FCTM Chapter13 Abnormal-Emergency Operation Briefing

AIRBUS IND'ISTR/E TAl|iohhg A FWht O€tdtbBiup,f,tt Dtv*ion Y/

A310/300.600 FLIGHT CREW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS

13.00 TABLE OF CONTENTS

Rejected Tak+off . .

Emergency electrical configuration -

- Loss of both engine generators.

Abnormal FlapJSlats configuration. . . ,

Flight controls -

- Recovery from approach to stall . .

- Dutch roll . . .

Dual Hydraulic failure

Power Plant -

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- l€7 Page 6

- Both engine flame out

- Engine restart in flight

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13 - 470

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Engine Failure -

- Fire after Vl

Engine Abnormal $arts.

N -1 Approach / Landing / Go around

Emergency descent

On ground emergency evacuation

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A310/300-600 FLIGHT CREW TRAINING MANUAL

13 - ABNORMAL OPERATIONS BRIEFINGS

LEFT INTENTIONALLY BLANK

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A310/300.600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPERANONS BRIEFINGS

REJECTED TAKE OFF

01 - GENERAL

Briefing duration: 10 minutes

Doc references : - FCOM 2.OZ.O,I p. 23 (RTO procedure).- Video available (45 min).

02 - TRAINING OBJECTIVE

o To recognize circumslances requiring an BTO.r To take correct actions in the event of RTO.

03 - PROFICIENCY LEVEL

. Perform appropriate decision before V1.

. Carries out correct actions to ensure a safe stop.

04 - KEY POINTS

A MAIN

o Failure identification (crew communication).. Decision and call out (STOp, GO and V1).o Deceleration actions and control.. Task-sharing CPT/F.O.. ECAlrl actions (if appropriate).

B. SECONDARY

. Renriew of non inhibited warnings.

. Complementary actions and check list.o Specific engine fire on ground check list.e Decision with tyre problems or windshear.

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A310/300-600 FLIGHT CREW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS

REJECTED TAKE OFF (CONT'D)

04 - KEY POTNTS (END)

C. COMMON ERRORS

. Disarming of autobrake due to inslinctive manual braking.

. ATC and/or Cabin crew not informed.

. Reversers lhrusl remains engaged after aircrafl Sop.o Non respect of task sharing during emergency procedure.r Parking brake before ACFT fully $opped.

05 . SUPPLEMENTARY INFORMATION

A. DEC]SION TO REJECT THE TAKE OFF

a. General

The ECAlvl system is snch that it allows the activation of proper warnings onlywhen necessary. For the take off phase, mosl of the warnings are inhibited from 70 klto 400 ft or one minute after lift ofl whichever occurs first.

b. Below 100 kt

For any ECA[,] warning activation before reaching 70 kt, il is recommended toabandon the take otf. Such a decision should not be considered as an accelerationstop. Between 70 kt and 100 kt, the decision to reiect the take off may be taken at thediscretion of the Captain according to circumstances. Though we cannot list all thecauses here are a few ones :

- Flight control jamming

- ECAtvl warnings which are not inhibiled above 70 kt :. ENGINE OR APU FIRE. ENGINE FAILURE. TO CONFIG

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A31 0/300-600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPERATIONS BRIEFINGS

REJECTED TAKE OFF (CONT'D)

05 - SUPPLEMENTARY TNFORMATTON (CONT'D)

A DECTSTON TO REJECT THE TAKE OFF (CONTD)

b. Below lfi) kt (end)

NOTE 1 : The sped 100 kt which is not a critical speed like V1. lt was chosen inorder lo help the Captain make his decision and avoid unnecessaryslops from high speed.

NOTE 2 : lf it should ever happen, flight control jamming will most likely bedetected at lhe100 kt check or at rotation. When felt at 100 kt, take otf should berejected, while after V1 take off must be continued.

c. Above 100 kt

Rejecting the take off is a more serious matter and, particularly on slippery runways,could lead to a hazardous situation, in particular at speed close to V1.

The decision to reject the take off shouH only be taken tor a very lew causes, the mainones being :

. ENGINE FIRE OR SEVERE DAfUAGE

. SUDDEN LOSS OF ENGINE THRUST

NOTE 1 : The loss of both ADC above 100 kt should not lead to a relected take of{since siandbyinstruments are still available likewise in case of nose landing gear vibration@pearing above 100 kt it is recommended to continue the take off andreduce the bad on the nose gear by application ol elevator.

NOTE 2: Any abnormal aircraft configuration associated with the TO CONFTGwarning is detected at take off power application. 'fhe activation of thiswarning (not inhibited during take off roll) is highly improbable.However, should this ever happen below V1, the Captain will make hisdecision for rejecting the take off.

NOTE 3 : For out of limit engine parameters, refer lo ENG OVERLIMIT procedure.

CAUTION : Any thrust reduction before Vl will impair performance.

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REJECTED TAKE OFF (CONT',D)

0s - SUPPLEMENTARY TNFORMATTON (CONT'D)

B. BESPONSABILITY AI,ID TASK SHARING

Rejecting take off is a Captain's responsibility. Therefore, the Captain himself will decideand carry out the required actions.

It CM2 is the PF, the Captain will take over as soon as he calls "STOP". Hence, CPT isnow PF, F/O PNF : task-sharing as per QRH 0.00 applies

NOTE : However, for training purposes in the simulator, the CM2 will sometimesperform the rejected take otf according to svllabus.

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REJECTED TAKE OFF (END)

05 - SUPPLEMENTARY TNFORMATTON (END)

C. PROCEDURE GUIDE(For reiected take off due to engine fire, refer to briefing note)

GilMG GIPTIII rr0DECELERATION

,iICALLTOWER IoRouND SFoTLERS (EC [r)AUTOBMKE

LOCAIE ON GROUilDEIER/ET'ACUATION C.L

DECNSION

THROTTLES IDLEBRAES/AUTOBRAKEAT8BE\IERSEBS

NOTE 1 : No attempt should be made to clear the runway until it is absolutely certainthat an evacuation is not necessary and that it is safe to do so.

NOTE 2 : ln the errent o{ an unserviceable autobrake, the captain will simuhaneouslyreduce the thrust and fully depress both pedals.

Minimum stopping dislance can only be achieved if the brake pedals arekept fully depressed until the aircratt comes to a stop.

.lsrotl

THROTTLES IDLEBRAKEgAUTOBRAKE

REVERSERS

Following this callout, Captain takes over and performshimself the $op actions.

Simuhaneous actionsUse of Autobrake: Autobrakes is set on MAX for take offto prevent any delay on brake application in case ofrejected take off.

A/THR function is disengaged (ATS levers remain armed)by pressing ATS DISCONNECT pb or as soon as throttlesare at idle position 5'.

The aircraft may be s{opped using full rs/erse.ll sufficient runway length siill available al the end of thedeceleration, il is preferable to reduce reverse lhrustpassing 70 kt for IAS fluctuations, to avoid compressors1al1.

NOTE : for P&W eng. 60% N1 can be maintained tilllow speed, if required.

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LEFT INTENT]ONALLY BLAAIK

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A310/300-600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPERATIONS BRIEFINGS

- EMERGENCY ELECTRICAL CONFIGURATION -

LOSS OF BOTH ENGINE GENERATORS

01 . GENERAL

Biefing duration: 20 minutes

Doc references : - QRH 3.04 3.05 (BUS EOPT LIST)- QRH 3.06 3.07 (LOSS OF BOfi ENG. GENEM.TORS)- QRH 3.08 (FLTGHT ON BAT ONLY)- FCOM 2.04.24 p. 1t2 (LOSS OF BOTH ENc. GENEMTORS)

p. 3 (FLIGHT ON BAT ONLY)- QRH 14.01 (OPS DATA)


. To ensure continued safe llight following loss ol both engine generators.r To carry out QRH procedure with sirict respect of task sharing requirements.. To perform a safe approach and landing using raw data information.

03. PROFICIENCY LEVEL

o Maintains flight path in accordance with ATC clearance.o Performs QRH actions accurately and without undue delay (LAtlD ASAP).. Makes sound decision to continue or divert according to circumstances (LAtlD ASAP).. Perlorms safe, accurate approach and landing taking into account degraded systems,

within s{andard limits lor instrument approach.. Adheres strictly to task sharing requirements at all times and ensures good crew and ATC

communications.

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AIRBUS INDI'9IRIE r7Atuodlllne e Feght Occ,rutons 9rya Dtufinra \)f


. EMERGENCY ELECTRICAL CONFIGURATION -

LOSS OF BOTH ENGTNE GENERATORS (CONT'D)

04. KEY POINTS

A MAIN

. EFIS, and FMS availability following failure

. Fuel feeding considerations (common for lhe 43310-300 and A300/600,different for the A310-200).

o QRH procedure (ECAiI lost) and slatus page BUS EQPT LIST considerations.. Use of land recovery.. Nav aid tuning and display.. QBH use tor approach and landing data.. Decision to divert or nol.. Task sharing and communications.. Loss of AFS.

B. SECONDARY

. Use or not ol APU generator.

. Communications (ATC, cabin, ...).

. Raw data approach and go around (reminder).

. Cockpit lighting.

C. COMMON ERRORS

e Confusion with both engine flame out.. Lack of task sharing discipline during QRH procedure.. FD not selected OFF or FPV ON.. Poor raw data llying techniques.. Problems in applying check-list.

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A310/300-600 FLIGHT CFJEW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS

. EMERGENCY ELECTRICAL CONFIGURATION .


05 . SUPPLEMENTARY INFORMATIONS

GENERAL

CPT is PF.No ECAlr4, so the failure has to be identifyed

. Differentiate the loss ol generators lrom the loss ol engines (ENG. INDICATIONS/THROTTLE RESPONSE).

. Call the appropriate C/L after memory item (CONT RELIGHT) if necessary.

. When C/L specifies land ASAP, CPT will negotiate a diversion to the nearest suitableairport.

r Provided dome light on ---> comes on bright behind F/O.

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A310/300-600 FLIGHT CREW TRAINING MANUAL13 . ABNORMAL OPERATIONS BRIEFINGS



05 . SUPPLEMENTARY TNFORMATTONS (CONT'D)

A CONDINONS

a. Power supplied by batteries

DC ESS BUS (3PP)

AC EMER BUS (4XP)

lf on batteries only and time to diversion airport beyond batteries useful duration,consider APU start within its enveloppe (< 20.000' on batteries).

Fuel logic : no pumps.

- Fuel in CTR tank : lost (trim tank as well il any)- Fuel in INR or OUTR tank : review gravity feeding.

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A310/300.600 FLIGHT CREW TRAINING MANUAL13 . ABNORMAL OPERATIONS BRIEFINGS



os - SUPPLEMENTARY TNFORMATTONS (CONT'D)

A CONDTTIONS (CONTD)

b. Power supplied by STD-BY generator

. lf on STBY GEN following a simuhaneous bss ol both generator, APU start is notrecommended (suspect lailure of line contactor logic).

o Fuel logic :- 1 pump out of 3 still available- LrNR#2(1\- RrNR#1(21- L CTR (3)

with priority order :1+ 2+ 3 selected ON--->lrunning2 + 3 selected3 selected

ON --> 2 runningON ----> 3 running

c. AFS INOP. = > Full raw data manual flying

AC EMER BUS (4XP)AC ESS BUS 2

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. EMERGENCY ELECTRICAL CONFIGURATION .

