Abnormal Proc

TRAINING PURPOSE ONLY

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APPLYING THE PROCEDURE If an ECAM warning disappears, while a procedure is being applied, the warning can be considered no longer applicable.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

57 REV 8

10 MAR 14


ECAM ACTIONS PROCEDURE PNF First pilot who notices: Master Caution/Warning...............................Reset TITLTE OF FAILURE....................................Annouce

PF

FLY – NAVIGATE – COMMUNICATE I have control and communications ECAM actions (OEB) Initiate ECAM actions (OEB) Continue until no messages on the E/WD Clear NAME OF SYST? LAND ASAP amber or red Secondary failures Brief the current situation after the failure and request Clear *NAME OF SYST STATUS

Read STATUS carefully and when finish request remove STATUS? ECAM actions complete

Clear

Clear after review the actual situation Stop STATUS. Request normal C/L, computer reset and OEB as needed then, Resume STATUS Remove STATUS Come back to normal task sharing. I have controls, you have communications

Apply MEMORY ITEMS when needed. When the ECAM displays a warning or a caution, the first priority is to ensure that a safe flight path is maintained. TASKSHARING PF remains with controls unless CM1 decision. PF is responsible for the: - Thrust levers - Control of flight path and airspeed - Aircraft configuration (request configuration change) - Navigation - Communications. PNF is responsible for: - Monitoring and reading aloud the ECAM and checklists - Performing required actions, or actions requested by the PF, if applicable - Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's confirmation (except on ground). INITIATION OF PROCEDURES Procedures are initiated on the Pilot Flying's command. The PNF should review the overhead panel and/or associated SD to analyze and confirm the failure, prior to taking any action. When the ECAM displays several failures, the sequence (action, then request and confirmation, before clearance) should be repeated for each failure. When all necessary actions are completed, amber messages and red titles will no longer appear on the E/WD. When there are several failures, the FWC displays them on the Engine Warning Display (E/WD) in an order of priority, determined by the severity of the operational consequences. This ensures that the flight crew sees the most important failures first. 58 REV 8

10 MAR 14


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

59 REV 8

10 MAR 14


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

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

60 REV 8

10 MAR 14


EGPWS ALERTS In case of: PULL UP TERRAIN TERRAIN PULL UP TERRAIN AHEAD PULL UP OBSTACLE AHEAD PULL UP Apply the next procedure:    

CALLOUT – PULL UP TOGA AP..................................................................................................................... OFF PITCH....................................................................................................... PULL UP Pull to full backstick and maintain in that position.

THRUST LEVERS.........................................................................................TOGA SPEED BRAKES lever........................................................ CHECK RETRACTED BANK...........................................................................WINGS LEVEL or ADJUST When flight path is safe and the warning stops decrease pitch attitude and accelerate. When speed is above VLS, and vertical speed is positive clean up aircraft as required. TERRAIN TERRAIN - TOO LOW TERRAIN Adjust the flight path or initiate a go-around. TERRAIN AHEAD - OBSTACLE AHEAD Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available instruments and information. SINK RATE - DON’T SINK Adjust pitch attitude and thrust to silence the alert. TOO LOW GEAR - TOO LOW FLAPS Perform a go-around. GLIDE SLOPE Establish the aircraft on the glideslope, or set the G/S MODE pb to OFF, if flight below the glideslope is intentional. During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive corrective action until the alert stops or a safe trajectory is ensured. The Ground Proximity Warning System (GPWS) generates aural and visual warnings, when one of the following conditions occurs between radio altitudes 10/30 ft (several verisons) and 2 450 ft. - Mode 1: Excessive rate of descent. - Mode 2: Excessive terrain closure rate. - Mode 3: Altitude loss after takeoff, or go-around. - Mode 4: Unsafe terrain clearance when not in landing configuration. - Mode 5: Too far below glideslope.

