Airbus Sim Notes Updated 17 Jan 2021

Contents Airbus Sim Notes .................................................................................................................................................. 1

ECAM Handling ................................................................................................................................................ 2

Driftdown ......................................................................................................................................................... 3

EFATO ............................................................................................................................................................... 4

RTO Engine Fire ................................................................................................................................................ 5

Evacuation ........................................................................................................................................................ 6

Loss of Braking ................................................................................................................................................. 7

Emergency Descent ......................................................................................................................................... 7

Go-Arounds ...................................................................................................................................................... 8

Discontinued Approach Procedure .................................................................................................................. 8

TCAS ................................................................................................................................................................. 9

EGPWS.............................................................................................................................................................. 9

Upset Recovery ................................................................................................................................................ 9

Windshear ...................................................................................................................................................... 10

Abnormal V Alpha Prot .................................................................................................................................. 11

Unreliable Airspeed ....................................................................................................................................... 11

PBN Notes ...................................................................................................................................................... 12

RNP (AR) Notes .............................................................................................................................................. 13

NPA Notes ...................................................................................................................................................... 14

Lo Vis Notes .................................................................................................................................................... 16

Miscellaneous Tips ......................................................................................................................................... 17

ECAM Handling Normally PM reads ECAM failure title as soon as it appears. Then…

• Aviate – Assign PF & PM • Navigate – Check route ahead for MSA & Wx, slow down or take up a hold • Communicate – Attn crew at station, PAN / MAYDAY

PM PF Normally PM reads ECAM failure title as soon as it appears.

“Read ECAM”

Read failure title and confirm failure from all available resources.

Also read failure title and if satisfied with failure ID say “My radios, ECAM actions (or OEB)”

Read failure title again and action ECAM. When actions complete say “Clear (title)?”

When ready say “Clear (title)”

Read any “Land ASAP – red /amber” Acknowledge any Land ASAP State: “Secondary failures”, then read each affected system title in turn and using the system page and paraphrase the affected system (e.g. “Electrics, GEN 1 not available, GEN 2 supplying AC Bus 1 and 2”) and ask “Clear (title)?” after each section.

When ready respond “Clear (title)”

Offer “Status?” “Stop ECAM” Consider: • Resets – QRH 80.21 • Checklists – eg FCOM PRO-ABN

When ready say “Continue ECAM, Read STATUS” Action drills where possible, read precisely what is displayed and note any items for action later e.g. VAPP increments, manual gear extension.

Offer “Remove STATUS?” When ready say “Remove STATUS” “ECAM actions complete, my radios” DODAR

• Diagnose • Options – eg divert or continue? • Decide – Decide on your options • Assign tasks and Action – PF/PM, NITS • Review situation – Time & Fuel, Expanded

FCOM, MEL etc Comms

• PAN / MAYDAY (if not already done) • “Cabin crew normal operation” / NITS • PA to pax • ACARS to ICC

ADVISORIES:

An ECAM flashing advisory (eg CAB ALTITUDE flashing green on the ECAM CAB PRESS page and ADV box on the E/WD) is dealt with in the same way as an independent failure, however the advisory should be acknowledged by:

PM: “Advisory on (system eg Pressurisation)”

PF will request that PM reviews the system and states:

PF: “MY RADIOS - REFER TO QRH – ECAM ADVISORY CONDITIONS” (QRH 80.13)

Driftdown Immediate actions:

• As soon as the engine failure is recognised, the PF simultaneously: o Set all thrust levers to MCT and o Disconnect the A/THR (to avoid any thrust reduction).

Secondary actions:

• Select and pull an appropriate heading. • Then determine the EO recovery altitude. For Standard Strategy use REC MAX EO on PROG page. For

Obstacle Strategy use PERF-CRZ page) • ATC notify

If the A/C can’t maintain altitude:

• Select & pull either o green dot speed if Obstacle Strategy, or: o M0.78/300kts if Standard Strategy (this enables a windmill relight)

• Select EO recovery altitude and pull OPEN DES

When appropriate, PF calls for ECAM actions

When clear of obstacles revert to standard strategy (M0.78/300kts and REC MAX EO altitude)

When V/S <500 fpm, select V/S -500 fpm and A/THR ON.