LOSS OF BOTH ENGTNE GENERATORS (END)

0s - SUPPLEMENTARY TNFORMATTONS (END)

A. CONpTT|ONS (END)

d. Land recovery. Transfers : Spoilers / one SFCC / A-SKID from DC normal ON to DC essential.. lf on STBY GEN : disconnects its DC part + connects batteries inslead.

B. PROCEDURE

PF

- CPT is necessarily PF- Rules out engine failure(Action on THR + ENG response normal)

- Confirms failure then calls forappropriate QRH

- Declares emergency - Wll negociatediversion

- Acknowledges informations providedby FIO

- Requests descent + preparation

- X-Checks/b riefing... without transferof control

PNF

- ldentifies faibre-+ Loss of generators+ Flight with STD-BY GEN.+ Flight on batteries

- Reads and follows C/L

- Reads and pospones for approachitems

- Reads BUS EQPT list before slatus I

- Use ol FMS il available- Use VFIF1- Navaids tuning- Use QRH for operating rspeeds - LDGDIST

- Approach C/L- For approach items just before slatsexlension

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A310/300-600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPERANONS BRIEFINGS

ABN O RMAL FI.APS/SI-ATS CON FI GU RATI ON

01 . GENERAL

Briefing duration; 20 minutes

Doc references : - ORH 6.01, 02, 03- QRH 1s.03 (CONFTG. CORREC.)- FCOM 1.0s.60 (SI-ATS AND FLAPS)- FCOM 2.O2.O1 (FLTGHT PATTERNS)- FCOM 2.05.27 (FLT.CTL)


. To perform the correct procedure and configure the aircraft for approach and landing.

. To carry out actions required by ECAM/QRH procedures.

. To handle the aircraft smoothly during approach and landing complying with publishedprocedure for configurations and speeds.

. To respect task sharing requirements throughout.

. To get familiar with the use of special patterns.


r Correctly responds to failure ensuring a safe flight path and speed.r Perlorms ECAM actions and QRH procedures in a methodical way.. Makes correct adjustements to Vapp, LDG DIST and selects appropriate configuration.o Makes smooth and accurate approach and lands within the touchdown zone at the correct

speed (+ 10/ - 0 KD.o Crew coordination.

04 - KEY POINTS

A. MA]N

. Task sharing and crew coordination.

. ECAM procedure and STS page.o Approach speed and landing distance calculations.. Speed control for no flaps/no slats approach.r Approach briefing and abnormal configuration procedure use.o Go around procedure and briefing.. Use of flight patterns.

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A310/300.600 FLIGHT CREW TRAINING MANUAL

13 - ABNORMAL OPERANONS BRIEFINGS

31 MAR96/REV17138FGOs

ABN O RM AL FI-APS/SLATS CO N Fl GU RATI ON ( CONT' D)

04 - KEY POINTS (END)

B. SECONDARY

. A,/THR management.

. Pitch angle (tail-strike) at landing if no flaps.

. Use of autobrake.

C. COMMON ERRORS

. Rushed procedure and starting approach before completing all procedures.

. Wrong VapP selection.

. Rough handl ing.o Incorrect go around procedure.o Incorrect SPD control (when manual THR).o Incorrect flare technique.. Not waiting for a new configuration to be established before changing to associated

SPD. Being lost in special pattern (not identifying the present step).

05 . SUPPLEM ENTARY INFORMATION

PROC-EDURE

't. On immediate actions after identifying the failure (except for flight control stuck)

. Try to recover by recycling handle (try flaps if inoperative handle suspected).

. lf unable, assess situation : no flaps, no slats, or both then manage flight accordingly(ATC) time will be reguired, special long stabilized APP as well.

2. Initiate ECAM action or paper C/L.

. When ECAM or CIL complete.r QRH 15.03 LDG DIST/SPD corrections.o Special pattern reviewed and briefed.

3. On APP PNF reads the pattern and leads the sequence of actions'

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A310/300.600 FLIGHT CREW TRAINING MANUAL13' ABNOHMAL OPERATIONS BRIEFINGS

ABNORMAL FLAPS/SLATS CONF|GURAT|ON ( END)


A. STEP BYSTEP

PF

. ]MMEDIATE ACTIONS

a) Tries tgjecoyqflexCgpt for FLT CTL sruck)Orderd recvcle handld (try slats then tlapsif inoperative handle suspected)

b) Assess situation : if no recovery-+ manage flight accordingly with ATC

. The first pilot who notices the failureannounces it

. The PNF confirm the reality of the re.

. OBDERSTEoAM - AcTIoNI

oRJFAPER cll

oRlonfil

Does APP briefing and special briefingClear for APP : apply special pattern red byPNF.

and cancel any warnings.

PNF

ldentifies failure (ECAM title or SFPI)

Complies

- Starts actions- Reaching status:. Checks for OEB il applicable

- Continues - status. Calculates corrected LDG DIST and SPD

increment. Announces ECAM OR C/L COMPLETE

- Review special pattern- Complete descent prep,

Reads specialpattern step by step.

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A310/300.600 FLIGHT CREW TRAINING MANUAL13 - ABNORMAL OPERATTONS BRtEFINGS

LEFT lN TENT] ON ALLY BLAl.l K

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A310/300.600 FLIGHT CREW TRAINING MANUAL13 . ABNORMAL OPERANONS BRIEFINGS

. FLIGHT CONTROLS .

RECOVERY FROM APPROACH TO STALL

01 . GENERAL

Briefing duration .' 20 minutes

Doc references : - FCOM 2.O2.Og p. 17 and 18- TM 158

02. TRAINING OBJECTIVE

e To recognize the indications of approach to stall.r To take immediate and appropriate actions to recover to normal flight.


r Takes immediate action at first indication of approaching stall.. Employs correct recovery technique and ensures minimum altitude loss.

04 - KEY POINTS

A. MAIN

r Recovery technique according to altitude and configuration.. Disorder on Pitch setting with FD or FPV.

B. SECONDARY

. Control of pitch.r Bisk ol secondary stall.

C. COMMON ERRORS

r RecoveU not initiated immediately.r Insutficient pitch control at desired attitude.o Stall re-entry due to uncontrolled high pitch attitude.. Use ol manual trim below VLS.. Clean up before acceleration above VLS.

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A310/300.600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPERATIONS BRIEFINGS

. FLIGHT CONTROLS.

RECOVERY FROM APPROACH TO STALL (CONT'D)

05 - SUPPLEMENTARY INFORMATION

A. APPROACH TO STALL ENTRY

- ATS disengaged- Thrust tevers idle.- Adjus{ pitch altitude to produce - 10 KT long speed trend arrow.- Do not trim bebw WS.

B. RECOVERY TECHNIQUE(To apply at the first indication : STALL warning or buffet or stick shaker).

- Thrus{ levers full forward (TOGA).

- Smoothly roll wings level.

. lf above 20 000 FI, clean configuration, no risk of ground contact :- Select pilch attitude 0 to -5" nose down to produce + 15 KT long speed trendarrow.

- When speed above GREEN DOI smoothly adiusi a climb.

. lf below 20 000 FT, clean configuration, risk of ground contact :

- Select slats 15".

- Smoothly achieve + 10 pitch angle.

- \Mten risk of ground contact no longer exists and speed above VI-S adjust pitch toaccelerate and clean up in normal manner.

. In landing configuration (always treat as risk of ground contact) :

- Smoothly adjusl pitch to arrest the descent rate till pitch target + 10'(maximum + 17.5').

- When risk of ground contact no longer exists and speed is above VLS.

- Retract flaps one $ep, select landing gear up and continue the recovery on thesame way as a go around procedure (observe autotrim at landing gear retraction).

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. FUGHT CONTROLS.


05 - SUPPLEMENTARY INFORMATTON (CONT',D)

B. RECOVERY TECHNTaUE (END)

NOTE 1 : A strong pitch up tendancy occurs as the thrust increases.Forward pressure on the sidestick is necessary to control the pitch upmoment whenever large thrust increases commanded.To avoid this effect, the trainee increases the thrust and smoothly readjustthe pitch with the control column and above VLS, use the pitch trim asnormal.

LANDING CONFIGURATION

Achlcw htding cdrtigirrrtlon

sLArs FLAP' u!T. tfft

rtsfrt

V/S 700'lmin

Iwlr.n lhe Ocs€nlb eslablbhod:- De A/P,. Ds ATS.

Do nol Ediudthrusl Pdpr.

STALLr" FULL PCHER.L. TR|GC€R @ I5/ERS.- LEVEL Wl,tGS.. DOIfT CHANGE A,!C @NRG..

. plTcH + ro.-€r-

t-rE'r-(rt n€ry b ildttDund sLcl: + l7'5 m.)

AEOVE

@FI.APS t STEP

r l!99-@BJ(rr vsr ) 0)LDG UP

Ds€e V/S

ALT HOI.O(1/10 V/S)


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AIRBUS INDUSTRIE hlroinhg e Fligil qed b|E g+pon DMsbn Vl


- FLIGHT CONTROLS.



C. GENERAL

On modern jet aircraft available power and the need for consistency between stall andwindshear manoeuvres, lead to a diflerent technique than the one used on light aircraft.

The key factor is that, at slick shaker activation, even with reduced lift margins, an aircraftstill has positive performance capability. So, instead of trying to recover in minimum timeby power application and pitch down, the technique now recommended is for a minimumloss of attitude by power applicaiion and llying optimum pitch.

D. OPEMTIONAL BACKGROUND

a. General

VS is defined as the minimum steady flight speed demonstrated at an entry rate of1 kt per second, at zero thrust.

Stall warning is considered to be any warning readily indentifiable by the pilot, eitherartificial (stick shaker) or natural (buffet).

Recovery from an approach to stall will be initiated at the earliest recognizable stallwarning indication.

b. Stall chancteristics

ln clean and 15/0 configurations, the $all is identified by heavy and irregular buffer.

To prevent excessive c with flaps selected to 15" and beyond, the Feel LimitationComputer (FLC) doubles the lorce required for any given stick displacement andhence to move the slick fonvard to the neutral elevation position. The resulting pitchdown provides artificial stall identification.

With theflaps, at, or beyond,20o, ctrim is also used asthe aircraft exibits little naturalstability in these contigurations.

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- FLIGHT CONTROLS -



c. FLC and C[ tfim protection

Both sys{ems are fully duplicated. Any combination or systems engaged will givecomplete protection (FLC1, a trim 2, etc...).

FLC operates at about 23o a with phase advance.

a Trim operates at about 21" o with phase advance.

The phase advance is limited to inhibil any triggering of FLC or a trim before stickshaker which is activated for a fixed value of 17"5.

a Trim winds on 4" nose down stabilizer in 3 seconds.

