entering a F-PLN discontinuity. <br />
On the lateral axis, the aircraft reverts to HDG (or TRK) mode. <br />
On the vertical axis, the same reversion (as the one indicated above)occurs.<br />
<br />
<b>THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, <br />
AND DOES NOT FOLLOW THE FD PITCH ORDERS</b><br />
<br />
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs. <br />
This reversion is effective, when the A/THR is in THRUST MODE (THR IDLE, THR CLB), <br />
and the aircraft reaches the limits of the speed envelope (VLS, VMAX):<br />
<br />
Reversion to Speed Mode<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNBGFDuLxa4GEKtQCbHvEid-eICsiemxA9XjlzwUBdLbIjqhe8Nu7jMS-sLRRl4aCzM8y80SjfhIUmbrGLQD7bNCbmRg6s54mdjIbzjfBFIuigPhBKghzQE2ZBHg5tJlkBVGk_jBupaFw/s1600/reversion++speed+mode.bmp" imageanchor="1" style=""><img border="0" height="245" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNBGFDuLxa4GEKtQCbHvEid-eICsiemxA9XjlzwUBdLbIjqhe8Nu7jMS-sLRRl4aCzM8y80SjfhIUmbrGLQD7bNCbmRg6s54mdjIbzjfBFIuigPhBKghzQE2ZBHg5tJlkBVGk_jBupaFw/s400/reversion++speed+mode.bmp" /></a></div><br />
<br />
A/THR in SPEED mode automatically readjusts thrust to regain the target speed. The FD bars<br />
will disappear, because they are not being followed by the PF.<br />
<br />
<b>TRIPLE CLICK<br />
</b><br />
The "triple click" is an aural alert. It is an attention-getter, <br />
designed to draw the flight crew's attentionto the FMA.<br />
<br />
The PFD FMA highlights a mode change or reversion with a white box around the new mode, <br />
and the pulsing of its associated FD bar.<br />
<br />
The reversions, described in the previous paragraph, are also emphasized via the triple click aural<br />
alert.<br />
<br />
Note: <br />
<br />
The triple click also appears in the following, less usual, cases:<br />
<br />
• SRS ▸ CLB (OPCLB) reversion: If, the flight crew selects a speed on the FCU<br />
• The V/S selection is "refused" during ALT *: <br />
The flight crew pulls the V/S knob, while in ALT*<br />
• The V/S target is not followed, because the selected target is too high, <br />
and leads to VMIN/VMAX.R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com1tag:blogger.com,1999:blog-5929318178898301653.post-75024620711502473622011-12-03T09:00:00.001-02:002011-12-03T09:36:30.238-02:00<b>AUTOTHRUST (A/THR)</b><br />
<br />
<br />
OBJECTIVE<br />
<br />
The A/THR computer (within the FG) interfaces directly with the engine computer, <br />
referred to as the FADEC.<br />
<br />
The A/THR sends to the FADEC the thrust targets that are needed to:<br />
<br />
• Obtain and maintain a target speed, when in SPEED mode<br />
• Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.<br />
<br />
<b>INTERFACE</b><br />
<br />
When the A/THR is active, the thrust lever position determines the maximum thrust <br />
that the A/THR can command in SPEED or THRUST mode. <br />
Therefore, with A/THR active, thrust levers act as a <br />
thrust limiter or a thrust-rating panel.<br />
<br />
The A/THR computer does not drive back the thrust levers. <br />
The PF sets them to a specific detent on the thrust lever range.<br />
<br />
The A/THR system provides cues that indicate the energy of the aircraft:<br />
<br />
• Speed, acceleration, or deceleration, obtained by the speed trend vector<br />
• N1, and N1 command on the N1 gauge.<br />
<br />
All these cues are in the flight crew’s direct line of vision.<br />
<br />
In other words, the Thrust Lever Angle (TLA) should not be used <br />
to monitor correct A/THR operation. <br />
Neither should the thrust lever position of a conventional autothrottle, <br />
be considered a cue because, in many hazardous situations, <br />
the thrust lever position can be misleading <br />
(e.g. engine failure, thrust lever jammed).<br />
<br />
the TLA determines Max thrust for the A/THR<br />
<br />
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<b>NORMAL OPERATIONS</b><br />
<br />
The A/THR can only be active, when the thrust levers are <br />
between IDLE and the CLB detent.<br />
When the thrust levers are beyond the CLB detent, <br />
thrust is controlled manually to the thrust lever Angle, <br />
and the A/THR is armed (A/THR appears in blue on the FMA). <br />
This means that the A/THR is ready to be re-activated, <br />
when the flight crew sets the thrust levers back to the CLB detent <br />
(or below).<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUi1a589WddkkIIoHKOzq1Zk7iTNoim3FwRFjwYm5d9drKQVAeAF8H2uMSGRv2XKYSasR_i4VsydXJBY1yTJnuXWy4bIlgiTonroLZGtV-JQXupxJRuYBkHtUWg9SNLJjFggGeoS26On8/s1600/ATHR+sector.bmp" imageanchor="1" style=""><img border="0" height="197" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUi1a589WddkkIIoHKOzq1Zk7iTNoim3FwRFjwYm5d9drKQVAeAF8H2uMSGRv2XKYSasR_i4VsydXJBY1yTJnuXWy4bIlgiTonroLZGtV-JQXupxJRuYBkHtUWg9SNLJjFggGeoS26On8/s400/ATHR+sector.bmp" /></a></div><br />
<br />
<b>AT TAKEOFF</b><br />
<br />
The thrust levers are set either full forward to TOGA, or to the FLX detent. <br />
Thrust is manually controlled to the TLA, and A/THR is armed. <br />
The FMA indicates this in blue.<br />
<br />
<b>AFTER TAKEOFF</b><br />
<br />
When the aircraft reaches THR RED ALT, the flight crew sets the <br />
thrust levers back to the CLB detent. <br />
<br />
This activates A/THR. <br />
<br />
MAX CLB will, therefore, be the maximum normal thrust setting<br />
that will be commanded by the A/THR in CLB, CRZ, DES, or APPR, as required.<br />
<br />
<b>THRUST LEVER(S) BELOW THE CLB DETENT</b><br />
<br />
If one thrust lever is set to below the CLB detent, <br />
the FMA triggers a LVR ASYM message, as a reminder to the flight crew <br />
(e.g. this configuration might be required due to an engine’s high vibration level). <br />
<br />
However, if all thrust levers are set to below the CLB detent, <br />
with the A/THR active, then CLB or LVR CLB flashes in the first FMA column. <br />
<br />
This is because there is no operational reason to be in such a situation, <br />
and to permanently limit A/THR authority on all engines. <br />
In this case, all thrust levers should either be brought back to the CLB detent, <br />
or the A/THR should be set to OFF.<br />
<br />
<b>OPERATIONS WITH ONE ENGINE INOPERATIVE</b><br />
<br />
The above-noted principles also apply to an one-engine inoperative situation, <br />
except that A/THR can only be active, when thrust levers are set between IDLE and MCT.<br />
<br />
A/THR operating technique: one engine inoperative<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCFFdTOute1eTbwmpqE4Cl6YuETsQLqo7HpLA4kKbX-9wyRphxnR7C0UOw7A6fswYzd4PuUAxRDTucZm3ZlyjbnZ7lseSPCK6hEnSQXTh1IHofmqc5G1R6nWRtQkglZQWW3YhDAaET7ss/s1600/A+THR+one+engine+out.bmp" imageanchor="1" style=""><img border="0" height="189" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCFFdTOute1eTbwmpqE4Cl6YuETsQLqo7HpLA4kKbX-9wyRphxnR7C0UOw7A6fswYzd4PuUAxRDTucZm3ZlyjbnZ7lseSPCK6hEnSQXTh1IHofmqc5G1R6nWRtQkglZQWW3YhDAaET7ss/s400/A+THR+one+engine+out.bmp" /></a></div><br />
<br />
In case of engine failure, the thrust levers will be <br />
in MCT detent for remainder of the flight. <br />
This is because MCT is the maximum thrust that can usually be commanded <br />
by the A/THR for climb or acceleration, in all flight phases <br />
(e.g. CLB, CRZ, DES or APPR ).<br />
<br />
<b>TO SET AUTOTHRUST TO OFF</b><br />
<br />
How to set A/THR off<br />
<br />
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<br />
1) <b>USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON</b><br />
<br />
If the I/D pushbutton is pressed when the thrust levers are in CL detent, <br />