EFATO Eng fails at/after V1, PM calls “Engine fire/failure” and cancels any aural alert.

Keep a/c straight with rudder then rotate slightly slower than normal towards 12.5°NU and follow SRS. Do not let speed drop below V2 or exceed V2+20. Read FMA.

PM calls “Positive climb”, PF responds “Gear up”.

Centralise beta target, apply (approx 15 secs of) rudder trim, when in trim…

Engage autopilot, pull HDG, select TOGA, read FMA. If non-standard EO consider activating secondary early.

At 400ft: PF calls “Read ECAM”. PM reads title e.g. “Engine 1 fail” and identifies failure from indications.

If PF agrees with the diagnosis, he calls “My radios, ECAM actions”.

PM carries out ECAM actions but PF makes the TL movements and confirms Eng masters and fire switches.

At the following criteria, PM calls “Engine secure”, PF calls “Stop ECAM”

• Flameout……Engine master off • Damage……..Fire switch pushed and agent 1 discharged • Fire…..………. Fire switch pushed and agent 1 (and 2 if necessary) discharged

At acceleration height: (usually 1000ft) push V/S to level off, accelerate, retract flap on schedule.

Make PAN/MAYDAY call, activate secondary flight plan and push NAV.

At green dot: pull OP CLB and select MCT. Above 1500ft follow STD Eng Fail procedure

Activate the approach to keep speed back at green dot at ALT*

PF calls “Continue ECAM”.

RTO Engine Fire Capt: takes control and calls “STOP”, Close thrust levers, select max reverse

F/O: Cancels alarm, calls “Reverse green” and “Decel”. Calls to ATC “EZY123 stopping”, 70kts

Capt: Sets parking brake, calls “Attention crew at stations”, “Read ECAM”

F/O: reads title e.g. “Engine 1 fire” and identifies failure from indications “Fire, fire” (reading captions)

If Capt agrees with the diagnosis, he calls “that’s confirmed” then “My radios, ECAM actions”

F/O carries out ECAM actions but Capt confirms Eng masters and fire switches, F/O calls “Engine secure”

Capt calls “Stop ECAM” after engine secure or if need to evacuate becomes apparent.

Evacuation Capt calls “Emergency evacuation checklist” then transmits “Mayday Mayday Mayday EZY1AB evacuating”

F/O reads and responds, the Capt also repeats the response and actions the comms items if necessary. The F/O actions the other items if necessary.

Note: the response to ∆P is usually “not required”

Note: AGENTS is a question and are not required to be discharged unless there are positive signs of fire. If required, the F/O discharges the agents on the Captains command.

Capt calls “Evacuate, unfasten your seat belts and get out” and presses the two EVAC buttons (command and horn shut off) above him.

F/O calls “Emergency evacuation checklist complete” and leaves the aircraft to supervise the evacuation from outside.

Loss of Braking The following drill is a memory item.

IF NO BRAKING AVAILABLE:

• Call “Loss of Braking” • 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

Emergency Descent Only initiate after positive confirmation that Cabin Alt and RoC are excessive and uncontrollable.

Initial actions:

• Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On • Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establish

Once the crew have communicated, the descent can be commenced. The Captain may assume the role of PF if appropriate. The PF will fly the aircraft while PM completes the QRH drill before actioning any ECAM procedures.

PF:

• Announce “Emergency descent” • PA “Cabin crew, standby for emergency descent” • Alt selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set lower altitude, pull • Hdg selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull, consider turning • Spd selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull, consider VMO • If A/THR not engaged: Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle • Once speed has increased: Speed brake . . . . . . . . . . . . . . . . . . . . . . . . . Full • ATC “Mayday, Mayday, Mayday, EZYxxxx, Emergency Descent, Standby”

PM:

• Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON • Eng mode sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IGN • ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm notified by PF • Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Consider 7700 • If cabin altitude >14000ft - Pax oxy masks . . . . . . . . . . . . . . . . . . . . Man On

After the above recall items are complete:

PF: “My radios, Emergency Descent checklist”

Go-Arounds PF:

• Call “GO AROUND FLAP” • Move the thrust levers to TOGA • Pitch up towards 15deg (12.5deg if OEI). • Read FMA, expect “MAN TOGA, SRS, NAV” or G/A TRK • Engage AP • Confirm or select NAV • You may bring thrust levers back to CLB detent, or FLEX/MCT if GA SOFT is installed, before accel alt

if on 2 engines to slow things down.