As a reduces 2" below triggering threshold, FLC action stops and o trim winds off.

lf the speed loss occurs with AP engaged and both ATS disarmed, the AP will continueto trim below VLS. When the slall occurs, the elevator willthere{ore be at, or cbse lo,netrtral and the FLC will not then provide any significant protection.

E. TECHNIQUE

a. Entry

1. Landing configuration

. Set FD BARS ON (if not already done).

. Set altitude select fictive - Go around ahitude above present altitude.o Set ATS LEVERS OFF.. Achieve landing configuration.. Stabilize in descent at V/S - - 700 FVMN at VLS (Stable power)... Choose a convenient lower altitude as fictive MDA.. Level off at choosen "MDA' and rnaintain (do not adjusl thrusl).. At slall warning, take immediate recovery action assuming ground contact as

factor.

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- FLIGHT CONTROLS.


05 . SUPPLEMENTARY TNFORMATTON (GONT'D)

E. IEoENLOI"JE (coNTD)

a. Entry (end)

2. Other conliguration

. Set ATS levers to OFF.

. Set power to idle and adjusl the pitch to maintain a deceleration rate ol 1 Kt persecond, using a targel speed trend ol 10 Kt down.

. Do not trim below VLS.

b. Recovery

1. No risk of ground contact

At the firsl indication ol stall or stick shaker, trigger go levers, advance thrust levers tomaximum thrust, smoothly set a target pitch attitude ol + 10'(at high altitudes 0o lo - 5onose down pitch may be required to provide adequate acceleration) and levelthe wings,if aircratt is in clean con{iguration and below 20.000 ft immediately select Slats 15",respect stick shaker and disregard FD bars.

lf possible, select FPV on and use as described in 3.3 below. As the aircratiaccelerates, continue to adjust pitch attitude as required rninimizing altitude loss andreturn to \ttS. Al \4-S and not before, if in landing configuration, retract Flaps oneslage continue as lor norrnal go around. In all cases clean up as required at F and S.

2. Risk of qround contact

At the first indication of siall or stick shaker, trigger go levers, advance lhrust leversto maximum thrust, levelthe wings and smoothly adjust pitch attitude as necessaryto minimize altitude loss and avoid the terrain (target + 10 initially) if aircraft is in cleanconfiguration and below 20.000 ft immediately select Slats 15, (maximum pitch 12.5'clean or 17.5" with slats).

As long as there is a risk of ground contacl, allow IAS to decrease to VSS il necessarv,but NOTbelow. Respect stick shaker and disregard FD bars. lf possible, select FPVon and use as described below. or select FD otf.

31 MAR 96/REV 17l3BFC'O9

13 - 427Page :5 - 6

A310/300-600

Chatvi AP45

AIRBUS NDUSTRIE hlroinhg A Filght Opeutbnsgrppl Oivisbn YJ/


- FLIGHT CONTROLS -


05 . SUPPLEMENTARY TNFORMATTON (CONT'D)

E. TECHNTQUE (CONTD)

b. Recovery (cont'd)

Attempt to control pitch as smoothly as possible. Avoid abrupt control inputs sincethey may induce a secondary stall.

When there is no longer a risk of ground contact, slightly lower the nose to beginacceleration.

As the aircraft accelerates, continue to adjust pitch attitude as required and return tomanoeuvering speed. At VLS and not before, il in landing configuration, providingrecovery is complete (positive rate of climb and acceleralion), retract Flaps one stage,and continue as for normal go around. ln all cases clean up as required at F and S.

AJI recoveries from approach to stall are performed as if an actual slall has occured.Recovery is considered completed when \AS is reached with a positive rate of climbor a positive speed trend in level flight.

No isl< of groud conbct

. Full power - trigger go levers and push throttles full forward.

. Pitch - Smoothly select target pitch attitude + 10.0o (at high altitudes 0o to - 5o nosedown). Level wings.

. Al lhe same time, if clean, select slats 15' (below 20.000 ft).

. As aircraft accelerates adjust pitch attitude as required minimizing altitude loss.

. Clean up.

Risk ol grcrud cot b,ct

. Full power - trigger go levers and push throttles full forward.

o Pitch attitude as necessary to minimize ahitude loss and avoid terrain :(larget + 10' initially).


13 - A27Page:5-7

,310/300€00

Chatvi AP45

AIRBUS INDUSTR/E ftAha/nhg d FXgil Aperdtbnsg.c1oott Olvtbn Yl/,


. FLIGHT CONTROLS -



E. TECHNTOUE (CONTD)

b. Recovery (end)

. At the same time slats 15o if clean (below 20.000 ft).

. Respect slick shaker, minimum speed to avoid ground contact VSS, Mach pitchaftitude + 12.5o clean 17.5" with slats.

. When risk of ground contact removed accelerate and clean up.

NOTE 1 : As power is increased a strong pitch up tendency must be resisted byforward movement of the control column.

NOTE 2 : lf activation of stall warning was preceeded by engine failure, coordinateapplication of full power with rudder and adjust pitch attitude as requiredto provide speed increase with minimum loss of height.

C. FPV

The FPV can be of a great help in controlling llight path so as to minimize the heightloss during recovery. Pitch attitude should be then adjusted to hold FPV on or closethe horizon.

d. Lateral and directional control

Lateral control is maintained with ailerons and spoilers, which remain effectivethroughout the manozuvre.

Rudder control shouH not be usd to help maintain wings lev,el.

A rudder input will cause yaw, and the resulting roll due to ya'w is undesirable.

ll roll exists at start of exercise, level the wings smoothly to avoid (or limit) spoilersextension.

3r MAR 96/REV 1713BF@9

13 - 'C7Page:5-8

4310/300€00

Chatvi AP45

AIRB''S INDUSTRIE {Al/r'hhg & Whl Ope/6/tbnsg.|6'D€/rt Dtvbbn Ytl


- FLIGHT CONTROLS.

RECOVERY FROM APPROACH TO STALL (END)

0s - SUPPLEMENTARY TNFORMATTON (END)

E. TECHNTQUE (END)

e. Thrust

During the recovery, advance lhrust to the maximum allowable thrust.

Pitch up is noticeable with thrust application. Move the control column to smoothlyadjust the pitch attitude as necessary during the recovery. Use pitch trim as necessary.

f. landing gear

lf the entry is made with the landing gear extended, do not retract it until SPD > VLSflaps retracted one step and positive climb.

Gear sequence (doors + gear) induces undesirable drag, which leads to a transientreduction ol climb angle of approximately 1".

g. Flaps

Retracting the flaps from the landing position is not recommended, especially whennear the ground, as a greater altitude loss will result during the recovery.

SIA extension is not permitted above 20.000 lt.

Bebw 20.000 ft, slats will be extended to 15" increase the stall margins.

30 NOV96/REV 1813BF@g

13- M7Page:5-g

4310/900€00

Chatvi AP45

AIRBUS INDUSTPIEtnhhg & FIgfi Aprdtbnstuppot Dll^bn


LEFT INTENT1ONALLY BLANK


A310/300-600 13 - 427Page:5-10

Chatvi AP45

AIRBUS INDUSTRIEfuohhg & Fught OFratbns s.plp|tt DffiW1

A310/300-600 FUGHT CPEW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS

. FLIGHT CONTROLS .

DUTCH ROLL

01 - GENERAL

Briefing duration : 10 minutes

Doc references : TM 109


. To recognize the indications of Dutch roll.o To take appropriate actions to recover.


. Take normal actions after recognition.

. Employ correct recovery technique.

04 - KEY POINTS

A. MAIN

o RecoveU technique.. Action on up going wing.

B. SECONDARY

r Roll control.. Fuel in Trim Tank.

C. COMMON ERRORS

o Recovery procedure not applies.. Several actions on roll.

31 MAR 96/REV 17138FGO8

13 - 427Page:6-1

tg10/30G600

Chatvi AP45

AIRBUS INDI'STRIE ftAInhhg & Fl,ght Opeotons 9ppod Dndffi V,


. FLIGHT CONTROLS -

DUTCH ROLL (CONT',D)


AUTO FLIGHT SYSTEM

Before starting an approach to stall recovery, exercise, ATS will be disarmed to avoid fiRL engagement.When go levers are triggered, they normally engage GO AROUND mode, and reset the FDbars even if the FPV was used. ln the clean configuration however, this does not occur ; onlyTHR L would engage if ATS has not been disarmed.In go around mode, FD bars command the FCU selected speed + 10 Kt, (limited to 18'pitch)maximum or 100 fUmn minimum. These commands are not optimum for stall or windshearrecovery. So, go levers will be activated only for consistency with the g.o around manoeuvre.

DUTCH ROLL

At maximum or high altitudes with no yaw dampers engaged, all versions of the A310 andA300/600 exhibit safe handling characteristics. In the event of any disturbance in yaw theresulting dutch roll, if no action is taken, will slowly damp itself out.The amplitude of the dutch roll and the rate of damping will be dependant on the altitudeversus the aircraft weight (ultimately angle of attack), the centre of gravity and the magnitudeof the initial disturbance.With the 4310/300 and A300/600R aircraft, it is possible, with the use of the trim tank tooptimise cruise CG, to be at maximum altitude with an aft CG (38.5 % for A310/300). Thiscombination provides the worst conditions for natural (without yaw damper) dutch rolldamping.For the A310 and A300/600, the following procedures for flight without yaw dampers arerecommended.

A. DISPATCH WTH NO YAW DAMPERS

Not allowed for Extended Range Operations.

For other flights : do not exceed FL 310.

For A310/300 and A300/600R prevent trim tank operation by selecting trim tank pumps tooff before take off. Adjust flight plan fuel requirements as necessary.

31 MAFI96/REV 17138FGO8

13 - 427Page:6-2

4310/300600

Chatvi AP45

AIRBUS INDUSTRIE T7Alrolnhg E FMht Ogerorbns g.{ppot DMr ton \t!


- FLIGHT CONTROLS.

DUTCH ROLL (CONT'D)


B. FAILURE lN FLIGHT LEADINQ ro Loss oF BorH yAW DAr,rpERS

a. 4310/300 and A300/600R

Select trim tank mode selector to FWD. Fast lorward transler now takes place(450 Kg/990 lbs per minute) and CG moves forward.

b. All aircraft

lf Dutch Roll is present (afler above action for 4310/300 and A3O0/600R) and isconsidered severe : descend to lower altitude (FL310 or 4000 ft below optimumwhichever is lower).

lf descent not possible or undesireable due to weather, for instance, monitor Dutch rolland if necessary attempt to damp it manually by use of ailerons.

Technique

THERE lS NO HURRY - Do not use the rudder.

1. Check correct speed (low speeds in cruise aggravate Dutch roll, take MO.79 asminimum.

2. Study motion ol aircraft in roll on pFD.

3. Apply aileron input momentarily in oPPoslTloN to upGotNG wing and RELEASE.

4. Observe etfect and repeat as necessary.

5. lt is better to make a small control input then release and observe.

6' When Dutch Roll is damped aircraft may still have residual constant bank angte,therelore roll wings level.

NOTE 1 : lt is easier to wait and apply the correction as the up going wing is passingthe horizontal (wings level position).