thrust will increase to MAX CL. <br />
This will cause an unwanted thrust increase and may destabilize the approach.<br />
<br />
Therefore, the recommended technique for setting A/THR to off is:<br />
<br />
‐ Return the thrust levers to approximately the current thrust setting, <br />
by observing the TLA symbol on the thrust gauge<br />
<br />
‐ Press the I/D pushbutton<br />
<br />
This technique minimizes thrust discontinuity, when setting A/THR to off.<br />
<br />
<b>recommended technique to set A/THR to off</b><br />
<br />
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<br />
2) <b>THRUST LEVERS SET TO IDLE</b><br />
<br />
If thrust levers are set to IDLE, A/THR is set to off. <br />
<br />
This technique is usually used in descent,<br />
when the A/THR is in THR IDLE, or at landing. <br />
<br />
During flare, with the A/THR active, the thrust levers are set to the CLB detent. <br />
<br />
Then, when thrust reduction is required for landing, <br />
the thrust levers should be moved rapidly and set to the IDLE stop. <br />
<br />
This will retard thrust, and set A/THR to off. <br />
<br />
As a reminder, the "RETARD" aural alert will sound. <br />
<br />
In flare, this aural alert will occur at 20 ft, except in the case of autoland, <br />
where it occurs at 10 ft.<br />
<br />
It should be noted that, when the thrust levers are set back to IDLE and A/THR set to off:<br />
<br />
The A/THR can be reactivated by pressing the pushbutton on the FCU, and returning the<br />
thrust levers to the applicable detent. <br />
The thrust levers should be immediately returned to the applicable detent, <br />
in order to avoid flashing CLB or LVR CLB message on the first FMA column.<br />
<br />
3) <b>USE OF THE FCU PUSHBUTTON</b><br />
<br />
Use of the FCU pushbutton is considered to be an involuntary A/THR off command <br />
(e.g. in the case of a failure). <br />
When pressed, thrust is frozen and remains locked at the value it had when<br />
the flight crew pressed the A/THR pushbutton, as long as <br />
the thrust levers remain in the CLB or MCT detent.<br />
<br />
If thrust levers are out of detent, thrust is manually controlled and, therefore, unlocked.<br />
<br />
A THR LK message appears in amber on the FMA.<br />
<br />
In this case, when the flight crew moves the thrust levers out of detent, full manual control is<br />
recovered, and the THR LK message disappears from the FMA.<br />
<br />
This feature should not be used, unless the instinctive disconnect pushbuttons are inoperative.<br />
<br />
<b>ALPHA FLOOR</b><br />
<br />
When the aircraft's angle-of-attack goes beyond the ALPHA FLOOR threshold, this means that the<br />
aircraft has decelerated significantly (below ALPHA PROT speed): <br />
<br />
A/THR activates automatically and orders TOGA thrust, <br />
regardless of the thrust lever position.<br />
<br />
The example below illustrates that:<br />
<br />
• The aircraft is in descent with the thrust levers manually set to IDLE.<br />
• The aircraft decelerates, during manual flight with the FD off, as indicated on the FMA.<br />
<br />
<b>Speed scale and FMA indication in a typical A Floor Case</b><br />
<br />
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<br />
When the speed decreases, so that the angle-of-attack reaches the ALPHA FLOOR threshold,<br />
A/THR activates and orders TOGA thrust, despite the fact that the thrust levers are at IDLE.<br />
<br />
When the aircraft accelerates again, the angle-of-attack drops below <br />
the ALPHA FLOOR threshold. <br />
TOGA thrust is maintained or locked. <br />
This enables the flight crew to reduce thrust, as necessary. <br />
TOGA LK appears on the FMA to indicate that TOGA thrust is locked. <br />
The desired thrust can only be recovered by setting A/THR to off, <br />
with the instinctive disconnect pushbutton.<br />
<br />
ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff <br />
to 100 ft RA at landing. <br />
It is inhibited in some cases of engine failure.<br />
<br />
<b>A/THR USE - SUMMARY</b><br />
<br />
Use of A/THR is recommended during the entire flight. It may be used in most failures cases,<br />
including:<br />
• Engine failure, even during autoland<br />
• Abnormal configurations<br />
<br />
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A/THR should be monitored via the:<br />
<br />
• FMA – SPEED / SPEED TREND on the PFD<br />
• N1/N1 command (EPR) on the ECAM E/WD.<br />
<br />
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<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-66818669449656961942011-12-03T08:19:00.000-02:002011-12-03T08:59:21.353-02:00MECHANICAL BACKUP<br />
<br />
Applicable to: ALL<br />
The purpose of the mechanical backup is to achieve all safety objectives <br />
in MMEL dispatch condition: <br />
<br />
To manage a temporary and total electrical loss, <br />
the temporary loss of five fly-by-wire computers, <br />
the loss of both elevators, <br />
or the total loss of ailerons and spoilers.<br />
It must be noted that it is very unlikely that <br />
the mechanical backup will be used, due to the<br />
fly-by-wire architecture. For example, in case of <br />
electrical emergency configuration, or an all-engine<br />
flameout, alternate law remains available.<br />
In the unlikely event of such a failure, <br />
mechanical backup enables the PF to safely stabilize the<br />
aircraft, using the rudder and manual pitch trim, <br />
while reconfiguring the systems<br />
<br />
In such cases, the objective is not to fly the aircraft accurately, <br />
but to maintain the aircraft attitude safe and stabilized, <br />
in order to allow the restoration of lost systems.<br />
The pitch trim wheel is used to control pitch. <br />
Any action on the pitch trim wheel should be applied<br />
smoothly, because the THS effect is significant due to its large size.<br />
The rudder provides lateral control, and induces <br />
a significant roll with a slight delay. <br />
The PF should apply some rudder to turn, and wait for the aircraft reaction. <br />
To stabilize and level the wings,<br />
anticipate by releasing the rudder pedals.<br />
A red “MAN PITCH TRIM ONLY” message appears on the PFD <br />
to immediately inform the PF that the<br />
mechanical backup is being used.<br />
<br />
back-up indication on PFD<br />
<br />
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ABNORMAL ATTITUDES<br />
<br />
Applicable to: ALL<br />
<br />
If the aircraft is, for any reason, far outside <br />
the normal flight envelope and reaches an abnormal<br />
attitude, the normal controls are modified <br />
and provide the PF with maximum efficiency in regaining<br />
normal attitudes. <br />
(An example of a typical reason for being far outside the <br />
normal flight envelope would be the avoidance of a mid-air collision).<br />
<br />
The so-called "abnormal attitude" law is :<br />
<br />
• Pitch alternate with load factor protection (without autotrim)<br />
• Lateral direct law with yaw alternate<br />
<br />
These laws trigger, when extreme values are reached:<br />
<br />
• Pitch (50 ° up, 30 ° down)<br />
• Bank (125 °)<br />
• AOA (30 °, -10 °)<br />
• Speed (440 kt, 60 kt)<br />
• Mach (0.96, 0.1).<br />
<br />
It is very unlikely that the aircraft will reach these attitudes, <br />
because fly-by-wire provides protection to<br />
ensure rapid reaction far in advance. <br />
This will minimize the effect and potential <br />
for such aerodynamic upsets.<br />
The effectiveness of fly-by-wire architecture, <br />