PM:

• Retract flap by one stage. • Call “POSITIVE CLIMB” (for PF to respond “GEAR UP”)

When the thrust reduction altitude has been reached the FMA will flash “LVR CLB” (assuming the thrust levers have not already been brought back to the CLB detent earlier), and when the acceleration altitude is reached, the speed target will change to 'green dot', as the design assumes that another approach will be flown following the Go-Around.

Acceleration and flap retraction is carried out in the normal way, by following the flight director and retracting the flap on schedule. (At F speed order Flap 1, at S speed order Flap 0)

After selecting TOGA / the go-around mode, the previously flown approach will be automatically strung into the F-PLN at the end of the missed approach procedure. The approach phase must be activated if another approach is to be flown.

NOTE: for single engine go-arounds, acceleration must not commence until reaching missed approach altitude.

Discontinued Approach Procedure The following instructions are applicable when a discontinued approach is required from at or above the FCU altitude, or where the aircraft is not configured to transition to SRS mode.

- Announce “CANCEL APPROACH” - To disarm any AP/FD approach mode, press APPR pb or LOC pb. - Select lateral mode as required (NAV or HDG). - Select vertical mode as required (level off or adjust V/S). - Select SPEED and adjust

If F-PLN has no destination anymore, perform a LAT REV at the last waypoint and redefine the destination in the NEW DEST field.

TCAS TA

“Traffic, traffic”

• Cover the side stick in anticipation of intervention but leave automatics engaged. • Call “TCAS, I have control.” Or “TCAS blue” if APTCAS is installed

RA (Non-APTCAS A/C only)

“Climb”, “Descend” etc.

• AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF • Call “TCAS, I have control. Flight directors off, autothrust SPEED” • FDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Both off • ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Notify “TCAS RA” • Pitch to maintain the green area on the V/S scale • If “Climb” or “Increase climb” is triggered on final approach, a go around must be flown. • Stall, GPWS or windshear warnings should be respected.

When “clear of conflict”:

• ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Notify “Clear of conflict, returning to . . .” • AP & FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Re-engage & ALT pull

EGPWS Warning: “Pull up” or “Terrain, terrain pull up” or “Terrain ahead, pull up” or “Obstacle ahead, pull up”

• Call “Pull up, TOGA” • AP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off • Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull up - use full backstick and hold • Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA • Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check retracted • Bank angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Wings level or adjust

Note:

1. For “Terrain ahead” a turning manoeuvre may be initiated if it is deemed the safest course of action.

2. If daylight VMC with all obstacles clearly in sight, the warning may be downgraded to a caution.

For cautions

• Correct flight path and/or configuration to silence caution.

Upset Recovery 1. IF disengaging the A/P: “I have control” Press & hold red take-over button 2. Consider PUSH 3. Consider ROLL 4. Consider THRUST 5. Stabilise

Windshear

Predictive (start of T/O to 1500ft): “Windshear ahead” or “Go around, windshear ahead”

During take-off run

• Abort take-off

Initial climb

• Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA • Call “Windshear TOGA” • AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Keep • SRS orders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Follow • Config may be changed if not in windshear • AP will disengage if req > prot.

During approach

• Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA • Call “Go around, flaps” • Carry out normal go-around • If positive verification is made that no hazard exists, the warning may be downgraded to a caution

Reactive (lift off to 1300ft): “Windshear, windshear, windshear”

Before V1

• Abort takeoff.