31 MAR 96/REV 1713BF@8 13 - A27

Page :6 - 3

4310/300-600

Chatvi AP45

AIRBUS INDUSTREftohhg A FEht OlE,tdtbugJppott Dftbn


- FLIGHT CONTROLS.

DUTCH ROLL (CONT'D)


B. FATLURE rN FLIGHT LEADTNG TO LOSS OF BOTH yAW DAMPERS (CONTD)

b. All aircraft (cont'd)

NOTE 2 : Whenever possible it is better to let the aircraft own natural stability limit ordamp the Dutch Roll.Make a very careful assessment ol the severity of the problem before takingthe above recovery technique.

1. MACH TRIM

Mach trim active only in clean configuration.

When MACH increases the center of litt (pressure point) moves rearwards.

This leads to a nose down movement.

In order to improve the slatic aircraft stability the mach lrim will automatically andslowly trim nose up. Mach trim works beyond 0.7 Mach (maximum authority0.7' Pitch up).

VC Trim (Speed trim) active in all configuration.

VC Trim improves the static aircraft stability by varying the stabilizer position forspeed above 200 kt up to 390 kt (maximum authority 0.6" Pitch up).

2. ALPHA TR]M EFFECT

Active only without AP engaged.

Activatlon :

. in clean configuration (if no AP engaged - No speed brakes) is function of angleof attack and Mach number, nose down auto trim counters pitch up tendancy)"


13 - A27Page:6-4

A310/300€00

Chatvi AP45

AIRBUS INDUSTRIE (Alrd,lnhg & Fl jht O,€rd/tons g./@iDr.tt Dftbn Y//


- FLIGHT CONTROLS -

DUTCH ROLL (END)


B. FATLURE rN FLTGHT LEADTNG TO LOSS OF BOTH YAW DAMPEfiq (END)

b. All aircratt (end)

2. ALPHA TR|M EFFECT (END)

. in F 20 or F 40 config : above 21 of angle of attack at low speed; nose downauto trim will avoid excessive angle of attack (A310). For 4300-600 it is active inS 15o, F 15o, F 20'con{igurat ion (maximum authori ly 4" Pitch down).

This function improves longitudinal slatic stability by nose down automatic trim.

This demonstrat ion is more not ic iable at high al l i tude and high Mach number byincreasing the angle of attack (pitch and bank).

31 MAR 96/REV 1713BF@8

13 - tA7Page:6-5

1310/300-600

Chatvi AP45

AIRBUS INDUSTR'ET|,ohhg A nEft Wrotbns9,ppototvirion


LEFT INTENT]ONALLY BLANK


13 - A27Page:6-6

4310/300-600

Chatvi AP45

AIRBUS INDUSIR'E hlitrinhg & FWht @tq/tbt6 C.prr'tt Dtvffin V,

A310/300-600 FLIGHT CFEW TRAINING MANUAL13 . ABNORMAL OPERATIONS BRIEFINGS

DUAL HYDRAULIC FAILURE

01 - GENERAL

Briefing duration : 25 minutes

Doc references.' - QRH 8.02, 8.03, 8.04, 15.02, 15.03- FCOM 2.04.29


r To know and apply the correct cockpit procedures.. To manually control the aircraft correctly in abnormal configurations.


o Strict application of task sharing.o Correct application of ECAM, QRH and FMS procedures.. Safe and smooth handling without major deviations from required trajectory 1+ 200 FT ;

t 1Oe ; + 10 kt) .. Accurate handling during approach and landing (- 0/+ 10 1C70.5 dot loc, 1 dot G/S).. Landing within the landing zone and correct braking technique.

04 . KEY POINTS

A. MAIN

. As A/P not available, good crew communication and co-ordination are vital.o Navigation and control of llight path.. Co-ordination with ATC.o Correct prioritization of tasks.o Accurate following of FD and smooth control inputs.o Abnormal configuration approach procedure.. Specific approach and go around briefing.

B. SECONDARY

. QRH landing distance.r Configuration selected and corrected Vapp,

31 MAR 96/REV 1713BFG14

13 - 429Page: 1 - 1

1610/300-600

Chatvi AP45

AIRB|./S INDUSTRE TIAhohhg & Flght @]lc,tims$,W,t D'|dslo Vl

A310/300.600 FUGHT CREW TRAINING MANUAL

13. ABNORMAL OPERATIONS BRIEFINGS

DUAL HYDRAUUC FATLURE (CONT'D)


C. COMMON ERRORS

. No emergency declared to ATC.

. Incorrect use of selected speed.

. Lack of prioritization of tasks.r Incomplete approach and go around briefing for abnormal configuration.. FD not followed precisely due to over controlling.. Confusion between VappA/refMs for corrected speed.o Aprproach initiated before completion of all necessary tasks.


PROCEDURE

o Green + yellow : STAB inop will appear only on status page and on FLT CTL page.. Auto brakes are inoperative with blue system on yellow system remaining.. Green remaining : - NP is lost due to the loss of YAW DAMPERS.

- NWS is lost due to UG gravity extension.

31 MAR 96/REV 1713BFG14

13 - 429Page:1-2

A310/300-600

Chatvi AP45

AIRBI'S INDUSIRIE (Alrahlng &FWht Opeutbnsg.ppo,t DMsbin Y/



DUAL HYDRAUUC FAILURE (END)

The fir$ pilote who notices the warning announces the level (Master Warning).The PNF reads the title, contirms the reality of the failure and cancels the warning.

I PNFIReads the title (if it is not done already)

oroers[@lldentifies the failure (if it is not done)Starts ECAM actions

ON THE FIRST "LAND ASAP"

Declares "EMERGENCY'and requests I Con,,nu"u ECAM actionsweather reports for diversion airports (or I --"""-*

radar vectors lor turnback etc...) | cn*r for oEB if appticable then

Decides of diversion airport

'STATUS page" :

. on QRH pages 15.02 and 15.03 calculatesLDG DIST and V-APP

On PF request, does "DlR TO..." "HOLD" andselect NAV

Gontinues STATUS

On PHOC : )Ofr and )OC( SYSTEM LOPB'reads only "lf green pumps...."and "FORAPPROACH" and "SYSTEM STATUS WTHONE HYDRAULIC CIRCUIT REMAINING"

. On PROC : "LDG GEAR GRAVITY E)Crevierars procedure and insert handcrank.

Reads clearly each item

When STATUS completed :

- completes Descent Preparalion.

- reads specialpattern step by step.

Does APP briefing and specific briefing.

Clear for approach apply special procedurered by the PNF.

30 NOV96/REV 1813BFGl4

t3 - 429Page:1-3

A3'lO/300€O0

Chatvi AP45

AIRB|/S INDUSTRIE TAtuhhg A Fft,ht @totbns Slpport D|rt'ihrn V/


13 . ABNORMAL OPERANONS BRIEFINGS

LEFT INTENTIONALLY BLANK

31 MAF96/REV17 A310/300.600138FG14

13 - A29Page: 1 -4

Chatvi AP45

AIRBUS INDUSIR/E TAlrc,lnhg eF/g/ht @erdbnsipport Dlvlshcn Ytrf



- POWER PLANT -

BOTH ENGINE FLAME OUT

01 . GENERAL

Bieting duration; 20 Minutes.

Doc references : - QRH 12.01- QRH 12.03 (ENG. restart in flight)- FCOM 2.04.70 p. 1


. To establish a safe flight path.r To recognize the indications of both eng flame out.r To carry out correct procedure.


. Establishes immediatly a safe flight path.

. Makes correct analysis and carries out procedure.

. Ensures strict application ol task sharing and good crew communications.o Makes appropriate decision according to outcome of relight attempt.

M. KEY POINTS

A MAIN

| . Memory items : CONT - RELIGHT - RAT - clock - Speed 260 KT.. Monitoring of flight path and paramelers.. Choice of optimum speed.. Request the right paper C/L.. Situational awareness.

30 NOV 96/REV 1813BFG1O

13 - A70Page:1-1

4310/300€00

Chatvi AP45

A'RBUS 'NDUSTR'E

TAhdf.!t'l/e & FWht Ory'E/tbns g{iop,il Dttbtn Vl


. POWER PI.ANT.

BOTH ENGTNE FrAME OUT (END)


B. SECONDARY

r Aircratl status.. Use of stopwatch.o Relight monitoring and system recovery.r Minimum RAT speed.. Communications (ATC, transponder, cabin).. Related consequences (Pressuration, forced landing, ditching...).

C. COMMON ERRORS

r lncorrect speed choice and lack of monitoring.o Confusion with BOTH ENGINE GENERATOR FAULT.. Lack of situational awareness.r Misuse of APU.. Engine relight not monitored (stopwatch/parameters).r Lack of communication.. No use of engine restart in llight paper C/L after APU start.


. ldentify the failure : move the throilles and check engine parameters.o With standby GEN remaining : EGT.N1.

cMl

o Between FL 200 and FL 100 start APU (to restart with starter assistance)

APU GEN AVAILABLE set electric pump on to restore GREEN HYD. PRESS

APU GEN NOT AVAILABLE l-Al.lD RECOVERY ONSI3TS/FLAPS operating time increasesAPP config F 15o Vref + 25' (stall margin)RAT usable above 140 Kt

o Rudder Travel and PITCH FEEL in low speed.. Touch down with mini V/S.

PFDNDFMS

3T MAF 96/REV 17l3BFG'O

4310/300.600 13.470Page:1-2

Chatvi AP45

AIRBUS INDUSTRIEt$hg

A310/300.600 FLIGHT CREW TRAINING MANUAL13. ABNORMAL OPEHATIONS BRIEFINGS

- POWER PLANT.

ENGINE RESTART IN FLIGHT

01 - GENERAL

Biefing duntion.' 10 minutes

Doc references : - QRH 12.03 (Engine restart in flight)- FCOM 2.05.70 p. 3 (Engine reslart in flight and Limitations)


. To make valid decision to attempt restart in flight.

. To perform correct engine restart procedure.


. Uses all available information to make a decision to attempt an engine restart in flight.

. Applies correct engine restart procedure and respects all related limitations.

. Ensures correct task sharing and good crew communicataons.

04. KEY POINTS

A. MAIN

e Factors influencing decision to attempt restart.

| . Engine re$art in llight procedure (windmiling and s{arter assisted).I o Restart envelope and limitations.

. Task sharing and actions requiring crew confirmation.

B. SECONDARY

. Systems to restore or engine shul down procedure.

30 NOV96/REV 1813BFG11

t3 - 470Page:2-1

4310/300€00

Chatvi AP45

A,RB!/S INDUSIRIE TTAtuffihg A FW Qpie,rlc/lb'lr St pNrt U*bn Y/,


. POWER PLANT -

ENGINE RESTART IN FLIGHT (END)


C. COMMON ERRORS

. Reslart attempt made without checking engine parameters.o Actions requiring creur confirmation not cross checked during redart (e.9. Eng Ma$er

bn" or 'bff').e No timing for light+rp or engine draining.o Procedure initiated at inappropriate time in relation to position and actual ntorkload.