61 REV 8

10 MAR 14


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

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62 REV 8

10 MAR 14


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

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63 REV 8

10 MAR 14


EMERGENCY DESCENT How to recognize Imminent or Actual Rapid Decompression: - LOUD BANG - FOG IN COCKPIT - EXCESSIVE CABIN V/S (UNCONTROLLABLE) - EXCESSIVE CABIN ALTITUDE (WARNING) CALLOUT – EMERGENCY DESCENT (CM1) CM1/PNF CM2/PF OXYGEN MASK…………………………..ON INT/RAD SW……………………………...INT CREW COMM….……………….ESTABLISH SEAT BEALTS…………………............................….ON ALT……..………….………………….......…....TURN/PULL ENG MODE SEL..............................................IGN HDG…….………….………………......…….....TURN/PULL ATC XPDR 7700....................................CONSIDER SPEED...........................................................PULL ATC........................................................MAY DAY FMA...........................................................CHECK CAB ALT > 14.000ft.......PAX OXY MASK MAN ON SPEED BRAKE..................................EXTEND FULL ADJUST.................................ALT 10.000ft/MORA ..................................................HDG 90º ……......SPEED: DAMAGE current one NO DAMAGE Vmo/Mmo EMERGENCY DESCENT must be always announced by CM1 and started by P F. First off all put on oxygen mask and establish the communication. Time of useful consciousness 30.000ft – 45sg; 35.000ft – 30sg; 40.000ft – 18sg. The 1st loop establishes the aircraft in descent the 2nd loop is used to adjust the desired targets… (ALT – HDG – SPD high or low) The FMA must read ( THR IDLE ǀ OP DES ǀ HDG ) Extension of the speed brakes will significantly increase Vls. To avoid AP disconnection and automatic retraction of the speed brakes allow the speed to increase before starting to use the speed brakes. If damage suspected maintain current IAS selecting SPD/MACH mode, if no damage suspected proceed with Vmo/Mmo. Notify ATC with Emergency Descent + may day x3 + current hdg and altitude descending. Deploy manually passenger oxygen mask if cabin altitude exceed 14.000ft When descent establish: CABIN CREW RAPID DESCENT ! x2 -- TRIPULACIÓN DE CABINA DESCENSO RÁPIDO! x2 PERFORM ECAM ACTIONS. When descent complete: CABIN CREW RAPID DESCENT COMPLETED! x2 -- TRIPULACIÓN DE CABINA DESCENSO RÁPIDO COMPLETADO! x 2 Resume normal operation and speeds. Recommended use of AP and A/THR. L/G can be extended below 25.000ft and 250kt for a better rate of descent. To descend from FL 390 to FL 100, it takes approximately 4 min and 40 nm The crew will be aware that MORA displayed on ND (if available) is the highest MORA within a 80 nm circle round the aircraft. After taking off the emergency mask following an emergency descent, the crew should close the mask box and reset the control slide in order to deactivate the mask microphone. 64 REV 8

10 MAR 14


TCAS WARNINGS CALLOUT – TCAS, I HAVE CONTROL All Resolution advisory (RA): CLIMB DESCEND MAINTAIN VERTICAL SPEED MAINTAIN LEVEL OFF, LEVEL OFF MONITOR VERTICAL SPEED Proceed with: PNF     

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

65 REV 8

10 MAR 14


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

66 REV 8

10 MAR 14


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

67 REV 8

10 MAR 14


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

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68 REV 8

10 MAR 14


MISCELLANEOUS Runway width: 45m Slope: +/- 2% Altitude: 8000ft (9200ft) Passenger door operation: 65kt Cargo door ops: 40kt (50kt door leeward side) Wipers: 230kt Cockpit window: 200kt Cabin press: 8,6psi, -1psi MAX LOAD FACTOR Clean +2.5g/-1g Flap/Slat +2g/0g FLAPS AND SLATS CONF 1.........…..230kt CONF 1 + F……..215kt CONF 2……………200kt CONF 3…………..185kt CONF FULL……..177kt MAX ALTITUDE…..20.000ft LANDING GEAR EXTENDED………280KT/0.67MN EXTENSION……..250KT RETRACTION…….220KT TIRE SPEED……….195GS MAX ALTITUDE…..25.000ft WEIGHTS MTOW…………≈73.500kg MLW…………...64.500kg MWFW………61.000kg WIND LIMITATIONS Normal Operation Crosswind 38kt Tailwind (several versions) 10/15kt Low Visivility Opertaion Crosswind 20kt / 15kt Sharklets Tailwind 10kt Headwind 30kt AUTOPILOT Engagement after liftoff….100ft/5sg NPA……MDA/DH CIRCLING…..MDA/DH+100ft CAT I….160ft AGL CAT II…..80ft CAT III…..end off roll out OTHERS……500ft AGL SPEED SEVERE INTURBULENCE GND — FL150…………………250kt FL 2000 – FL 310………………275kt FL 330 – FL 390 ……………….0.76MN  

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FUEL (JET A) MAXIMUM…..54ºC MINIMUM……-36ºC if TAT reaches -34 °C, monitor on FUEL SD page that fuel temperature remains higher than -36 °C.