Above V1 or airborne

• Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA • Call “Windshear TOGA” • Reaching VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotate • AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Keep • SRS orders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Follow • Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Maintain

Note:

o AP will disengage if req > prot. o If FDs are not available, initial pitch attitude is 17 ½° o This should then be adjusted to minimize height loss. Full backstick can be used.

Abnormal V Alpha Prot • One ADR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Keep On • Two ADRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off (preferably 2+3 to keep L/G extn)

Unreliable Airspeed Memory items only required if safety is impacted – ie when climbing

• Call “Unreliable Airspeed” • AP/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off • A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off • Pitch/Thrust

o Below 1000ft………..15°/TOGA o 1000ft – FL100…….....10°/CLB o Above FL100……..........5°/CLB

• Flaps – maintain configuration, unless at flap full then retract to flap 3. • Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check retracted • L/G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up

When above MSA, level off for troubleshooting and refer to QRH

PBN Notes We can fly: RNAV Overlay NPAs, RNAV (GNSS) approaches with LNAV minima only (NPAs) and RNAV (GNSS) approaches with Baro-VNAV/LNAV minima (termed APV). Not RNAV (RNP) Approaches or any AR.

For RNAV-1 SIDs & STARs

You must brief:

• RNP value required (1.0nm) • Any requirements for specific navaids or GPS. If GNSS is required, carry out a RAIM check using the

PREDICTIVE GPS function on prog page of FMGC. • Cross-checking by PM of all constraints, fly-over waypoints, tracks and distances • Altimeter setting procedures (SID: FCU stop alt, STAR: Platform alt. And where to set STD/QNH)

If you lose GPS Primary, or dispatch without it, then you can continue with the SID but you must ensure that accuracy remains HIGH; if possible, use raw navaid information to cross-check the FM position. If navigation accuracy or altitude/speed constraints cannot be met for any reason, inform ATC straight away that you are “Unable RNAV” and request re-clearance.

RNAV Approaches

For overlay NPAs, you must:

• Have GPS Primary • Check that the FMGC database is current (It will be) • Select the approach from the database and make no modifications except missing speed or alt

constraints • Cross-check the lateral & vertical FMGS flight plan against the plate • Intercept the lateral & vertical trajectory before the final descent point • Use the CDFA technique

For overlay NPAs, if low-temperature corrections need to be applied to DA/eDA then you can still use managed lateral guidance (NAV mode) but you must revert to selected vertical guidance (FPA mode).

Expect minima printed as “LNAV”

For RNAV (GNSS) Approaches, all as for overlay NPAs except:

Temperature corrections need not be applied to the DA (“LNAV/VNAV”) for a fully managed approach, but the OAT must be above the minimum temperature stated on the plate

• If the OAT is below the minimum, or if no minimum temperature is stated and the OAT ≤0°C, then (as with an overlay NPA) you cannot use managed vertical guidance (“LNAV” only), so:

- use selected vertical guidance (FPA mode) - apply a low-temperature correction to the eDA, platform altitude, step-down altitudes, fixes and FPA - you can still use managed lateral guidance (NAV mode) - you must fly a stabilised approach (unless final approach segment >10nm)

Expect minima printed as “LNAV/VNAV”

RNP (AR) Notes FLIGHT PREPARATION

• Check a/c is approved in QRH – Ops Data – A/C Config Summary. • Check AUGUR RAIM GPS prediction from iPad – FMGC not acceptable if RNP <0.3 or mountains

DESCENT PREPARATION

• Minima below RNP 0.3 can be used if weather conditions require it. • Deselect NAVAIDS if advised by NOTAM’s or CCI guidance. • Vertical managed guidance must not be used if OAT < minimum temperature on the approach chart. • Below min temp use NAV/FPA with LNAV minima and a temp correction. • Some RNP(AR) approaches have wind limits. • Check F-PLN. If a TOO STEEP PATH is displayed after the FDP, FINAL APP guidance cannot be used.

Select another approach. • Insert the ref wpt or RWY threshold in the BRG/DIST field for position monitoring during approach.