and the existence of control laws, eliminate the need for<br />
upset recovery maneuvers to be trained on protected Airbus aircraft.<br />
<br />
SIDESTICK AND TAKEOVER P/B<br />
<br />
Applicable to: ALL<br />
<br />
When the Pilot Flying (PF) makes an input on the sidestick, <br />
an order (an electrical signal) is sent to the fly-by-wire computer. <br />
If the Pilot Not Flying (PNF) also acts on the stick, <br />
then both signals/orders are added.<br />
<br />
Therefore, as on any other aircraft type, <br />
PF and PNF must not act on their sidesticks at the same time. <br />
If the PNF (or Instructor) needs to take over, <br />
the PNF must press the sidestick takeover pushbutton, <br />
and announce: "I have control".<br />
If a flight crewmember falls on a sidestick, or a mechanical failure leads <br />
to a jammed stick (there is no associate ECAM caution), <br />
the "failed" sidestick order is added to the "non failed" sidestick order.<br />
<br />
In this case, the other not affected flight crewmember <br />
must press the sidestick takeover pushbutton for at least 40 s, <br />
in order to deactivate the "failed" sidestick.<br />
A pilot can at any time reactivate a deactivated stick <br />
by momentarily pressing the takeover pushbutton on either stick.<br />
<br />
In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure, <br />
the affected sidestick order (sent to the computer) is forced to zero. <br />
This automatically deactivates the affected sidestick.<br />
This explains why there is no procedure associated with this warning.<br />
<br />
AUTOPILOT/FLIGHT DIRECTOR<br />
<br />
OBJECTIVE<br />
<br />
The Auto Pilot (AP) and Flight Director (FD) assist the flight crew <br />
to fly the aircraft within the normal flight envelope, in order to:<br />
<br />
• Optimize performance in the takeoff, go-around, climb, or descent phases<br />
• Follow ATC clearances (lateral or vertical)<br />
• Repeatedly fly and land the aircraft with very high accuracy <br />
in CAT II and CAT III conditions.<br />
<br />
To achieve these objectives:<br />
<br />
• The AP takes over routine tasks. This gives the Pilot Flying (PF) <br />
the necessary time and resources to assess the overall operational situation.<br />
• The FD provides adequate attitude or flight path orders, and enables the PF <br />
to accurately fly the aircraft manually.<br />
<br />
MANAGED AND SELECTED MODES<br />
<br />
The choice of mode is a strategic decision that is taken by the PF.<br />
<br />
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Managed modes require:<br />
<br />
• Good FMS navigation accuracy (or GPS PRIMARY)<br />
• An appropriate ACTIVE F-PLN <br />
(i.e. the intended lateral and vertical trajectory is entered, and<br />
the sequencing of the F-PLN is monitored).<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUXIB64UwFNKP7VibOwjXHhAPLwpdCVr1ifxYO-SwXTpw5sLVveB3Hf0VkkrwlKQkPFhjXXBv18seowK-vCxOQjaD-pRjnDdXZFwFU70KcLO3smi5jN-Q170xnAFHMvz-Z9RRnlGhJTNo/s1600/revert+to+selected.bmp" imageanchor="1" style=""><img border="0" height="30" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUXIB64UwFNKP7VibOwjXHhAPLwpdCVr1ifxYO-SwXTpw5sLVveB3Hf0VkkrwlKQkPFhjXXBv18seowK-vCxOQjaD-pRjnDdXZFwFU70KcLO3smi5jN-Q170xnAFHMvz-Z9RRnlGhJTNo/s400/revert+to+selected.bmp" /></a></div><br />
MAIN INTERFACES WITH THE AP/FD<br />
<br />
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<br />
*The DIR TO function is an exception to this rule.<br />
<br />
OPERATIONAL RECOMMENDATION:<br />
<br />
With the FMS, anticipate flight plan updates by preparing:<br />
<br />
• EN ROUTE DIVERSIONS<br />
• DIVERSION TO ALTN<br />
• CIRCLING<br />
• LATE CHANGE OF RWY in the SEC F-PLN.<br />
<br />
This enables the MCDU to be used for short-term actions.<br />
<br />
TASKSHARING AND COMMUNICATIONS<br />
<br />
The FCU and MCDU must be used, in accordance with the rules outlined below, <br />
in order to ensure:<br />
<br />
• Safe operation (correct entries made)<br />
• Effective inter-pilot communication (knowing each other's intentions)<br />
• Comfortable operations (use "available hands", as appropriate)<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrbkXswB2qjQSVPhaGmZ8vQZc4CjNKimnJP1nwPv-kbGunNU0QjdUYljLUcgYpHJdWyDhkcb2AWFeIUhvFnKOTg5J44hjWTLJ3Io25zk8FQARkqvrfEjJV_EBKCqL4Gzp8ulOo4Z4gWdU/s1600/mcdu+entries.bmp" imageanchor="1" style=""><img border="0" height="204" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrbkXswB2qjQSVPhaGmZ8vQZc4CjNKimnJP1nwPv-kbGunNU0QjdUYljLUcgYpHJdWyDhkcb2AWFeIUhvFnKOTg5J44hjWTLJ3Io25zk8FQARkqvrfEjJV_EBKCqL4Gzp8ulOo4Z4gWdU/s400/mcdu+entries.bmp" /></a></div><br />
AP/FD MONITORING<br />
<br />
The FMA indicates the status of the AP, FD, and A/THR, <br />
and their corresponding operating modes. <br />
<br />
The PF must monitor the FMA, and announce any FMA changes. <br />
<br />
The flight crew uses the FCU or MCDU to give orders to the AP/FD. <br />
<br />
The aircraft is expected to fly in accordance with these orders.<br />
<br />
The main concern for the flight crew should be:<br />
<br />
WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ?<br />
WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ?<br />
<br />
If the aircraft does not fly as expected:<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhCcbfXmf-lGKup_F0v0qzGvT5ZVa_uxbiM7oApiLJjkuwXhuELInb-QVeXh7uAQZQxOjvN6BuaV1wVI2pL_F2VPaDsTd-8IgFLw2Yb-3dTBfJW7vqsfTNqoUiNYHoLz2AMEAMQa2J8ZgI/s1600/select+desired+target.bmp" imageanchor="1" style=""><img border="0" height="37" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhCcbfXmf-lGKup_F0v0qzGvT5ZVa_uxbiM7oApiLJjkuwXhuELInb-QVeXh7uAQZQxOjvN6BuaV1wVI2pL_F2VPaDsTd-8IgFLw2Yb-3dTBfJW7vqsfTNqoUiNYHoLz2AMEAMQa2J8ZgI/s400/select+desired+target.bmp" /></a></div><br />
‐ Or, disengage the AP, and fly the aircraft manually.<br />
<br />
AUTOPILOT (AP) OPERATION<br />
<br />
The AP can be engaged within the normal flight envelope, <br />
5 s after liftoff and at least 100 ft. <br />
It automatically disengages, when the aircraft flies <br />
significantly outside the normal flight envelope limits.<br />
The AP cannot be engaged, when the aircraft is outside the flight envelope. <br />
Flight control laws are designed to assist the flight crew to <br />
return within the flight envelope, in accordance with the selected strategy.<br />
<br />
The AP may be used:<br />
<br />
• For autoland: Down to the aircraft landing rollout, <br />
in accordance with the limitations indicated in the FCOM<br />
<br />
• For other approaches, down to:<br />
<br />
‐ The MDA for straight in Non Precision Approach<br />
‐ The DA for straight in LNAV/VNAV approach<br />
‐ MDA - 100 ft for circling approach<br />
‐ 160 ft for ILS approach with CAT1 displayed on FMA<br />
‐ 500 ft for all others phases.<br />
<br />
It may also be used, in case of:<br />
<br />
• Engine failure: Without any restriction, <br />
within the demonstrated limits, including autoland<br />
• Abnormal configuration (e.g. slats/flaps failure): <br />
Down to 500 ft AGL. Extra vigilance is required in these configurations. <br />
The flight crew must be ready to take over, if the aircraft <br />
deviates from its intended, safe flight path.<br />
<br />
The sidestick's instinctive disconnect pushbutton should be used to disengage the AP. <br />
Instinctive override action on the sidestick also disengages the AP.<br />
It consists in pushing or pulling the sidestick beyond a given threshold.<br />
<br />
The flight crew should use the FCU AP pushbutton when they<br />
perform an AP switching (changeover from AP1(2) to AP2(1)).<br />
<br />
