A320 Notes

IR/ PPC STUDY GUIDE

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DISCLAIMER

As always there is, here’s a disclaimer – for no reason other than the fact that a Disclaimer makes a document look important and gives you a feeling that there is more at stake. s take. The only thing at stake here is you. Yes, you’re a thing and you feel like it when you enter the sim for your check ride. In that context, this is just an aide-de-memoir of sort and the FCOM and other publications remain the master reference or your studies. The references given here are true as of today, and the rate at which the publications change, you may need to re-check and cross-check the references and changes. Use this as a study guide and make your own additions/modificati additions/modifications. ons.















CONTENTS

Topic

Page No.

1.

Basic Concepts – Airbus Golden Rules

6

2.

Flow Chart For Handling Abnormals

9-11

3.

ECAM Handling

12

4.

Use Of Summaries

13

5.

Failures During Start

14-16

6.

Use Of MEL

17

7.

Failures during Taxy

18

8.

Reject Take Off

19-20

9.

Engine Failure > V1

21-22

10.

Windshear

23-25

11.

Reactive Windshear

26-27

12.

TCAS

28

13.

Hydraulics – Architecture & General Rules

29

14.

Flight Controls – Architecture

30

15.

Dual Hydraulic Failure (B+Y)

31

16.

Dual Hydraulic Failure (G+B)

32

17.

Dual Hydraulic Failure (G+Y)

33

18.

Dual FCU Fault

34

19.

Dual FMGC Fault

35

20.

Double RA Failure

36

21.

Emergency Descent

37

22.

IR Failure

38

23.

ADR Failure

39

24.

DME Arc – how to fly it (Raw Data)

40

25.

Basic flying tech – Raw Data

40-41

26.

Smoke Procedure

42-44

27.

Visual Circuit

44-45

28.

EGPWS

46-48

29.

Engine Failure in Cruise

49-51















IR/PPC

Before All. Make sure you are carrying all the documents with you including the previous PPC reports. Also have your flying hours since last check and total on type calculated. The latest rules require that you carry the last three IR/PPC forms with you.

A separate folder with fresh blank forms is a good idea to put up to the instructor. Also jot down the exercises conducted in the previous (two) IR/PPCs – a ready-reckoner for you since the same exercises are not to be conducted in successive simulator sessions. IMPORTANT to check who you are paired with. Bring to the notice of Pilots Training in advance if the pairing is not good (I mean, REALLY not good – else you’ll just be crying wolf!). The exercises are now grouped as A, B C & D. Keep a note of what you do in every PBS. Preparation.

Chair flying is a must. Read the logic behind actions of Abnormal Procedures Procedures Know Memory Items – line by line (some instructors love to ask stupid things such as – do you know how many notes are there in so and so ABN PRO/QRH) System Knowledge Prelims.

Be ready to do all the preliminary checks – some instructors make you do FULL cockpit preparation, checks and taxy out. It is a basic check of your awareness of procedures. Remember, you can use the QRH for the preliminary cockpit preparation.















AIRBUS GOLDEN RULES Basic Concepts

The four Golden Rules of Airbus (Yupp! Thats all – JUST FOUR GOLDEN RULES – not much to it) apply. It is a good idea to know these and know very well what these mean. The FCOM has a long explanation on the same. Here is an effort to translate the legalese to something more chewable:    

FLY/ NAVIGATE /COMMUNICATE – in sequence USE APPROPRIATE AUTOMATION READ/UNDERSTAND THE FMA TAKE ACTION IF THINGS DON ’T GO AS EXPECTED

FLY

The PRIMARY job is to fly the aircraft SAFELY – nothing can replace repl ace this priority. Hence it is the PF job to take over control of the aircraft and stabilise it. By stabilising, I mean, you take over control and assess as to what state the aircraft is in and does it need any special care in terms of getting it to (or retaining) a stabilised flight path. There may be a requirement to level off , turn (to avoid a Prohibited area probably), reduce/retain speed or a continued controlled climb (by adjusting the ROC), to ensure a safe margin above terrain. You may need to prioritise – fly first and handle the more critical aspects before jumping into the ECAM procedure (a mistake many of us do) A good example would be, what if you have a TCAS RA and an ECAM? A good idea here to ignore the ECAM for the time being till the RA has been cleared. All these form a part of the

‘FLY’ Golden Rule. And since it is the Airbus, a distant ancestor of AutoBots, it pays well to (at the first instance) assess as to what automation is available and USE IT so that the act of flying reduces to turning a few knobs rather than trying to hand-fly the machine and use up all your attention and effort in that only. Get the AP on, pull HDG if required and check what altitude you’re at and ask yourself – is it good? Or do I need to change it? If changing altitude, should I be using VS or OPEN modes?