FUEL INNERS…....MAX IMBALANCE Full ………………………….1 500 kg 4 300 kg ……………1 600 kg 2 250 kg …………..2 250 kg OUTERS MAX IMBALANCE 690kg MIN FUEL FOR T.O 1500kg PAN PAN (VLG policy)…..1.600kg MAY DAY……………..1.200kg HYDRAULIC 3.000psi ±200 <2.500psi PTU start working BRAKES MAX Tª TO….300ºC NO BRK FAN …..150ºC BRK FAN +500ºC set Parking Brake off selection of brake fans should be delayed until approximately 5 min after touchdown STEERING 75º Handwheels 85º Towbarless 95º Towbar CREW OXYGEN ABOVE 1.500psi………GO BETWEEN 1.500psi-400psi……CHECK BELOW 400psi………..NO GO APU LOW OIL LEVEL….MAX 10H OPS STARTER….3 attempts, 60 min, 3 more START ENVELOPE BLEED + ELEC….…GND up to 22.500ft ELEC…………..……GND up to 41.000ft ENGINES OIL QTY……IAE 11qt + 0.3qt/h …….CFM 9,5qt + 0.5qt/h STARTER IAE 3 (2’-15s-2’-15s-1’), wait 30’ CFM 4 (2’-20s-2’-20s-2’-20s-2’), wait 15’ ADR AND ALT TOLERANCES Between GND and ALT1/2….25ft Between GND and STBY……300ft IRS DRIFT CHECK Acceptable 5nm in 1:30h of nav time 69

REV 8

10 MAR 14


ENGINE FAILURE. ENGINE FAILURE AND FIRE AFTER V1 ACELERATE AND CLEAN AIRCRAFT

OP CLIMD + MCT At Green Dot

With Eng. Secured and EO Acc.ALT Pust to level off ENG SECURED I HAVE CONTROL AND COM, ECAM ACTIONS Pull HDG, activate SEC F-PLAN, manage NAV 400ft AGL ß Target Set neutral with rudder and when convenient set rudder trim. ENG FAIL Positive climb - gear up V1

VR Rotate the aircraft smoothly to an initial pitch attitude of 12.5 °. When safely airborne follow SRS orders. An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by decrease in N1. Engine damage may be accompanied by loud noise, significant increase in aircraft vibrations and/or buffeting, repeated or uncontrollable engine stalls, associated abnormal indications such as hydraulic fluid loss, or no N2 indication. The blue beta target will replace the normal sideslip indication on the PFD. Centre beta target before compensate with rudder trim. The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder should be trimmed out prior to autopilot engagement. Once engaged the rudder trim is manage through the AP. CONSIDER the use of TOGA thrust, keeping in mind that for a FLEX takeoff, selecting TOGA provides additional performance but is not a requirement. TOGA will increase in yawing moment and an increased pitch rate and is limited to 10 minutes. Priority must be given to the control of aircraft trajectory. Once the PF has stabilized the flight path, the PNF confirms the failure and the PF orders ECAM actions. The flight crew should delay the acceleration for securing the engine. An engine is considered as secured when the ECAM actions of the procedures are performed until: • ENG MASTER OFF for an engine failure without damage. • AGENT 1 DISH for an engine failure with damage. Damage means N1 or N2 equals to cero or EGT above max or engine vibrations above 3. • Fire extinguished or "AGENT 2 DISH" for an engine fire. The acceleration must be made between the minimum acceleration height (this altitude gives obstacle clearance) and the maximum acceleration height (altitude that can be achieved with N-1 at TOGA on a maximum of 10min) When the flap lever is at zero, the beta target reverts to the normal sideslip indication. As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR MCT when the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot) and resume climb using MCT. If the thrust lever are already in the FLX/MCT detent, move lever to CL and then back to MCT. When an engine failure occurs after takeoff, noise abatement procedures are no longer a requirement. 70 REV 8

10 MAR 14


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

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

DP. Deviation Point

EO SID

RWY 1. Antes del DP tendremos la posibilidad de insertar la EO SID en la MCDU. Esta salida no tiene la vuelta al campo programada.