RECOMMENDED PRACTICE FOR AUTOPILOT ENGAGEMENT<br />
<br />
Before engaging the Autopilot (AP), the Flight Crew should:<br />
<br />
‐ Fly the aircraft on the intended path<br />
‐ Check on FMA that Flight Director (FD) is engaged <br />
with the appropriate guidance modes for the intended flight path; <br />
if not, select FD ON, and the appropriate guidance mode(s) as required<br />
‐ Center the FD bars with the aircraft symbol on the PFD<br />
<br />
Note: <br />
<br />
Engaging the AP while large orders are required to achieve the intended flight path<br />
may result in the AP overshooting the intended vertical and/or lateral target. <br />
<br />
This situation may surprise the pilot due to the resulting <br />
large pitch / roll changes and thrust variations.<br />
<br />
USE OF THE FD WITHOUT THE AP<br />
<br />
When manually flying the aircraft with the FDs on, <br />
the FD bars or the FPD symbol provide lateral and vertical orders, <br />
in accordance with the active modes that the flight crew selects.<br />
<br />
Therefore:<br />
<br />
‐ Fly with a centered FD or FPD<br />
‐ If not using FD orders, turn off the FD.<br />
<br />
It is strongly recommended to turn off both FDs, <br />
to ensure that the A/THR is in SPEED mode, if<br />
the A/THR is active.<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-13931141213247083202011-11-18T19:17:00.001-02:002011-11-18T19:34:24.971-02:00<br />
LOAD FACTOR PROTECTION<br />
<br />
On commercial aircraft, high load factors can be <br />
encountered during evasive maneuvers due to potential collisions, <br />
or CFIT …<br />
<br />
Pulling "g" is efficient, if the resulting maneuver <br />
is really flown with this "g" number. <br />
If the aircraft is not able to fly this trajectory, <br />
or to perform this maneuver, pulling "g" will be detrimental.<br />
<br />
On commercial aircraft, the maximum load that is structurally allowed is:<br />
<br />
• 2.5 g in clean configuration,<br />
• 2.0 g with the flaps extended.<br />
<br />
AIRBUS LOAD FACTOR PROTECTION and safety<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjLaNIfWPy7y2LyNoBjNQ9IP_eyJaULPkCWt647FxR3Ko5C7xhIJLWAr0iK34amxrG5wkEisFQ6T1lPhyh-pUd-2nd_KJhJM3_sUKMpv6C_6c1BVYNX72DzzJI4Mem4mlPcKxvj9UZMVQ/s1600/load+factor+protection.bmp" imageanchor="1" style=""><img border="0" height="261" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjLaNIfWPy7y2LyNoBjNQ9IP_eyJaULPkCWt647FxR3Ko5C7xhIJLWAr0iK34amxrG5wkEisFQ6T1lPhyh-pUd-2nd_KJhJM3_sUKMpv6C_6c1BVYNX72DzzJI4Mem4mlPcKxvj9UZMVQ/s400/load+factor+protection.bmp" /></a></div><br />
On most commercial aircraft, the potential <br />
for an efficient 2.5 g maneuver is very remote.<br />
<br />
Furthermore, as G Load information is not continuously <br />
provided in the cockpit, airline pilots are <br />
not used to controlling this parameter. <br />
<br />
This is further evidenced by inflight experience, which<br />
reveals that: In emergency situations, initial PF reaction <br />
on a yoke or sidestick is hesitant, then aggressive.<br />
<br />
With load factor protection, the PF may immediately and <br />
instinctively pull the sidestick full aft: <br />
The aircraft will initially fly a 2.5 g maneuver without losing time. <br />
<br />
Then, if the PF still needs to maintain the sidestick full aft stick, <br />
because the danger still exists, then the high AOA protection will take over.<br />
<br />
Load factor protection enhances this high AOA protection.<br />
<br />
Load factor protection enables immediate PF reaction, <br />
without any risk of overstressing the aircraft.<br />
<br />
Flight experience has also revealed that an immediate 2.5 g reaction <br />
provides larger obstacle clearance, than a hesitant <br />
and delayed high G Load maneuver (two-second delay).<br />
<br />
HIGH PITCH ATTITUDE PROTECTION<br />
<br />
Excessive pitch attitudes, caused by upsets or <br />
inappropriate maneuvers, lead to hazardous situations:<br />
<br />
• Too high a nose-up ▸ Very rapid energy loss<br />
<br />
• Too low a nose-down ▸ Very rapid energy gain<br />
<br />
Furthermore, there is no emergency situation that <br />
requires flying at excessive attitudes. <br />
For these reasons, pitch attitude protection <br />
limits pitch attitude to plus 30 °/minus 15 °.<br />
<br />
Pitch attitude protection enhances high speed protection, <br />
high load factor protection, and high AOA protection.<br />
<br />
HIGH ANGLE-OF-ATTACK (AOA) PROTECTION<br />
<br />
High AOA protection enables the PF to pull the sidestick full aft <br />
in dangerous situations, and thus consistently achieve <br />
the best possible aircraft lift. <br />
<br />
This action on the sidestick is instinctive, and the<br />
high AOA protection minimizes the risk of stalls or control loss.<br />
<br />
High AOA protection is an aerodynamic protection:<br />
<br />
• The PF will notice if the normal flight envelope is exceeded <br />
for any reason, because the autopitch trim will stop, <br />
the aircraft will sink to maintain its current AOA (alpha PROT, strong<br />
static stability), and a significant change <br />
in aircraft behavior will occur.<br />
<br />
• If the PF then pulls the sidestick full aft, <br />
a maximum AOA (approximately corresponding to CL Max) is commanded. <br />
In addition, the speedbrakes will automatically retract, if extended.<br />
<br />
airbus AOA PROTECTION<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxK9065gpZ_7sHJNY6G0WizWbXNhUsPEJkMuWTVLXwVkIx5UUymyGQYQmv0sCb-4WQo-gCOIjuFx_gV1RixFKWZlIMFM2Rdm1Nm6PrhdHYaIu_QXGLLCAmy9dFDIxZtasRiS235XeOhpk/s1600/aoa+protection.bmp" imageanchor="1" style=""><img border="0" height="261" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxK9065gpZ_7sHJNY6G0WizWbXNhUsPEJkMuWTVLXwVkIx5UUymyGQYQmv0sCb-4WQo-gCOIjuFx_gV1RixFKWZlIMFM2Rdm1Nm6PrhdHYaIu_QXGLLCAmy9dFDIxZtasRiS235XeOhpk/s400/aoa+protection.bmp" /></a></div><br />
In addition to this aerodynamic protection, there are <br />
three more energy features:<br />
<br />
• If ATHR is in SPEED mode, the speed cannot drop below VLS, <br />
even if the target speed is below VLS<br />
<br />
• If the angle-of-attack still increases and reaches <br />
ALPHA Floor threshold, the A/THR triggers TOGA thrust and <br />
engages (unless in some cases of one engine-out).<br />
<br />
In case of an emergency situation, such as Windshear or CFIT, <br />
the PF is assisted in order to optimize aircraft performance via the:<br />
<br />
• A/THR: Adds thrust to maintain the speed above VLS<br />
<br />
• ALPHA FLOOR: Provides TOGA thrust<br />
<br />
• HIGH AOA protection: Provides maximum aerodynamic lift<br />
<br />
• Automatic speedbrake retraction: Minimizes drag.<br />
<br />
OPERATIONAL RECOMMENDATIONS:<br />
<br />
When flying at alpha max, the PF can make gentle turns, if necessary.<br />
<br />
The PF must not deliberately fly the aircraft in alpha protection, <br />
except for brief periods, when maximum maneuvering speed is required.<br />
<br />
If alpha protection is inadvertently entered, the PF must exit <br />
it as quickly as possible, by easing the sidestick forward <br />
to reduce the angle-of-attack, while simultaneously adding power <br />
(if alpha floor has not yet been activated, or has been cancelled). <br />
If alpha floor has been triggered, it must be cancelled with <br />
the instinctive disconnect pushbutton (on either thrust lever), <br />
as soon as a safe speed is resumed.<br />
<br />
In case of GPWS/SHEAR:<br />
<br />
• Set the thrust levers to TOGA<br />
<br />
• Pull the sidestick to full aft <br />
(For shear, fly the SRS, until full aft sidestick).<br />