05 . SI'PPLEMENTARY INFORMATION

| . Take the decision to reslart the engine when reaching, on the STATUS page PROC : SingleI Engine Operation, if the reason of engine failure is known (no damage of course).

. Monitor EGT.

. Do not hesitate to use the APU as electrical supply and even {or starter assistance.

30 NOV96/REV 1813BFG11

13 - 470Page:.2- 2

4310/300-600

Chatvi AP45

AIRBUS INDUSTRIEI'.ghhg &, Fngfi Operc/tbns gppot Di/bbn

A3101300-600 FLIGHT CREW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS

- ENGINE FAILURE -

FIRE AFTER V1

01 . GENERAL

Briefing duration ; 30 minutes

Doc references : - QRH 4.01 (ENG. FIRE)- QRH 12.02 (S/E OPS)- QRH 12.03 (ENG FAIL)- QRH 12.04 (STALL-OVERLTMTT)- QRH 12.06 (OrL)- FCOM 2.02.01 p. 24 (Recommandation FOB T/O)- FCOM 2.04.26 p. 1 (FlnE)- FCOM 2.05.70 p. 1 (SIEOPS)- i l " p. 2(FAIL)- n " p. 3(STALL)- x " p. 4(O\ERLIMIT)- ' " p. 5(OlL)-

u " p. 10 (ENc, FAIL ON T/O)- FOOM 1.10.30 p. 6 (SIDESLIP)- FCOM 1.1s.40 p. aB (ENGINE OUT PROCEDURES)


r To recognize engine failure or fire warnings or symptoms and take correct actions tomaintain a safe trajectory.

. To perform correct standard engine fail or fire after V1 procedure.


r Makes correct decision to continue the take-off.r Ensures minimum deviation from runway centerline.. Establishes correct pitch attitude at rotation with wings level and SIDESLIP centered.. Follows flight director accurately and ensures FCU selections.. Adheres to engine-out profile correctly and ensures SID or ATC instructions followed.. Respects task sharing and ECAM procedures requirements.. Smooth handling to optimize ACFT performances.

31 MAR 96IREV 17138FGOl

13 - 470Page:3-1

4310/300-600

Chatvi AP45

AIRBUS INDUSTRIEfte'th:@ e FMtn c.4,ero/tbns tuppotD Alon



. ENGINE FAILURE.

F|RE AFTER Vl (CONT'D)

04 . KEY POINTS

A. MAIN

I . STOP or GO decision making.. Aircraft control on the ground and at rotation (roll control and sideslip).. Pitch attitude and speed conlrol.o Specific task sharing procedures as per QRH 0.00.. ECAM actions - Confirmation of non-reversible items.

, . Engineout Profile.| . Safe*y altitude for EGAM action (400 AGL min.).

B. SECONDARY

. I/P engagement / Rudder trim.

. EOSID activation.

. Availability and use of TOGA.r FD roll limit below green dot speed. - Clean conf.. Keep ATC advised.

C. COMMON ERRORS

. Over rotation to high pitch attitude in case of loss of thrust.

. Sideslip not fully centered.

. Wings not maintained level.

. ECAM non-reversible actions carried out withoul proper crew confirmation.

. SID or ATC instructions not accurately followed.

. Lack of task sharing discipline during manual flight (FCU actions).

. Scanning difficulties.

. Navigation disregarded.

. Low situational awareness.

. Getting behind the ACFT.r Alterating the normal climb path before an effective THR. reduction (ie: FIRE).. Delaying actions.


13 -470Page:3-2

A310/300-600

Chatvi AP45

AIRBI/.S INDUSTRIE TAhoh'rg & FMht @e'lo/tbns Wpoil D ttslon V



. ENGINE FAILURE -

F|RE AFTER Vl (CONT',D)


GENEML RULE

, No action, except continuous relight, must be taken below 400 ft AGL, the flight path fullyI controlled, and command is given by the PF.

A. AIRCRAFT HANDLING

a. Engine loss of thrust on Airbus is characterized by :

. Slow thrust decrease. On these engines, mos{ of the thrust is provided by the "FAN"which has very high inertia. After an engine shut-down, the fan slows downprogressively.

. The assymetry occuring slowly.

. Difficult lateral control if corrective rudder action is not progressive. The roll inducedby lhe ailerons and the roll induced by the rudder can lead to oscillations.

. Increase in drag due to spoiler deflection if ailerons are not neutral (fonction of a/cspeed and configuration).

b. Consequently, the following rules must be remembered for an engine failure :

. Do not apply rough correction with rudder, but a steady and large input to hold astraight flight path (zero yaw).

. Laleral acceleration index on PFD is equivalent to the "ball" on previous aircraft andits displacement relative to the triangular bank index indicates lateral acceleration.

It is important to note that for optimum performance the control wheel should bekept neutral : adjust rudder so that control wheel is neutral :- il control wheel deflected same way as rudder, more

rudder needed,- if control wheel deflected opposite to rudder, less rudder needed.


13 - 470Page:3-3

4310/300-600

Chatvi AP45

A!#F,H?JNRffiRIE@A310/300.600 FLIGHT CREW TRAINING MANUAL


. ENGINE FAILURE -

FIRE AFTER V1 (CONT'D)

05 - SUPPLEMENTARY TNFORMATTONS (CONT'D)

A ATRCRAFT HANDL|NG (END)

SPEED

Targets : Side S|if[rPitch 10 lo 12o V2 minimumAilerons neutralAlways remain in coordinated flightCorrect HDG as necessaryRetrimming is very importantNo AP until ACFT stable + trimmedDo not chase FD bars until stable

. Trim as desiredThe aircraft will then be slightty banked towards live engine, and the tateralacceleration inde; will also be slightly displaced towards live engine. Al normaloperationg speeds this bank angle will Oe negtigibte.

c. Handling tips

lf engine fails before rotation : normal lifi oli to a maximum pitch of 12.f.a.Scanning to stabilize flight path

SIDE SLIP

IPITCH

IHEADING

31 MAR 96/REV T7lSBFGOl 13 - A70

Page:3-44310/300€oo

Chatvi AP45

AIRBUS 'NDUSIRE

T7Ahdntrg e FEM qerotbru 9ipport Ovbbn V

A310/300-600 FLIGHT CF.EW TRAINING MANUAL13. ABNORMAL OPERATIONS BRIEFINGS

. ENGINE FAILURE.



B. PBOCEDURE

a. SRS is used : Follow the SBS bar in either of the following cases :

o lf lhe engine failure occurs below V2, it will acquire and maintain V2 speed set inATS.

o lf engine failure occurs with a speed higher than V2, SRS bar will maintain thisspeed.

SRS not available : lf the lailure occurs before reaching V2, rotate at VR to the 12"spitch attitude ; it is the attitude enabling V2 to be acquired. In order to maintain VZ,a further pitch attitude adjustment will be required. It the failure occurs after Y2 :maintain the speed.

b. Thrust

Must be monitored by PNF : it is one of his primary duties,FLX T.O. thrus is the minimum thrust value for SINGLE ENGINE CLIMB OUT.At PF discretion, TOGA thru$ may be set to improve performance.

NOTE 1 : Max throttle tever angte corresponds to T.O. or G.A. power (or MGTfunction of press alt & mach)

NOTE 2 : When FLEX T.O. is selected on TRp :- MAX T.O. rhrug is displayed in the THR LtMtT window ot rhe THp- FLX T.O. thrusr is displayed in the TARGET window of the TRp

NOTE 3 : Continuous relight (mosily to secure the live engine)

c. At positive climb, catled out by PNF (confirm on either radio or baro altimeter)

PF - calls out GEAR Up - bank 15cPNF - retracts landing gear

31 MAR 96/REV 17l3BF@r

13 - A70Page :3 - 5

4310/300-600

Chatvi AP45

AIRBI'S INDI/.STRIE hl'dfrhe t FWN Opetdtbl69@|pott Dlvlsion Vl



. ENGINE FAILURE.



B. PROCEpURE (CONTD)

d. When flight path is tully controlled and not below 400 ft

PF may request IMMEDIATE ACTIONS or adequate abnormal or emergency procedure(refer to page 3C).NO HURRY TO SHUT.DO\^/I{ fiE ENGINE.As first priority, PF must concentrate on maintaining the desired flight path ; whenflight path is tully controlled and if applicable, he shouH retard the throttle of aflectedengine, with PNF CONFIRMATION.

e. When reaching the acceleration altitude : select ALT HLD mode

FMA display will be sPD | rur I nocirs I roor NAV

Maantain altitude and retract flaps and slats at conventional speeds (F for flaps and Sfor slats).

When slats are selected ZERO the ENGINE OUT OPERATING SPEED (green dot) isdiqlayed on PFD.

l. Permitted bank angles

With one engine out during climb out at V2, a bank up to a maximum of 15" can beused.This applies also during the acceleration phase from V2 to "O" speed.

lf flaps 15" configuration is maintained, to apply a bank of 30" reguires to accelerate(at leasl) to "F speed.

It S 15'/F 0" configuration is maintained, to apply a bank of 30" requires to accelerate(at least) to 'S" geed.

In clean configuration, the recommended +eed one engine out is 'O' (engine outoperating speed) since it corresponds to the final take off speed or best lift over dragratio. lt allows a normal bank of 30".

30 NOV 96/REV t813BFGO1

13 -A70Page:3-5

A3'lO/300€OO

Chatvi AP45

AIRBUS NDUSTRE TlAfugfrhg & FWht Oc€tdtb|E9..9iDtr/n Dvtsbn Y,',


. ENGINE FAILURE.

F|RE AFTER V1 (CONT'D)


B. PROCEpUBE (END)

g. At green dot

PNF: -selectsLWCHSPD engage in AP

- selects "O" GREEN DOT speed- selects MCT- FMC display wil lbe :

rHR lseo lxoors FD| | oRNAVIALTI

End ol acceleralion would normally be on reaching 'GREEN DOT' it continuingen-route, or on reaching VunH for the appropriate configuration if returning for animmediate landing.

h. Abnormal or emergency check-list

lf not perlormed after 400 feet - function of type of engine failure (refer to next page).

31 MAR 96/REV 1713BF@1

t3 - A70Page:3-7

A310/300€00

Chatvi AP45

A'RBUS INDUSTRIEtrohhg e Fbht @td/tb^s g4,iDp,n DNEil)tr,


. ENGINE FALURE.