DESCENT

• GPS PRIMARY must be available on both FMS. • Both GPS and both FMS must be available before the IAF. Thus, if one FMS is inoperative or if one

GPS is not in NAV before the IAF, RNP AR is not allowed. • Unless weather radar is required on one side, terrain should be displayed on both NDs.

INITIAL/APPROACH

• RNP VALUE on PROG page must correspond to the minima. Will need to change if <0.3 • Check discrepancy between altimeters. Maximum is 100 ft.

INTERMEDIATE/FINAL APPROACH

• Can use AP FD or FD but must use at least 1 AP if RNP < 0.3 NM • Check that the L/DEV scale is displayed on the PFD • Press APPR pb on FCU when cleared for the app and the Final Descent Point is ahead and in

managed DES.

At the Final Descent Point

• When FINAL APP engages set go-around altitude • Go-around must be initiated if excessive deviation occurs:

o – L/DEV reaches 1 RNP. Call “LAT DEV” at ½ dot o – V/DEV reaches 3/4 dot (=75ft). Call “V DEV” at ½ dot (=50ft)

AT ENTERED MINIMUM

• At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG pulses on the FMA to remind the flight crew that automatic landing is not available.

• From minima down to the MAP the FD provides an additional guidance. • After the MAP, disregard the FD as it reverts to HDG V/S. (no need to switch it off)

Systems failures occurring before IAF require a go-around to re-assess RNP AR capability.

Degraded Nav: Above 1000RA – Evaluate. Below 1000RA - go-around unless visual refs obtained.

NPA Notes

The table above provides Guidance Modes that may be used depending on the Approach Types.

Lo Vis Notes Need a take-off alternate within 320nm with Wx better than minima for expected type of approach.

Type of Approach Minima Required visual references Cat IIIb No DH No / 75m None Cat IIIb With DH 25ft / 75m 1 centreline light Cat IIIa 50ft / 200m 3 consecutive lights Cat II 100ft / 300m 3 consecutive lights and a lateral element LTS Cat I 200ft / 400/450m 3 consecutive lights and a lateral element Cat I 200ft / 550m Approach lights or runway lights or PAPIs

Sort out (ECAM/QRH, landing capability check, revise DH etc) any defect/downgrade by 1000ft or G/A

Any triple click below 1000ft -> G/A

Red autoland light –> G/A

Miscellaneous Tips

• When configuring, VLS is more critical than VFE, which in turn is more critical than manoeuvring speeds (S and F speeds). Both VLS and VFE are trustworthy with jammed flaps/slats.

• When configuring on approach, flaps do not begin to extend until CONF 2 is selected.

• Slat position does not change between CONF 2 and CONF 3.

• The AVIONICS SMOKE ECAM is non-standard. Do not run the procedure from the ECAM, use the QRH procedure instead.

• If both T/R are inop, do not select reverse after landing as engines will spool-up to reverse idle.

• When calculating Vapp, use Vls FULL flap (regardless of your ldg flap) + any correction + 5kts if using A/T

• The Engine Fire on the Ground procedure is non-standard. The FO must remember to mitigate the effects of loss of electrical power (which includes loss of ECAM and non-emergency lighting) before shutting down the second engine.

• In a high altitude overspeed, do not use full speedbrake as it takes 25s to restow. (risk of stall)

• Dual hydraulic failure fundamentals:

• You will always need to gravity extend the gear, so you will never be able to retract it on the go-around.

• If you only have blue, you lose the flaps; if you only have yellow, you lose the slats. The flaps/slats jammed procedure (including go-around modifications) is therefore incorporated into both these procedures.

• If you only have blue, the THS is frozen (think BLUE=COLD=FROZEN THS), so you need to go Direct Law late (at Conf 3, VAPP) to get neutral trimming of the elevators.

• If you only have yellow, you only have one elevator (think YELLOW=COWARDLY=Timid control response); combined with lack of slats this requires going Direct Law early (at 200kt) to improve pitch response.

• You are going to need a longish runway. Worst case is if you only have blue, since you have, at best, accumulator braking and you're coming in fast due to lack of flaps. Yellow is better since you have alternate braking, and it’s mainly about the lack of slats. If you have green, it’s not really all that bad.