<br />
• Initially maintain the wings level<br />
<br />
This immediately provides maximum lift/maximum thrust/minimum drag. <br />
<br />
Therefore, CFIT escape maneuvers will be much more efficient.<br />
<br />
PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY<br />
<br />
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<br />
The above-illustrated are typical trajectories flown <br />
by all protected or not protected aircraft, when the PF applies <br />
the escape procedure after an aural “ GPWS PULL UP” alert.<br />
<br />
The graph demonstrates the efficiency of the protection, <br />
to ensure a duck-under that is 50 % lower, a bucket-distance <br />
that is 50 % shorter, a safety margin that more than doubles <br />
(due to a quicker reaction time), <br />
and a significant altitude gain (± 250 ft). <br />
<br />
These characteristics are common to all protected aircraft, <br />
because the escape procedure is easy to achieve, and enables<br />
the PF to fly the aircraft at a constant AOA, close to the max AOA.<br />
<br />
It is much more difficult to fly<br />
the stick shaker AOA on an aircraft that is not protected.<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-92221583047093036812011-11-18T19:05:00.001-02:002011-11-18T19:14:01.232-02:00<br />
PROTECTIONS<br />
<br />
<br />
OBJECTIVES<br />
<br />
One of the PF's primary tasks is to maintain the aircraft <br />
within the limits of the normal flight envelope. <br />
However, some circumstances, due to extreme situations <br />
or aircraft mishandling, may provoke the violation of these limits.<br />
<br />
Despite system protections, the PF must <br />
not deliberately exceed the normal flight envelope.<br />
<br />
In addition, these protections are not designed to be structural <br />
limit protections (e.g. opposite rudder pedal inputs). <br />
Rather, they are designed to assist the PF in <br />
emergency and stressful situations, where only instinctive <br />
and rapid reactions will be effective.<br />
<br />
Protections are intended to:<br />
<br />
• Provide full authority to the PF to consistently achieve <br />
the best possible aircraft performance in extreme conditions <br />
<br />
• Reduce the risks of overcontrolling, or overstressing the aircraft<br />
<br />
• Provide PF with an instinctive and immediate procedure <br />
to ensure that the PF achieves the best possible result.<br />
<br />
BANK ANGLE PROTECTION<br />
<br />
Bank angle protection prevents that any major upset, <br />
or PF mishandling, causes the aircraft to be in a high-bank situation <br />
(wherein aircraft recovery is complex, due to the difficulty to properly<br />
assess such a situation and readily react). <br />
<br />
Bank angle protection provides the PF with full authority<br />
to efficiently achieve any required roll maneuver.<br />
<br />
The maximum achievable bank angle is plus or minus:<br />
<br />
• 67 °, within the Normal Flight envelope (2.5 g level flight)<br />
• 40 °, in high Speed protection (to prevent spiral dive)<br />
• 45 °, in high Angle-Of-Attack protection<br />
<br />
HIGH SPEED PROTECTION<br />
<br />
When flying beyond maximum design speeds VD/MD (which are greater that VMO/MMO), <br />
there is an increased potential for aircraft control difficulties <br />
and structural concerns, due to high air loads.<br />
<br />
Therefore, the margin between VMO/MMO and VD/MD must <br />
be such that any possible overshoot of the normal flight envelope <br />
should not cause any major difficulty.<br />
<br />
High speed protection adds a positive nose-up G demand to a sidestick order, <br />
in order to protect the aircraft, in the event of a dive or vertical upset. <br />
As a result, this enables a reduction in the margin betwen VMO/MMO and VD/MD.<br />
<br />
Therefore, in a dive situation:<br />
<br />
• If there is no sidestick input on the sidestick, the aircraft <br />
will slightly overshoot VMO/MMO and fly back towards the envelope.<br />
<br />
• If the sidestick is maintained full forward, the aircraft will <br />
significantly overshoot VMO/MMO without reaching VD/MD. <br />
<br />
At approximately VMO +16 / MMO +0.04, the pitch nose-down<br />
authority smoothly reduces to zero (which does not mean that <br />
the aircraft stabilizes at that speed).<br />
<br />
airbus HIGH SPEED PROTECTION<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJzrVkajjmXUmh1pzAbSFd4VDvyKA8ONhX8bWMEba6-kWH2jYsjNR5_IaOUZ4Rvk1Xu45kLq5XD3SOdqNGWzDgbygORg8K2mdu_TKCOl-X7bTb9LWFT5Z2lfX6tcP3L0lCpLTK5Ndaa74/s1600/high+speed+protection.bmp" imageanchor="1" style=""><img border="0" height="262" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJzrVkajjmXUmh1pzAbSFd4VDvyKA8ONhX8bWMEba6-kWH2jYsjNR5_IaOUZ4Rvk1Xu45kLq5XD3SOdqNGWzDgbygORg8K2mdu_TKCOl-X7bTb9LWFT5Z2lfX6tcP3L0lCpLTK5Ndaa74/s400/high+speed+protection.bmp" /></a></div><br />
<br />
The PF, therefore, has full authority to perform a high speed/steep <br />
dive escape maneuver, when required, via a reflex action on the sidestick.<br />
<br />
Note: <br />
<br />
1. An OVERSPEED warning is provided.<br />
<br />
2. At high altitude, this may result in activation of <br />
the angle of attack protection.<br />
<br />
Depending on the ELAC standard, the crew may have to <br />
push on the stick to get out of this protection law.<br />
<br />
<br />
<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-1632244794711261822011-11-18T18:55:00.001-02:002011-11-18T19:05:00.980-02:00<br />
DIRECT LAW<br />
<br />
In most triple failure cases, direct law triggers.<br />
<br />
When this occurs:<br />
<br />
• Elevator deflection is proportional to stick deflection. <br />
Maximum deflection depends on the configuration and on the CG<br />
<br />
• Aileron and spoiler deflections are proportional <br />
to stick deflection, but vary with the aircraft configuration<br />
<br />
• Pitch trim is commanded manually<br />
<br />
Handling characteristics are natural, of high-quality aircraft, <br />
almost independent of the configuration and of the CG. <br />
Therefore, the aircraft obviously has no protections, <br />
no automatic pitch trim, but overspeed or stall warnings.<br />
<br />
OPERATIONAL RECOMMENDATION:<br />
<br />
The PF must avoid performing large thrust changes, <br />
or sudden speedbrake movements, particularly if the center of gravity is aft. <br />
<br />
If the speedbrakes are out, and the aircraft has been re-trimmed, <br />
the PF must gently retract the speedbrakes, <br />
to give time to retrim, and thereby avoid a<br />
large, nose-down trim change.<br />
<br />
INDICATIONS<br />
<br />
<br />
The ECAM and PFD indicate any control law degradation.<br />
<br />
ON THE ECAM<br />
<br />
In ALTN Law:<br />
<br />
FLT CTL ALTN LAW (PROT LOST)<br />
MAX SPEED 320 kt(320 kt/M 0.77 on A318)<br />
<br />
In Direct Law:<br />
FLT CTL DIRECT LAW (PROT LOST)<br />
MAX SPEED 320 kt/M 0.77<br />
<br />
MAN PITCH TRIM USE ON THE PFD<br />
<br />
The PFD enhances the PF’s awarness of the status of flight controls.<br />
<br />
Specific symbols (= in green), and specific formatting <br />
of low speed information on the speed scale<br />
in normal law, indicate which protections are available.<br />
<br />
When protections are lost, amber crosses (X) appear, <br />
instead of the green protection symbols (=).<br />
<br />
When automatic pitch trim is no longer available, <br />
the PFD indicates this with an amber “USE MAN PITCH TRIM” <br />
message below the FMA.<br />
<br />