C. CHECK LIST REAOING FUNCT1ON OF VARIOUS CASES OF FAILURE

FAILURE

PROCEDURE

IMMEDIATEACTTON (S)

NOT BELOW4OO'AtlD FLIGHT PATH

FULLY CONTROLLEDAT PF COMMAND

CHECK LISTTO BECALLED AFTERACCELERATION

ENG. OVERLIMIT MONITOR THR LEVER BELOWLIMIT

1) CONT1NUE ECAi/uniilTeachino-STATUS PAGE(lf applicable)orENG. RELIGHTC/L

2) AFTER TME-OFF'c7r-

3) READ STATUSorENG. RELIGHTC/L

ENGINE FAILURElF or WITH

II

CONTROL AIRCRAFT

CONT. RELIGHT(SETor CHECK)

MoNTTOB ENGTNESII

CAT{CELMASTER

WARNING(or CAUTION)

WHEN FLIGHT PATHSTABILISED

TOGA MAY BESELECTED

FOLLOW ECAMUNTIL

FUEL LEVER: OFFor

lSTAGENT:DISH(lf applicable)

ENGINE DAI,IAGEENGINE FIRE

FOLLOW ECAI,iUNTlL

2nd AGENT: DISH(lf applicable)

OIL LO PRESS

FOLLOW ECAMUNTlL

FUEL LEVER : OFF(lf applicable)

ENGINE STALL AIRCMFTCONTROLMONITOR ENGINE

POSIT1VELY IDENTIFYAFFECTED ENGINEthen : THR LEVER

IDLEIF STALL

CONTINUES:ENG. STALL C/L

. AFTER T/O C/L THEN

. ENG. STALL C/L

31 MAB 96/REV 17tSBF@1

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AIRBUS INDUSTRIETraining & Flight Opeqttonsg)ppott Divisbn


13 . ABNORMAL OPERATIONS BRIEFINGS

- ENGINE FAILURE -



D. PBOFILE

ACCELERATIONAND

CLEAN UP

At accel. alt.- Check speed for accel.- Alt hold.

l l l

I

lPRrMARyllncrrorus I

SECONDARYACTIONS

- LVL/CH- Set "0" speed- MCT- Bank normal- One pack- NAV is available- Continue ECAM actiontill slatus

- When reaching status. APU start. After T/O C/L. Single ENG. OP.. Restart or not ?

- Reads status

- Announce- Cancel warning- Gear up- TOGA if nec.- Continuous

relight- Bank 15- NAV or HDG/S

Bank 15 notavailable in NAV

.400' AGL

ECAM action

Fuel lever olforagent dischif necessaryorthrust belowthreshold

Be{ore status or QRH

- Start APU- After TlO CIL

r Then decide whether to restart if applicable, go into status or go to QBH.

30 NOV 96/REV'!8138FGo1 (13BFGol o.PCX)

t . l

Page- A703-9

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AIRBUS INDUSTRIE {74tdthg t FhN Opatutbw g.prt Dturlon Y/

A310/300.600 FLIGHT CREW THAINING MANUAL13 . ABNORMAL OPERATIONS BRIEFINGS

05 - SUPPLEMENTARY TNFORMATTONS (CONT'O)

- ENGINE FAILURE.


ENGINE FAILURE AFTER V1ENGINE OPERATION AT MAX. T.O. THRUST IS

LIMITED TO 1O MIMUTES

I

O SELECT ALTr (PRESET SPEED

. , IS I}IE NEW TARGET)O' ts ' I

' I

I

I

t A@ELERANON

I. SELECT LVL/CHI

. S€L€CT 1GRE€N OOTt SFEED

I. SELECT MCT

*9rAs cRoss chEcxOOI{IROL TO NEUTRAL CDI'IINUE ECA,,

UNNL STAruSrlts TrO CA

*ogryECAI,| ACT|Oil

- 2nd A00t t*€h.

o. fuel Ldr OFFFLAPSo'

SLATSo.

FI-{-'nm

- AtvL. ATC

COil', RELIGH'

roce on pr a9,Er

*^l"**'1iot tE to sRs PtrcH(o. 125'lF NO sRS)

SAA,|E PROCEDURE EXCEPY THA'Tr5. 8A'.IX LIMIT UP TO.GREEN OOT' SPEEO (4 AS

PgBUSHEO IN RTOLW CHARTS)

ffi

/nf i lsPolNAVl I FDt\I lAlT | | lcMo'r I

31 MAR 96/REV 17138F@1

13 - 470Page:3-10

4310/300400

Chatvi AP45

A,IRBUS 'NDUSTR/E

ftAha/nhg & FEn O€ntbrs 9.ppn Dtuts,a Yl/

A310/300.600 FLIGHT CF.EW TRAINING MANUAL13. ABNORMAL OPERATIONS BRIEFINGS

. ENGINE FAILURE -

F|RE AFTER V1 (END)

os - SUPPLEMENTARY TNFORMATTONS (END)

sET 250 Kt

SET ALT

SELECT TWCII

SELECT'GREEN OOT

SELECT MCTSELECT @ AROUNO ALIIUD€

TO G/AALTITUOE

A@EL HEIGHT .6.*^-4""%

IF A TURNTO BE MADE

ENGAGE HOG SEL{AND LIMIT AANX-ANGLE tO r5.)ECAI' ACNON

- AO/|SE ATC.- C-'.TT. RELIGHT,

- o15' ,

,"*l*lt"l lJs'\ffi/ *ol rr}{o | | For\I I lcIr 2l cHD' \

,6dlco ^R"*"i-T6),,| | ^ l r I loror l

.GREEN OOT.rp€d

,f;];;;ffirT;1,,I I Arr I lcMol l

FTT*T-I$'\

fT{x"T_Ia\

31 MAR 96/REV 1713BF@1

13 - A70Page:3-11

4310/300€00

Chatvi AP45

AIRBUS INDUSTRIE T7Ahohhg & Flight gpE.to/tbnsgJprr,tt Divisbl Y/,

A310/300.600 FUGHT CREW TRAINING MANUAL13 - ABNORMAL OPERATIONS BRIEFINGS


31 MAR 96/REV 17138FGO1

13 . A70Page:3-12

4310/300-600

Chatvi AP45

AIRBUS 'ND'/.STR//E

T7A

A310/300-600 FLIGHT CREW TRAINING MANUAL13 - ABNORMAL OPERANONS BRIEFINGS

ENGINE ABNORMAL STARTS

01 . GENERAL


Doc references : - QRH 12.08 -+ 16 (abnormal starts)- FCOM 1.17.60 (ignition and starting)- FCOM 1.17.70 (indicating)- FCOM 2.0'1.04 (limitations)- FCOM 2.02.17 (power plant)


o To carrv out the correct QRH actions in the event of an abnormal start.. To know engine start limitations and restrictions.


. Knows starter and engine limitations.

. Applies correct QRH procedure according to fault condition.r ldentify fault.

04 - KEY POINTS

A. MAIN

r Start fault QRH procedures.. Engine/starter limitations.. Tailpipe fire.r Memory items : abnormal slart indications.

B. SECONDABY

o lmmediate actions in case of hot start or start valve fails to close.


13 - A70Page:6-1

43r0/300.600

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AIRBUS 'NDUSTR'E

IIAhojnhg & FIgffi @'E/tbns Svtr|ptt Dffibn V/


ENGTNE ABNORMAL STARTS (END)

04. KEY POTNTS (END)

C. COMMON ERRORS

. Instinctive Engine Master switch cut off.

. QRH procedure not followed precisely.r No or incorrecl timing during start.o Starter limitations not known.. Engine limitations not known.o Misidentitying the fault.

05 - SUPPLEMENTARY INFORMATION

PROCEDURE

A. START FAULTS

. PF or PNF announces fault.

. Both identify.

. PF takes or orders immediate actions in case of hot start or start valve fails to close.

. PF calls for ORH.

. PNF reads and does.

B. UNUSUAL STARTS (ie : on battery, X-bleed etc...)

o PF calls for QRH.r PNF reads to review.. PNF reads and does.

31 MAR 96/REV 17138FGO7

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A310/300-600

Chatvi AP45

AIRBUS //NDUSTRIE TiAhdf*V e. FWfi qp€ir'bns gJ&p,orl Dlvffin Yl


N.l APPROACH / LANDING / GO AROUND

01 . GENERAL

Brieting duation: 20 minutes

Doc reference : - QRH 12.02- FCOM 2.02.01 p.24 (recommendations)- FCOM 2.05.70 p. 10 (ENG)- FCOM 2.14.20 p. 1, 2,3/4 (approach climb requirenrents)


r To smoothly and srccessfully achieve any required approach flight path followedby landing or go around while dealing with N-l contingencies.


. Ensrres standard task sharing procedures applied and appropriate modes selected onFCU.

o Ensures aircraft configured in accordance with the procedure corresponding to the typeof approach flown (TGA/N-l).

. Enstrres approach fbwn within standard deviation limits for instrument approach.

. At DA or MDA, makes timely and correct decision to continue, land or go around.o Performs appropriate go around procedurer Maneuver out come never in doubt.

04. KEY POINTS

A MAIN

t -I . Procedures fror approach and landing N-1.

r Approach/climb performance requirements (TGA).. For approach CiL items performed before slats extension.. Go around profile as N-1 T/O profile (mostly il failure during Cr/A).o N-1 handling techniques (cf : brief. notes eng. lail).

30 NOV96/REV 1813BFCO6

13 - A70Page:8-1

4310/30G600

Chatvi AP45

AIREUS INDUSTRIE ftAtrohhg t f&ht Opemtbw 9.pport Dtvf,on V


N-1 APPROACH / LANDTNG / GO AROUND (CONT',D)

04 - KEY POINTS (END)

B. SECONDARY

. STD deviation call outs.

. 'Transparency" ol A/THR syslem : levers can be overriden with A/THR active,

C. COMMON EBRORS

. Over control wilh N-1.r Exceeding standard deviation limits.o Untimely selection of landing configuration.. LDG gear forgotten on go around.. Pitch attitude out of control on go around.. Low situational awareness due to handling difficulties.. Go around track not tollowed.r Missing N-1 acceleration altitude.. Afier TlO ClL.r Not enough anticipation for SPD, HDG, attitude or attitude changes.


A GENEML

Procedures for approach and landing on one engine are the same as with two engines,except :

L Abnormal C.L. 'Single engine operation" has to be performed belore "Approach" C.L.,which means :. Landing configuration is determined according to the approach/climb requirements

(see note).

. Vnpp is delermined accordingly and set on the STDBY ASl.

. Landing length requirements are checked : refer to LAIIDING DISTA ICES page atthe end of paper C/L or QRH.

NOTE : For approach/climb requirements, refer to FCOM 2.14.20. In the RTOLWcolumn TGA, you tind the G.A. llaps setting for a maximum OAT called TGAll this temperature is exceeded, the G.A flaps setting should be decreased byone slep.


13 - 470Page:8-2

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AIRBUS 'NDI'STRIE

ftAhorth9 e Flighl @tdtb^s St 9|po//, DMsb^ Yt,


N-l APPROACH / rsNDtNG / GO AROUND (CONT'D)


A GENEML (END)

NOTE tff ffirJt3^configuration

is always one more step of flaps lhan the G.A.

The CM2 will write on the Landing Data Card : '1. TGA - 2. Land.Conf. - 3. EPFYN1 GA.

2. Electrical power : one generalor is lost. APU may be started, APU generator is connected.

3. Hvdraulic : One sys;tem (blue or yellow) is losl, 1 green pump is lost.Blue or yellow system will be secured for approach, using electrical pumps andassociated PTU. lf not, apply landing distance correction for SPLRS.