1. En este caso no existe esta posibilidad ya que la SID y la EO SID no comparten ningún punto.

2. Después del DP tendremos que Pull HDG, activate SEC-FPLAN; Push to NAV Para poder volar la EO SID con la vuelta al campo programada.

2. Desde el principio haremos: Pull HDG, activate SEC-FPLAN; Push to NAV Para poder volar la EO SID con la vuelta al campo programada.

Con N-1 en T.O la tendremos la línea del EO SID en el ND automáticamente.

ENGINE FAIL IN CRUISE There are three strategies: 1. Standart strategy 2. Obstacle strategy 3. Fixed speed strategy (ETOPS, not aplicable for VLG) As soon as engine failure is recognized the PF: 1. Thrust levers to MCT 2. Disconect A/THR 3. Select the speed according to the strategy a. standard strategy M0.78/300KT b. obstacle strategt GREEN DOT 4. If require select a new HDG 5. Select and apropiate EO altitude in the FCU and pull for open descent 6. Required ECAM actions 71 REV 8

10 MAR 14


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

ELECTRICAL.

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

NOTAS SOBRE LA OPERACIÓN. Si en una emergencia tenemos GALLEY SHEED se recomienda APU ON para tener otro generador y así evitar una configuración de emergencia por un fallo del remaining. 72 REV 8

10 MAR 14


Cuando el avión no hace lo que queremos debemos actuar: FMGCFCUSidestick FMA es modo de comunicación avión-piloto. Leerlo siempre. FLYNAVCOMM En caso de anormalidad se notifica a: 1. ATC 2. Tripulación. NITS. Naturaleza Intenciones Tiempo Situación 3. Operaciones 4. Pasaje. Se recomienda que lo hagan los pilotos para dar más tranquilidad. Cuando el PF cede los mandos al PNF es recomendable cambiar el AP y el XPDR a su lado.    

Para aumentar la velocidad podemos: FCU. Sacando a selected y aumentando el valor. Aumentando el Cost Index. Poniendo un CSTR de velocidad. RTA. Poniendo una hora de llegada a un punto. Para secuenciar el plan de vuelo se puede dar un directo a el FAP y poner el radial de final (inverso al curso) o mantener el punto from detrás y el to delante. La aproximación con viento se realiza con crap. A 50ft entramos en ley directa y debemos ajustar el avión al eje de pista. One Enghien Taxi. Tenemos que alimentar todo el avión por fuentes independientes. El PF con AP selecciona los modos en el FCU, pero puede pedir al PNF que le ayude con altas cargas de trabajo. Oxy Mask. No hacer el test cuando tengamos a gente conectada al avión (coordinador, TMA…) los podemos dejar sordos. Hay situaciones en las que el ECAM pide A/THR off en app sin que el sistema esté inoperativo. Esto es porque la velocidad en manage no va a ser la correcta ya que la posición de palanca de flaps difiere de la real. Se puede dejar en selected speed. En ley alternativa se recomienda ir en selected para poder ensuciar sin problemas y selectar manage en final. NO ROMPER EL LOOP CUANDO ALGÚN SUCESO NOS HA INTERRUMPIDO. TCAS en TA cuando tenemos una degradación de performances. No lo pone en el ECAM. 3º PITCH UP + 60% N1 = VUELO RECTO Y NIVELADO    

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ESTE DOCUMENTO ESTÁ BASANDO EN LOS FCOM Y FCTM DE VUELING AIRLINES ASÍ COMO EN PRÁCTICA DE LA OPERATIVA NORMAL Y DE SIMULADOR. NO ES UN DOCUMENTO OFICIAL Y SÓLO TIENE UN USO ORIENTATIVO. SI SE DESEA AÑADIR Y/O COMENTAR ALGÚN ASPECTO PONGASE EN CONTACTO CON: MARIO CEBRIÁN SAMPERE F/O VUELING [email protected]

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Abnormal Proc

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