Fly-by-Wire Status Awareness via the PFD<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHJRUOxnpard7WIkGmGWjbQNwci3wS-XZ2rdS2ZF5ZtMyLeQGAzt4FZqvMSNwaZg-QxA6DQf2b0giWKvpkOtW5Ca0-BZU6O0f4STtZsXoUkDkZRuinYCXxYyucvNYf8qeKF9gxa17wT-I/s1600/fly+by+wire+ind+awareness.bmp" imageanchor="1" style=""><img border="0" height="261" width="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHJRUOxnpard7WIkGmGWjbQNwci3wS-XZ2rdS2ZF5ZtMyLeQGAzt4FZqvMSNwaZg-QxA6DQf2b0giWKvpkOtW5Ca0-BZU6O0f4STtZsXoUkDkZRuinYCXxYyucvNYf8qeKF9gxa17wT-I/s400/fly+by+wire+ind+awareness.bmp" /></a></div><br />
<br />
Therefore, by simply looking at this main instrument (PFD), <br />
the flight crew is immediately aware of<br />
the status of flight controls, and the operational consequences.<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-83623858719668404472011-11-18T18:36:00.001-02:002011-11-18T18:52:27.696-02:00<br />
OPERATIONAL PHILOSOPHY<br />
<br />
FLIGHT CONTROLS<br />
<br />
<br />
ENGINE FAILURE<br />
<br />
In flight, if an engine failure occurs, <br />
and no input is applied on the sidestick, <br />
lateral normal law controls the natural tendency <br />
of the aircraft to roll and yaw.<br />
<br />
If no input is applied on the sidestick, <br />
the aircraft will reach an approximate 5 ° <br />
constant bank angle, a constant sideslip, <br />
and a slowly-diverging heading rate.<br />
<br />
The lateral behavior of aircraft is safe.<br />
<br />
However, the PF is best suited to adapt the <br />
lateral trimming technique, when necessary. <br />
<br />
From a performance standpoint, the most effective <br />
flying technique, in the event of an engine failure<br />
at takeoff, is to fly a constant heading <br />
with roll surfaces retracted. <br />
<br />
This technique dictates the amount of rudder <br />
that is required, and the resulting residual sideslip.<br />
<br />
As a result, to indicate the amount of rudder that is <br />
required to correctly fly with an engine-out<br />
at takeoff, the measured sideslip index is shifted on the <br />
PFD by the computed, residual-sideslip value. <br />
This index appears in blue, instead of in yellow, <br />
and is referred to as the beta target.<br />
<br />
If the rudder pedal is pressed to center the beta target index, <br />
the PF will fly with the residual slip, as required by <br />
the engine-out condition. <br />
Therefore, the aircraft will fly at a constant heading with<br />
ailerons and spoilers close to neutral position.<br />
<br />
BETA TARGET ON PFD<br />
<br />
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<br />
<br />
Operational Recommendation:<br />
<br />
In the case of an engine failure at takeoff, the PF must:<br />
<br />
• Smoothly adjust pitch to maintain a safe speed <br />
(as per SRS guidance)<br />
<br />
• Center the Beta target <br />
(there is no hurry, because the aircraft is laterally safe)<br />
<br />
• When appropriate, trim the aircraft laterally <br />
using the rudder trim<br />
<br />
• Apply small lateral sidestick inputs, <br />
so that the aircraft flies the appropriate heading.<br />
<br />
AVAILABLE PROTECTIONS<br />
<br />
Normal Law provides five different protections :<br />
<br />
• High angle-of-attack protection<br />
<br />
• Load factor protection<br />
<br />
• High pitch attitude protection<br />
<br />
• Bank angle protection<br />
<br />
• High speed protection.<br />
<br />
OPERATIONAL PHILOSOPHY<br />
<br />
FLIGHT CONTROLS<br />
<br />
AlTERNATE LAW<br />
<br />
<br />
In some double failure cases, the integrity and redundancy <br />
of the computers and of the peripherals are not sufficient <br />
to achieve normal law and associated protections.<br />
<br />
System degradation is progressive, and will evolve according <br />
to the availability of remaining peripherals or computers.<br />
<br />
Alternate law characteristics (usually triggered in case of a dual failure):<br />
<br />
‐ In pitch: same as in normal law with FLARE in DIRECT<br />
<br />
‐ In roll: Roll DIRECT<br />
<br />
‐ Most protections are lost, except Load factor protection.<br />
<br />
At the flight envelope limit, the aircraft is not protected, i.e.:<br />
<br />
‐ In high speed, natural aircraft static stability <br />
is restored with an overspeed warning<br />
<br />
‐ In low speed (at a speed threshold that is below VLS), <br />
the automatic pitch trim stops and natural <br />
longitudinal static stability is restored, with a stall warning at 1.03 VS1G.<br />
<br />
In certain failure cases, such as the loss of VS1G <br />
computation or the loss of two ADRs, the longitudinal static stability <br />
cannot be restored at low speed. In the case of a loss of three ADRs, <br />
it cannot be restored at high speed.<br />
<br />
In alternate law, VMO setting is reduced to 320 kt, <br />
and α FLOOR is inhibited. (On A318, MMO setting is also reduced to M 0.77.)<br />
<br />
OPERATIONAL RECOMMENDATION:<br />
<br />
The handling characteristics within the normal flight envelope, <br />
are identical in pitch with normal law.<br />
<br />
Outside the normal flight envelope, the PF must take <br />
appropriate preventive actions to avoid losing control, <br />
and/or avoid high speed excursions. <br />
These actions are the same as those that would be<br />
applied in any case where non protected aircraft <br />
(e.g. in case of stall warning: add thrust, reduce<br />
pitch, check speedbrakes retracted).<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-88945923376849728012011-11-18T12:16:00.001-02:002011-11-18T12:56:47.276-02:00<br />
OPERATIONAL PHILOSOPHY<br />
<br />
FLIGHT CONTROLS<br />
<br />
The relationship between the Pilot Flying’s (PF’s)<br />
input on the sidestick, and the aircraft’s response,<br />
is referred to as control law.<br />
<br />
This relationship determines the handling <br />
characteristics of the aircraft.<br />
<br />
There are three sets of control laws, <br />
and they are provided according to the <br />
status of the: Computers,<br />
peripherals, and hydraulic generation.<br />
<br />
The three sets of control laws are:<br />
<br />
• Normal law<br />
• Alternate law<br />
• Direct law.<br />
<br />
OBJECTIVES<br />
<br />
The aim of normal law is to provide the <br />
following handling characteristics within the <br />
normal flight envelope <br />
(regardless of aircraft speed, <br />
altitude, gross weight and CG):<br />
<br />
• Aircraft must be stable and maneuverable<br />
<br />
• The same response must be consistently obtained from the acft<br />
<br />
• The Actions on the sidestick must be balanced in pitch and in roll.<br />
<br />
<br />
The normal law handling characteristics, <br />
at the flight envelope limit are:<br />
<br />
• The PF has full authority to achieve Maximum aircraft Performance<br />
<br />
• The PF can have instinctive/immediate reaction, <br />
in the event of an emergency<br />
<br />
• There is a reduced possibility of overcontrolling or <br />
overstressing the aircraft.<br />
<br />
Normal Law is the law that is most commonly available, <br />
and it handles single failures.<br />
<br />
<br />
CHARACTERISTICS IN PITCH<br />
<br />
IN FLIGHT<br />
<br />
When the PF performs sidestick inputs, a constant <br />
G-load maneuver is ordered, and the aircraft<br />
responds with a G-Load/Pitch rate. <br />
<br />
Therefore, the PF’s order is consistent with the response<br />
that is "naturally" expected from the aircraft: <br />
<br />
Pitch rate at low speed; Flight Path Rate or G, at<br />
high speed.<br />
<br />
So, if there is no input on the stick:<br />
<br />
• The aircraft maintains the flight path, even in case of speed changes<br />