4. Power settinq on the operating engine is approxim ately 20 % higher than on a twoengine approach.

5. In case of an automatic approach on one engine :Trim the a/c belore engaging the AP.

6. Engine bleed use APU bleed air if possible (# 1 lire handle).

7. Rudder trim : There is no problem in keeping the rudder lrim in its approach settingtor the landing and this help in case ol GO AROUND. After touch down, the pilot needsto apply a slightly increased rudder force to keep the aircraft slraight or to zero therudder trim at touch down.

8. Reverser of the operating engine will be used as normal.

B. STAI{DARD APPROACH DEMANON CALL OUTS

PNF will call out the following conditions during final approach.

1. "SPEED" when SPD < VAPP-S or > VAPP+ 10.2. "SINK'rate when VS > - 1000 F?MN.3. tsAtll( when bank > 7.4. "PITCH'when pitch aflitude < 0o or > + 104.5. "LOC" or lGLlDE" when localizer or glide slope deviation is more than 1 DOT.6. rcOURSE" when VOF CDI 112 DOT or ADF greater than 5o deviation.7. 'tlDG" when deviation greater than 5 degrees ol a selected heading.

3T MAR 96/REV 17r3BF@s

13 - 470Page :8 - 3

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AIRBUS INDUSTRIE hTtohhg & mgff Ope|,c/tlons Uppott Divisbn Y//


13 . ABNORMAL OPERATIONS BRIEFINGS

N-l APPROACH / I-ANDTNG / GO AROUND (CONT'D)


C. GO AROUND PROFILE

"F'-F0 "S"-S0

GO AROUND/FLAPS,GEAR UqHDG/S.BANK 15.

i Acc. ALrruDE LEVEUCHANGE.

"0" SET.MCT.BANK NORMAL,NAV AVAILABLE.

- SET 250 or "0i + 20. ALT HOLD.

o Initial pitch 12"5 (VAPP or VLS minimum).o When ACFT stable + FD stable lollow SRS.. A/P can be engaged when ACFT trimmed and stable.

SINGLE ENGINE GO ABQUND (FD + A/THR engaged)

PF : - call out GO AROUND - FLAPS...- trigger go lever- follow SRS (or rotate to 12e5 if no SBS) or monitor if AP on

PNF : - check GA power set- adjust i{ necessary

CAUTION : ln case of single engine go around with EEC (P&W) or PMC (GE) off, PFinitiates power setting, PNF adjusts GA power (to avoid overshoot).

- FMA display will be

GO AROUNDALT

FD1DUAL (if AP) connected

a. Manual f l ight

THR

43't0/300-60030 Nov 96/REV 181 3BFGo6(1 3BFGO60. PGX)

13 - A70Page:B-4

Chatvi AP45

AIRBUS IND''STRIE fATtdftbrg & FWN Opedbnsg.ppot Dlvtbn Ql



N-1 APPROACH / LANDTNG / GO AROUND (CONT'D)


c. Go AROUND PROIILE (CONTD)

a. Manual flight (end)

- retract flaps one step at PF call out (max bank 15 during climb).- set gear up at PF call out (normal procedure) + HDG/S + BAIIK 15.

PF : - monitor speed (Vrpp minimum)

NOTE : lf a too high speed is selected on FCU, a minimum V/S ol 100 fVmn will bemaintained.

lf a too low speed is selected, VLS speed will be maintained, as minimum.

At accelentbn altitude :

PF : - call out 250 kt - ALT.

PNF : - set SPD : 250 kt- select ALT HLD mode - AP2 will disconnect (if APs in use)- FMA display will be

SPD I ALT FD1CMD1 (il AP) connected

-F:f laps0'-S:slats0o

NOTE : Permitted bank angles : refer to ENGTNE FAILUBES AFTER Vl.

At Grcen Dot :

PF : - call out LWCH - GREEN DOT SPEED - MCTPNF:-selectLWCH

- FMA display will be

THR SPD I HDG/S IFD1ALT CMD1 (if AP) connected

- set GREEN DOT +eed- select MCT

OR

NAV

30 NOV96/REV 1813BF@6

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AIRBUS INDUSTREl,/ofth€ t Ftght @ro//bns g&pot Otvlbn




c. qo ABoul|! PlollLE (coNTD)

b. Flight with AP

At the moment of the failure and according to engine, one AP may disconnect

PF : - follow the controls and is prepared to hold them

NOTE : - Do not switch off the AP- Do not try to override AP

Lottgitudirpl contrcl: the longitudinal mode is SRS, it allows to maintain :

Vrpp or the actual +eed if higher on single engine operation.

It is mandatory to follow up the pitch control during an automatic go around soas to be prepared to hold it in the event of total loss of AP.

bEnl: Bank is reduced to zero, then hoHing of the heading existing.

Yaw :The engine lailure compensation is provided through- lhe yaw damper (one ol its three functions is assistance to the AP in

case of engine failure).- the yaw channel of the autopilot.

Both compensations are added one to the other. Both are only available when the APis in CMD under certain conditions.

1. Yaw damper compensaiion :

- Rapid transient rudder de{lection proportional to the lateral acceleration- The compensation by the YAW DAI\,IPEBS is available as long as AP is engaged

in SRS mode, or GA mode. lts authority is limited lo 10o and it does not changethe pedal position,

31 MAF 96/REV 17t3BF@6

13 - 470Page:8-6

4310/300€00

Chatvi AP45

A,RBUS INDUSTRIE CAldilng e FW Qie/tr,'brs e.pptt Dtv$n Yr




C. GO AROUND PROFILE (CONTD)

b. Flight with AP (cont'd)

2. Yaw channel of the autopilot (available with slats extended)

Two lanes :- engine failure compensation : 15o rudder deflection coming when the engine

failure is detected.- automatic rudder dellection : to obtain and maintain a neutral position ol the

control wheel in lateral.- The yaw channel operataon is accompanied by movement of the pedals- Accordingly, afler an engine failure, a total loss of AP with rudder control free

during the go around will result in a strong yaw moment.- Likewise since the slats retraction to 0 cancels the yaw channel of the AP, this

manoalver will be accompanied by a yaw moment if the rudder control is free.

NOTE : - Engine faibre compensation is available when AP is engaged in either :- SRS or GA mode (lateral) before selection of an other longitudinal mode- LAND mode below 700 ft RA down to 30 ft.

- Automatic rudder dellection is available under any of the aboveconditions or with AP in any other CMD mode with bank less than 10oor greater than 30" except in Roll Out mode and LOC capiure whensupervisory override is used.

fr accelentbn altitude :

PNF : - set SPD : 250 kt- select ALT HLD mode

At F retract flaps

Al S retract slats

NOTE : - Before slats retraction hold the rudder pedals.- The yaw function of the AP will be lost at slats retraction - After slats

relraction, trim the rudder as in manualflight in order lo haveaileron control neutral.


13 - 470Page:8-7

A310/300-600

Chatvi AP45

AIRBUS INDUSTRIEluhhg t Fltgil ge,er'/b|,sluppott Otvtb^


N-l APPROACH / LANDTNG / GO AROUND (END)

05 - SUPPLEMENTARY TNFORMATTONS (END)

c. Go AROUND PROFTLE (END)

b. Flight with AP (end)

2. Yaw channel of the autopilot (available with slats out) (end)

At'GREEN DOT'ryeed :

PNF :-selectLWCH- set SPD: "GREEN DOT'- ser MCT.

31 MAR 96/BEV 17t38F@6

43l0/300-600 13 - A70Page:8-8

Chatvi AP45

AIRBUS NDUSTRIE hloining & Flbht @ro/tbnsS.tr|lp,tl Dtviston Yl


EMERGENCY DESCENT

01 - GENERAL


Doc references.' - QRH 2.01- FCOM 2.02.01 p. 18 and 19- FCOM 2.04.21 p. 1, 2.14.10


. Recognize the circumstances requiring the initiation of an emergency descent.

. To carry out the correct actions to achieve a safe descent at the maximum appropriaterate.

. Ensure awareness of minimum sale altitude.


. Oxygen mask on within 5 seconds and crew communications established immediately.

. Descent initiated without delay using correct sequence of actions according tocircumstances.

r Monitor trajectory and parameters throughout.. Level-ofl technique at selected altitude.

04 - KEY POINTS

A. MAIN

. Oxygen mask and crew communication before any other actions (use of headsetmandatory).

e Do not rush the procedure.. Each action on FCU should be immediately checked on FMA to ensure mode

engagement.. Mode change lrom MACH to SPEED is essential to maintain appropriate speed in case

of structural damage.. EOAM/check-list actions performed.r Control and monitoring of descent and level-ofi.

31 MAR 96/REV 17138FG13

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A,RBUS IND''STRIE ftAhdlth1 E, Ftght Qrllot bns C4prrltt Dffirln V/,


EM ERGENCY DESCENT (CONT'D)

o4 - KEY POTNTS (END)

B. COMMON ERRORS

. Rushed initiation of descent leading to incorrect speed selection.

. Headset not used.

. Recommended sequence of FCU actions not respected and not checked on FMA.r Initial altitude selection not below current altitude.. ALT knob pulled and turned at the same time and LWCH not engaged.. ALT knob pushed (reverting to 100' setting) : in fact, doing a PUSH/PULUTURN on ALT

knob.. FMA not checked and announced after each FCU selection.r Incorrect speed brake selection sequence.. Lack of speed control during descent in manual flight.. Lack of ATC communication/transponder code.o Incorrect leveloff technique.


PROCEDURE:

Main points (if rapid decompression, pressurization problem or structural damage) :

Orygen Mask.... . . . . . . . . . . .ONCrew Communication .........EstablishedEmergency Descent Initialize

1. HDG

o Push to synchronise if Nav mode engaged.o Pull to engage HDG/sel.. Turn to initialize the turn (right if no ahitude or navigation constraints).

2. ALT

r Turn to decrease the altitude.o LMJCH push to initialize the descent and cancel profile mode.

31 MAR 96/BEV 1713BFG13

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A310/30G600

Chatvi AP45

AIRBIIS INDI/.STRIE (Afuainhg A FEft qe,oltbna 9.plop,tt Dtttblon Y/



EM ERGENCY DESCENT (END)

0s - SUPPLEMENTARY TNFORMATION (END)

3.Sped

. Reverl to speed mode.

4. Thrust

o Throttle idle.

5. Speed brakes

. Fully extended.

6. Emer. desc. paper C/L.

. Two diflerent "Emergency Descent" are to be considered :

SmokePressurisationBomb on board

or no damage Structural damage

1) HD@sel

Start the descentoutside the AWY andtowards the diversionif necessary

1) HD@sel

lnitialize the descenloutside the AWYand, if necessary,towards ihe diversion.

2) ALT MEAor FL100 2) ALT MEAor FL100

3) Sped MmoA/mo 3) Speedbelow vibrations orto be able to controlthe flioht path.

4) Possibility to extend UG below 20000' toincrease the draq

2000'before MEAor FL 100.Speed brakes retracted and thrust adjustedto maintain the required sped (if ATHR wasdisenqaqed).

2000'before MEAor Fl- 100.Speed brakes and UG retracted. Mjusthrusi to maintain the more suitable geeddue lo the damaqe.