<br />
• In case of configuration changes or thrust variations, <br />
the aircraft compensates for the pitching moment effects<br />
<br />
• In turbulence, small deviations occur on the flight path.<br />
However, the aircraft tends to regain a steady condition.<br />
<br />
AIRBUS PITCH CHARACTERISTIC<br />
<br />
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Operational Recommendation:<br />
<br />
From the moment the aircraft is stable and auto-trimmed, <br />
the PF needs to perform minor corrections on the sidestick, <br />
if the aircraft deviates from its intended flight path.<br />
<br />
The PF should not force the sidestick, or overcontrol it. <br />
If the PF suspects an overcontrol,they should release the sidestick.<br />
<br />
AT TAKEOFF AND LANDING<br />
<br />
The above-mentioned pitch law is not the most appropriate <br />
for takeoff and flare, because the stable flight path is <br />
not what the PF naturally expects.<br />
<br />
Therefore, the computers automatically adapt <br />
the control laws to the flight phases:<br />
<br />
• GROUND LAW: The control law is direct law<br />
• FLARE LAW: The control law is a pitch demand law.<br />
<br />
Operational Recommendation:<br />
<br />
Takeoff and landing maneuvers are naturally achieved. <br />
For example, a flare requires the PF to apply permanent aft pressure on <br />
the sidestick, in order to achieve a progressive flare.<br />
<br />
Whereas, derotation consists of smoothly flying the nose gear down, <br />
by applying slight aft pressure on the sidestick.<br />
<br />
<br />
LATERAL CHARACTERISTICS<br />
<br />
NORMAL CONDITIONS<br />
<br />
When the PF performs a lateral input on the sidestick, <br />
a roll rate is ordered and naturally obtained.<br />
<br />
Therefore, at a bank angle of less than 33 °, <br />
with no input on the sidestick, a zero roll rate is ordered, <br />
and the current bank angle is maintained.<br />
<br />
Consequently, the aircraft is laterally stable,<br />
and no aileron trim is required.<br />
<br />
However, lateral law is also a mixture of roll and yaw demand with:<br />
<br />
‐ Automatic turn coordination<br />
<br />
‐ Automatic yaw damping<br />
<br />
‐ Initial yaw damper response to a major aircraft assymetry.<br />
<br />
In addition, if the bank angle is less than 33 °, <br />
pitch compensation is provided.<br />
<br />
If the bank angle is greater than 33 °, <br />
spiral stability is reintroduced and pitch <br />
compensation is no longer available. <br />
<br />
This is because, in normal situations, <br />
there is no operational reason to fly<br />
with such high bank angles for a long period of time.<br />
<br />
AIRBUS LATERAL CHARACTERISTIC<br />
<br />
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<br />
Operational Recommendation:<br />
<br />
During a normal turn (bank angle less than 33 °), in level flight:<br />
<br />
• The PF moves the sidestick laterally <br />
(the more the sidestick is moved laterally, the greater<br />
the resulting roll rate - e.g. 15 °/s at max deflection)<br />
<br />
• It is not necessary to make a pitch correction<br />
<br />
• It is not necessary to use the rudder.<br />
<br />
In the case of steep turns (bank angle greater than 33 °), the PF must apply:<br />
<br />
• Lateral pressure on the sidestick to maintain bank<br />
<br />
• Aft pressure on the sidestick to maintain level flight.<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-32243584631353306232011-11-18T11:06:00.001-02:002011-11-18T11:55:00.610-02:00Relembrando os MEMORY ITEMS:<br />
<br />
01 - CREW INCAPACITATION<br />
02 - EGPWS ALERTS<br />
03 - EMERGENCY DESCENT<br />
04 - UNRELIABLE SPEED INDICATION<br />
05 - LOSS OF BRAKING<br />
06 - STALL RECOVERY<br />
07 - STALL WARNING AT LIFT-OFF<br />
08 - TCAS WARNING<br />
09 - WINDSHEAR<br />
10 - WINDSHEAR AHEAD<br />
<br />
<br />
<br />
CONFORME CITADO ANTERIORMENTE PARA O CASO DE:<br />
<br />
CREW INCAPACITATION:<br />
<br />
- CHAMAR A COMISSARIA VIA PA<br />
- A CMRA DEVE APERTAR E TRAVAR OS CINTOS PILOTO INCAPACITADO<br />
- AFASTAR O ASSENTO TOTALMENTE PARA TRAS<br />
- RECLINAR O ENCOSTO<br />
> SÃO NECESSÁRIOS DUAS PESSOAS PARA REMOVER UM CORPO DA <br />
CABINE SEM QUE HAJA INTERFERÊNCIA NOS COMANDOS<br />
> SE NÃO FOR POSSÍVEL REMOVER O CORPO, A CMRA DEVE PERMANECER<br />
NA CABINE PARA CUIDAR DO PILOTO INCAPACITADO<br />
> COM A AJUDA DE UMA CMRA, VERIFICAR SE HÁ A BORDO ALGUM <br />
PASSAGEIRO MÉDICO.<br />
> VERIFICAR SE HÁ A BORDO ALGUM PILOTO DA CIA HABILITADO<br />
PARA SUBSTITUIR O PILOTO INCAPACITADO.<br />
<br />
<br />
<br />
CASO OCORRA EGPWS ALERT:<br />
<br />
> AUTO PILOT:.....OFF<br />
> PITCH:..........PULL UP<br />
> THR LVRS:.......TOGA<br />
> SPD BRK:........CHECK RETRACT<br />
> WINGS:..........LEVEL<br />
<br />
<br />
<br />
EM HAVENDO A NECESSIDADE DE EFETUAR UMA DESCIDA DE EMERGENCIA<br />
OS PILOTOS DEVEM:<br />
<br />
PRIMEIRAMENTE COLOCAR AS MASCARAS DE OXIGÊNIO E ESTABELECER<br />
COMUNICAÇÕES: "VC ME OUVE - ESTÁ ME OUVINDO ? AFIRMO TE ESCUTO"<br />
<br />
EM SEGUIDA O PILOT FLYING VAI INSTINTIVAMENTE:<br />
<br />
- GIRAR E PUXAR O SELETOR DE ALTITUDE NO FCU<br />
- GIRAR E PUXAR O SELETOR DE HDG NO FCU<br />
- APENAS PUXAR O SELETOR DE VELOCIDADE QUE TB ESTÁ NO FCU<br />
E LER O FMA PARA CONFIRMAR QUE A AERONAVE INICIOU <br />
UMA DESCIDA EM CURVA COM A VELOCIDADE SELECIONADA.<br />
- E COMANDAR O SPEED BRAKE, VERIFICANDO A VELOCIDADE<br />
<br />
SIMULTANEAMENTE, O PILOT NOT FLYING DEVE:<br />
<br />
- LIGAR O AVISO DE PRENDER OS CINTOS (SIGNS : ON)<br />
- COLOCAR O ENG MODE SEL EM IGN<br />
- SELECIONAR 7700 NO TRANSPONDER<br />
- E AVISAR O CONTROLE: "centro/controle_____aqui é o ____/____<br />
em descida de emergência para o FL____, na proa____.<br />
- O PNF DEVE AINDA MONITORAR A ALTITUDE DE CABINE E CASO<br />
ESTA ULTRAPASSE OS 14000 FT DEVERÁ ACIONAR AS MÁSCARAS DE <br />
OXIGÊNIO PARA PASSAGEIROS (PAX OXY MASK: MAN ON)<br />
<br />
O PF DEVE EFETUAR UM SEGUNDO LOOP PARA REFINAMENTOS DAS SELEÇÕES<br />
DE ALTITUDE, HDG E VELOCIDADE.<br />
<br />
<br />
<br />
PARA O CASO DE OCORRER UM "UNRELIABLE SPEED INDICATION" OS ITENS DE<br />
MEMÓRIA SÃO OS SEGUINTES:<br />
<br />
- AP....OFF / FD....OFF / AUTO THRUST....OFF<br />
<br />
- PITCH AND THRUST:<br />
<br />
> ABAIXO DA THRUST REDUCTION.........................15/TOGA.<br />
> ACIMA DA THRUST REDUCTION, ABAIXO DO FL 100........10/CLB.<br />
> ACIMA DA THRUST REDUCTION, ACIMA DO FL 100..........5/CLB.<br />
<br />
- MANTER A PRESENTE CONFIGURAÇÃO DE FLAPS E<br />
- CHECAR SPEED BRAKES RETRAIDOS.<br />
<br />
<br />
SE OCORRER UMA SITUAÇÃO DE "LOSS OF BRAKE", OS ITENS DE MEMÓRIA A<br />
SEREM EXECUTADOS, SÃO:<br />
<br />
- REVERSORES EM MÁXIMO<br />
- PEDAIS DO FREIO: SOLTAR<br />
- SWITCH DO NOSE WHEEL ANTI SKID COLOCAR EM OFF<br />
- PRESSIONAR OS PEDAIS DO FREIO<br />
- MONITORAR A PRESSAO (MAXIMO 1000 PSI)<br />
<br />
> SE MESMO ASSIM CONTINUAR SEM FREIOS:<br />
<br />
- EFETUAR APLICAÇÕES CURTAS E SUCESSIVAS NO PARKING BRAKE HANDLE.<br />
<br />
<br />
<br />
PARA O CASO DE UM ALERTA DE "STALL":<br />
<br />
- NOSE PITCH DOWN APPLY<br />
- BANK: WINGS LEVELLED.<br />
<br />
<br />
<br />
PARA O CASO DE UM ALERTA DE "STALL" NA DECOLAGEM (NO "LIFT-OFF")<br />
<br />
- THRUST........TOGA<br />
- PITCH.........15<br />
- BANK..........WINGS LEVELLED<br />
<br />
<br />
PARA O CASO DE "TCAS WARNINGS":<br />
<br />
- callout: "TCAS I HAVE CONTROL"<br />
<br />
- AP......OFF / FD......OFF<br />
- FOLLOW THE GREEN ON VERTICAL SPEED SCALE.<br />
<br />
<br />
PARA O CASO DE "WINDSHEAR":<br />