31 MAR 96/REV 17r3BFG13

13 - 480Page:3-3

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AIRBUS 'NDUSTR

El|oining & Fhght Opersfbns gppott Dtvbion




31 MAR 96/REV 17138FG13

13 - 480Page:3-4

1,310/300-600

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A'RBUS 'NDUSTRIE

(AItoinl/l€ & FWfi Ar€,ratbnsg,rp|wt D',d&h yly


ON GROUND EMERGENCY EVACUANON

01 - GENERAL

Briefing duration: 15 minutes

Doc references : - QRH 4.01 (ON GND ENG FIRE)- oRH 19.01 (ON GROUND EMEF/EVACUATION)- FCOM 2.02.01 p, 23 (Recommandation FOR T/O)- FCOM 2.o4.26 p. 1 (ON GND ENG FIRE)- FCOM 2.04.80 p. 3 (ON GND EMEF/EVACUATION)


. To recognize the situation requiring emergency evacuation.r To carU out the required actions without undue delay and following an established task

sharing.


o To initiate a safe evacuation in a timely and orderly manner.

04 . KEY POINTS

A. MAIN

. Calling for the proper check list actions.

. Communications.

B. SECONDARY

. Crew coordination.o Task sharing.. Crew support.

C. COMMON ERRORS

. Carrying the procedure by memory only (no C/L support).r Fushing the procedure leading to omissions (STRESS).e Too slow and uncertain.


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AIRBUS IND''STRIE TAhqfrhg &FWht O@rstbns&4rporf DMlon Y,


oN GROUND EMERGENCY EVACUATION (CONT'D)

05 - SUPPLEMENTARY INFORMATIONS

GENERAL

. This procedure can apply lollowing a rejected TIO or following a crash or is included inON GND ENG FIRE C/1.

. For reiected takmff procedure see BRIEFING NOTES.

A. PROCEDURES

a. No ENG. FIRE involved

CAPTAIN Fto

EVAC PREPAR. (rF REOUTRED)

LOCATE ON GROUNDEMEFVEVACUAT1ON C/I-

IF EVACUATIONREQUIRED

BEFORE LEAVING A/C

PARKING BRAKE

@-I EVAC C/L I

INFORM TOWER

CABIN CREWBATTERIES OFF

_ON GROUND EMERG/EVAC C/LFUEL LEVERS

30 NOV 96/REV't8l3BFC{3

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A,RBT.'S INDI'STR'E TAl/E,lhg e F$N cp€rr/tb|tr Sr.Fpott Dtvul Ytl


oN GROUND EMERGENCY EVACUATTON (CONT'D)


A PROCEDURES (CONTD)

a. No ENG. FIRE involved (end)

Rracuation

FUEL LEVERS Both fud levers must be set to OFF in order to preventa risk of passenger evacuation with a running engine.

CABIN CREW As soon as possible, alert cabin crew with PAannouncement.'ATTENTION CREW'"AT STATIONS"

EMERGENCYALERT TO 11 P.A. announcement :INITIATE THEEVACUATION

'THROUGH ......(LH/RH/BOTH) EXTSPASSENGER EVACUATION"

31 MAB 95/REV t7l3BF@3

then2") EVAC SIGNAL...... ON + HORN SHUT OFF

EVACUATION NOT P.A. Announcement : ''CABIN CREW A}.ID PASSENGERS KEEPREOUIRED YOUR SEATS".

INFORM TOWER Only \HFl is avaitabte on batrery,

BATTERIES OFF Batteries are set to OFF before leaving the aircraft (CAPT).At this slage the only equipment powered are the squib,the clocks and the EMERGENCY EXTlights by own 6Vbatteries(they la$ for 12 minutes provided fully charged).

. AGENT (ENG & APU) Agent should be discharged after crash or any severe aircraftdamage lor safety.

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AIRBUS INDUSTRIEfiokkg & F\ght Ope|olbnstuppott DMislon


oN GROUND EMEHGENCY EVACUATION (CONT'D)


A. PROCEpURES (CONTD)

- ITEMS DISPLAYED BY ECAM

b. On ground engine fire & evacuation

G0mm0ils CAPTAIT F/0

PHASE 1 : DECELERATION

. isroP-

THROTTLESIDLE'BFAKES/AUTO BRAKEATSREVERSERS

CANCELAUDIO

lcALLTowERl

GROUND SPOILERS (ECAM)AUTO BRAKELOCATE ON GND ENG. FIRE C/L

FUEL LEVER'FIRE HANDLE'1'' AGENT DISCH.'

It

CLoGK---=rJ_

IONGROUND I

eNcrlinnecn 30sec'

2- FUEL LEVER I2-AGENTDISCH.+

I

ICONTINUE C/L

FIREWARNINGDecision

PHASE2:FIREDRILL

PARKING BBAKE'

CABINCREW

A/C STOPPEDFOLLOWECAM

CONCERNED ENGINE

PHASE 3 : EVAG PREPARATIONa

I ENG. FIRE C/L I

EVACUATION REQUICONTINUE C/LINFORITI TOWER

CABIN CREW

BATTERIESOFF

USING C/LBMKLET

FIREWARNING PEBSISTSAFTER 30 sec.

FIRE CONFIRMED - MIN.15 SECONDS AFTER2NO AGENT DISCHARGED

BEFORE LEAVING A/C

30 Nov 96/REV 1e1 38FG03(1 3BFG030.CGM)

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AIRBIJS IND''STRIE (AIdlhg A Fbn Oof,.o/tbn6 SLD|D,.tt Dl*,on YJ/






b. On ground engine fire & evacualion (cont'd)

PHASEl- ' /CDECELEMNON

. lsrotl

CANCELAUDIO

THROTTLES IDLEBRAKES / AUTOBRME

REVERSERS

PARKING BRAKE

LOCATE ON GNDENG FIRE C/L

Following this call out, Captain takes over andperforms himself the stop actions.

May be cancelled by AUDIO CAI.ICEL p.b. located onthe pedestal.

Simultaneous actions :Use of Autobrake : A.rtobrake is set on MAX for take offto prevent any delay on brake application in case olrejected take off.

A/THR function is disengaged (ATS levers remain armed)by pressing ATS DISCONNECTp.b. or as soon asthrottlesare at idle position 5'.

The aircraft may be $opped using full reverse. lf sutficientlength still available at the end of the deceleration, it isprelerable to reduce reverse thrust passing 70 kt (or lASflucluations) lo avoid compressor stall.

NOTE : for P&W eng. 60% N1 can be maintainedtill bw +eed if required.

Musl be sel only when a/c tias come to a complete s1op.

It is recommended to open the C/L BOOKLET at this pagebefore T/O so as to be ready to continue the procedurewhen ECAlti is no more electrically supplied.

31 MAR 96/BEV 1713BF@3

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A'RBUS INDUSTREhotthg e FWn $|o bnr g.ppo,t Dll^lon



05 - SUPPLEMENTARY TNFOFMATTONS (CONT'D)


b. On ground engine fire & evacuation (cont'd)

PHASE 2 - FIRE DRILL perlormed with ECAII/

ECAI\4 ACTIONS

FUEL LEVER

rs aceHr DtscH.

CABIN CREW

PHASE 3 - EVACUAT]ON usins C/L BOOKET

ON GND ENGINEFIRE CA

ls called out by the CAPTAIN as soon as parkingbrake is set. F/O reads ECAlvl.

Only the fuel lever corresponding to the engineon fire is set to OFF so as to keep ECAlrl activated.Second fuel lever is set to OFF according to C/LBOOKLET.

The 1O sec. delay before discharging agent is notrequired on ground.

CAPTAIN alerts cabin crew as soon as possiblewith P.A. announcement :

.ATTENTION CREW'"ATSTATIONS"

CAPTAIN's call out as soon as AGENT 1 isdischarged (AS PER ECA[,]) and CABIN CREW alerted..

Check-list is read by CM2 from 2nd FUEL LEVER .....OFF unti l 2nd AGENT.... .DISCH (included).ll n ecessary i nterrompt check-lis1 to d ischargeagent No 2 when 30 sec. time elapsed.

31 MAR 96/REV 1713BF@3

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A31O/3OO-5OO FLIGHT CREW TRAINING MANUAL



0s - SUPPLEMENTARY INFORMATTONS (CONT'D)

A. PROCEpURES (CONTD)

b. On ground engine fire & evacuation (end)

EVACUATION REQUIREDCONT1NUE C/L

CABIN CREW

INFORM TOWER

BATTERY OFF

EVACUATION NOTREQUIRED

CAPTAIN willthen take the decision to callout:"EVACUATION REOUIRED CONTINUE C/L".Afier the second AGENT bottle has been discharged,the CAPTAIN must use any available means (lookingthrough the window - ground or tower information(puser's report .....) to confirm the status of thefire and to decide if evacuation is required. As far as firewarning only is concerned, a 15 seconds minimum delayafter discharge of the second agent is necessary lo confirmthe result of that action.

lf no positive confirmation can be made, then theCaptain should order the evacuation using :1") P.A. announcemements :

'TH ROUGH LH/RH............ EXT PASSENGER EVACUATI(then

2') EVAC S1GN41.... . . . . . . . . . . . . .ON + HORN SHUTOFF

Only VHF 1 is available on battery.NOTE : \Mren on battery only seats are manual

At this stage, the only equipment powered are the squib,the clocks and the EMERGENCY EXT lights by own6Vbatteries (they last lor 12'provided fully charged).

CAPT sets batteries to OFF prior lo leaving the aircraft.

NOTE : For CREW ASSIGNED AREAS, refer to ONGROUN D EM ERGENCY EVACUATION.

IF FIRE IS ATNNGUISHED :CAPT: lmmediate announcement through PA :

CABIN CREW AAID PASSENGERS KEEPYOUR SEATS"

CAPT : ADVICE ATC

STOP PROCEDURE

30 NOV96/REV 1813BF@3

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oN GROUND EMERGENCY EVACUATTON (END)

05 - SUPPLEMENTARY TNFORMATTONS (END)

A PROCEpURES (END)

c. Cockpit crew assigned areas

Aircnfr evacuation

- It it is NOT POSSIBLE to reach the passenger cabin :

The crew shall evacuate the l/C through the cockpit clearview windows by meansof the evacuation devices.

On ground, each crew member shall give assistance to the passengers in order todirect them away trom the aircraft.

- lf it is POSSIBLE to reach the passenger cabin :

CPT

- He shall be the laS person lo leave the cockpit, proceedsto the cabin and assisls in passenger evacuation, assituations dictate.

- He shall be the last person to leave the A/C, checks that allpersons have been evacuated.

- Evacuates the a/c through aft exit, il possible, or any othersuitable exit.

- On ground, he lakes command of operation until thearrival of the rescue units.

Fto

- He shall proceed to the cabin.

- Assisls in passenger evacuation as situation dictate.

- Evacuates the A/C through any suitable exit.

- Assists passengers on the ground and direct them awayfrom l/C.

31 MAR 95/REV 1713BF@s

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FCTM Chapter13 Abnormal-Emergency Operation Briefing

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Transcript of FCTM Chapter13 Abnormal-Emergency Operation Briefing