<br />
- THR LVRS.......TOGA<br />
- VR.............ROTATE<br />
- SRS............FOLLOW<br />
- IF AIRBORNE: MAINTAIN PRESENT CONFIG<br />
<br />
<br />
PARA O CASO DE "WINDSHEAR A HEAD":<br />
<br />
- THR LVRS.......TOGA<br />
- SRS............FOLLOW<br />
- GO AROUND PERFORM IF IN APPROACH OR LANDING PHASE<br />
- IF FD IS NOT AVAILABLE: PITCH UP TO 17,5 DEGREES<br />
<br />
<br />
ESSES SÃO TODOS OS ITENS DE MEMÓRIA DO AIRBUS 320F. <br />
<br />
<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-67492160170195530112011-11-16T21:20:00.001-02:002011-11-18T11:03:34.755-02:00Caso seja necessario efetuar ums descida de emergência<br />
os primeiros e mais importantes passos são:<br />
<br />
# colocar as máscaras de oxigênio <br />
# estabelecer cominucações.<br />
<br />
As ações a serem efetuadas em seguida devem ser divididas<br />
Entre PF e PNF da seguinte forma:<br />
<br />
PF<br />
<br />
# ALT SEL KNOB: turn and pull. <br />
# HDG SEL KNOB: turn and pull. <br />
# SPD SEL KNOB: pull. <br />
# READ FMA. <br />
# SPEED BRAKES: full extend. <br />
<br />
PNF<br />
<br />
# SIGNS: on<br />
# ENG MODE SEL: ign<br />
# TCAS/TDR: 7700<br />
# ATC: notify "MAYDAY, MAYDAY, MAYDAY"<br />
# Se a cab alt exceder 14000ft: pax oxy mask = ON<br />
<br />
Segundo loop para refinamento<br />
<br />
# ALT SEL KNOB: sel FL 100 ou MEA. <br />
# HDG SEL KNOB: 90° de curva<br />
# SPD SEL KNOB: ajustar velocidade.R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-18256543382738621292011-11-16T17:40:00.001-02:002011-12-23T21:34:56.361-02:00MEMORY ITEMSMemory Items<br />
<br />
01 CREW INCAPACITATION<br />
<br />
02 EGPWS ALERTS<br />
<br />
03 EMERGENCY DESCENT - IMMEDIATE ACTIONS<br />
<br />
04 UNRELIABLE SPEED INDICATION - IMMEDIATE ACTIONS<br />
<br />
05 LOSS OF BRAKING<br />
<br />
06 STALL RECOVERY<br />
<br />
07 STALL WARNING AT LIFT-OFF<br />
<br />
08 TCAS<br />
<br />
09 WINDSHEAR<br />
<br />
10 WINDSHEAR AHEAD<br />
<br />
<br />
THE FOLLOWING PROCEDURES ARE TO BE APPLIED <br />
WITHOUT REFERRING TO PAPER.<br />
<br />
<br />
01 - CREW INCAPACITATION<br />
<br />
# - IF A CREW MEMBER BECOMES INCAPACITED, THE REMAINING CREW MEMBER MUST CALL A CABIN ATTENDANT AS SOON AS PRACTICABLE.<br />
<br />
# - THE BEST WAY TO REQUEST ASSISTANCE FROM THE CABIN CREW, IS BY MEANS OF THE PASSENGER ADDRESS SYSTEM:<br />
<br />
"<b>ATTENTION PURSER TO COCKPIT, PLEASE</b>".<br />
<br />
THE PURSER OR ANY OTHER CABIN ATTENDANT MUST PROCEED TO THE COCKPIT IMMEDIATELY.<br />
<br />
# - THE CABIN ATTENDANT MUST THEN :<br />
<br />
>TIGHTEN AND MANUALLY LOCK THE SHOULDER HARNESS OF THE INCAPACITED CREW MEMBER;<br />
>PUSH THE SEAT COMPLETELY AFT;<br />
>RECLINE THE SEAT BACK.<br />
<br />
# - iT TAKES 2 PEOPLE TO REMOVE THE DEAD WEIGHT OF AN UNCONSCIOUS BODY FROM A SEAT WITHOUT ENDANGERING ANY CONTROLS OR SWITCHES<br />
<br />
# - IF IT IS NOT POSSIBLE TO REMOVE THE BODY, ONE CABIN ATTENDANT MUST REMAIN IN THE COCKPIT TO TAKE CARE OF AND OBSERVE THE <br />
INCAPACITED CREW MEMBER.<br />
<br />
# - IN COORDINATION WITH THE PURSER : REQUEST ASSISTANCE FROM ANY MEDICALLY QUALIFIED PASSENGER.<br />
<br />
# - CHECK IF A TYPE QUALIFIED COMPANY PILOT IS ON BOARD TO REPLACE THE INCAPACITATED MEMBER.<br />
<br />
02 - EGPWS ALERT<br />
<br />
"PULL UP" - "TERRAIN, TERRAIN PULL UP" - "OBSTACLE, PULL UP".<br />
<br />
SIMULTANEOUSLY:<br />
<br />
# - AP....................................OFF<br />
# - PITCH.............................PULL UP<br />
# - THR LEVERS...........................TOGA<br />
# - SPEED BRAKES .............CHECK RETRACTED<br />
# - BANK................WINGS LEVEL OR ADJUST<br />
<br />
> CAUTION:<br />
- During night or IMC conditions, apply the procedures immediately.<br />
- Do not delay reaction for diagnosis.<br />
- During day light VMC conditions, with terrain and obstacles clearly in sight, the alert may be <br />
considered cautionary.<br />
- take positive corrective action until the alert stops or a safe trajectory is ensured.<br />
- The sidestick must be pull to full back and maintained until reach "pitch pull up" <br />
- When flight path is safe and the warning stops: decrease pitch attitude and accelerate.<br />
- When speed is above VLS, and vertical speed is positive: clean up aircraft as required.<br />
<br />
> "TERRAIN, TERRAIN" / "TO LOW TERRAIN": adjust the flight path or initiate a go-around.<br />
<br />
> "CAUTION, TERRAIN" / "CAUTION OBSTACLE": adjust flight path, stop descent, climb and or turn as necessary, <br />
based on analysis of all instruments and information.<br />
> "SINK RATE" / "DON'T SINK": adjust pitch attitude and trhust to silence the alert.<br />
<br />
> "TOO LOW GEAR" / "TOO LOW FLAPS": perform a go-around.<br />
<br />
> "GLIDE SLOPE": establish the aircraft on the glideslope, or set the G/S mode pushbutton to OFF, if flight below the glide <br />
slope is intentional (non precision approach).<br />
<br />
03 - EMERGENCY DESCENT - IMMEDIATE ACTIONS<br />
<br />
# - CREW OXY MASKS...................ON<br />
# - SIGNS...............................ON<br />
# - ALT SEL KNOB.....................TURN AND PULL<br />
# - HDG SEL KNOB.....................TURN AND PULL<br />
# - SPD SEL KNOB.....................PULL<br />
<br />
> The recommendation is to descent with the AP engaged.<br />
> If the A/THR is not engaged: THR levers put in IDLE.<br />
> If the A/THR is engaged, check FMA displays "IDLE". <br />
<br />
# - SPEED BRAKES.....................FULL<br />
<br />
> Extension of the speed brakes will significantly increase VLS.<br />
> to avoid AP disconnection and automatic retraction of the speedbrakes, due to possible activation of angle-of-attack <br />
protection, allow the speed to increase before starting to use the speedbrakes.<br />
<br />
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<br />
# When Descent Establihed:<br />
<br />
> EMER DESC TO FL 100, or minimum allowable altitude.<br />
> SPEED Max or appropriate.<br />
- Caution : descernt at the maximum or appropriate speed.<br />
> If structural damage is suspected, use the flight controls with care and reduce speed as appropriate.<br />
> Landing Gear may be extended below 25000 ft.<br />
> In such case, speed must be reduced to VLO/VLE.<br />
- NOTE: the recomendation is to descent with the autopilot engaged.<br />
> Use of the auto pilot is also permitted in EXPEDITE mode.<br />
<br />
# ENG MODE SEL......IGN<br />
# ATC / TDR.........NOTIFY / SEL 7700<br />
<br />
> Notify ATC of the nature of the emergency, and state your intentions.<br />
> Select transponder code A 7700, or transmit a distress message on VHF 121.5Mhz or HF 2182khz or 8364 khz.<br />
> To save oxigen, set the oxygen diluter selector to the N position.<br />
> If the oxygen diluter selector remains at 100%, the quantity of oxygen may not be sufficient for the entire descent profile.<br />
<br />
# MAX FL........100/MEA.<br />
<br />
> If cabin altitude morethan 14000 ft:<br />
<br />
# PAX OXY MASKS.......MAN ON.<br />
<br />
> This action confirms that the passenger oxygen masks are released.<br />
> Notify the cabin crew when the aircraft reaches a safe flight level, and when cabin oxygen is no more necessary.<br />R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0tag:blogger.com,1999:blog-5929318178898301653.post-21219310978524030612011-11-13T17:43:00.001-02:002011-11-13T17:46:36.073-02:00Aircraft systemsThe only one fault red light on the over read panel is the RAT pb sw.
All the other fault lights on the airbus 320F are amber.R BUSSIhttp://www.blogger.com/profile/10534621873695697745noreply@blogger.com0