NAVIGATE

In an effort to identify and handle the malfunction, do not lose track of where you are and where are you headed. Where you are is important because it will give you a fair idea as to the distance/time from the departure airport, the area around (terrain for example – which you would’ve covered in your departure briefing) and consequently the kind of support available (a certain difference if departure has been from VIDP or VERP). If you’re on an airway, are you in RVSM airspace? If yes, then that adds further considerations for your actions from that point onwards. So, Navigation is: Where am I? This will tell you what is going to happen next – how far are you from the departure/arrival airfield and how long will it take to get back and hence which is a better choice. While these are long term decisions, short term awareness would involve knowing















Where to next ? This decision can be taken in a progressive manner only as the full extent of the malfunction will not be instantly visible to you. And how much time do I need to get there – this also could be a critical deciding factor. How to get there ? Selection of navaids, and recovery methods (radar vectoring vs following a STAR or setting up a hold) etc etc – the choice are probably infinite.

COMMUNICATE

Communicate to the Crew Member(s) and ATC, Company and Passengers at the appropriate times. The operative word is ‘at the appropriate times’ – we will talk about this in the ECAM handling section. Communication needs to be effective and enhance SA. Use STANDARD PHRASEOLOGY and APPLICABLE CALLOUTS. -

-

Between PF and PM – Standard callouts (FCOM PRO-NOR-SOP-90) Between Flt Crew and ATC – Think and plan before you transmit your plan. In the following sequence – Situation, Intention, AssitanceReq, Any Special Handling. Also do not forget to revise your status with ATC for example, CANCEL MAYDAY. Between Flt Crew and Cabin Crew – Use of NITES – less words, and get a readback from from the Lead. Between Flt Crew and Passengers – choice of words so as not to cause a panic – “...due to technical difficulties difficulties/weather conditions” could be appropriate phrases. Between Flt Crew and Grd Crew/Company – Use of ACARS if airborne USE APPROPRIATE AUTOMATION

Automation will take a fair amount of loadoff the back of the flight crew. It would always be preferable to use automation. Some failures, cause the automation levels to degrade or altogether disconnect. Try and recover the automation levels. I certain cases you might be required to REDUCE the automation levels (forcing a Direct Law or switching off the ATHR) The mistake we make in Sim Check is the we go be a default feeling feeling that we will be forced to do manual flying and hence the malfunction will involve absence of any kind of automation. Wrong. Use maximum appropriate automation. automation. For this you need to know what is available and what is good enough. This will be discussed in the specific Abn Procedures in this brief. KNOW/READ THE FMA

The FMA will give you a fair idea of the capability of the aircraft. It is the basic interface between

the flight crew and the aircraft. Very important for the “FLY/NAVIGATE” part of the golden rules. When you do want the aircraft to do something, its confirmation will come from the FMA – so it is essential to read what’s there. The FOUR essential steps are:   

Monitor the FMA Announce the FMA Confirm the FMA

















Also, the FMA will tell you why certain modes are not available or what is the further course of action (THR LK – for example) or in case of Basic Modes, how will ATHR react etc; which would lead you to the next Golden Rule: Don’t just wait to read whatever whatever you see. Anticipate the changes, expect them, and act if not seen. TAKE ACTION IF THINGS DO NOT GO AS EXPECTED

If the aircraft does not follow the flight path you desire AND you do not have sufficient time to analyse the situation, you must: 

 

Change the level of automation – it could be increasing automation or reducing the level of automation. I could be going from managed to selected to manual flying if required. The PF must communicate with the PF and challenge his actions if necessary and if required, TAKE OVER controls.

















FLOW CHART (EXCERPTS FROM INDIGO TRG FORMS)

















































ECAM HANDLING

ECAM handling is the Airbus version of a Ballet. Not that it can’t be handled in any other manner, but the Airbus procedure apparently ensures optimal utilisation of a 2 man crew, obviating chances of missing out any piece of information or any action. Basically, it helps them perpetuate the myth of an Airbus culture, which is a big part of their marketing campaign. Well, if you can’t beat them, join the m. So here goes. The faults that are not covered by ECAM would generally be found in the QRH or OEB. Once decided to carry out ECAM actions, the flow chart is as follows: First pilot to notice – call out MASTER WARNING/CAUTION and reset it/cancel audio. Read out the first line. Call out the heading, only the underlined part. eg,

FLT CTRLS SPOILER 1 FAULT “

Master Warning/Caution, Flight Controls

”

PF

PM

Read out the first line. E.g. “ Flight Controls, Spoiler 1 Fault ”. ”. Confirm the failure from O/H panel, Fault light. Apply OEB or ECAM actions “I have controls and comms. ECAM actions .” Completing ECAM actions, ask for clearing using system name only. E.g. “Clear Flight controls? ” Check all actions completed by PM Clear the Flight control page “Clear Flight Controls” Analyse each system page and carry out the following actions for each SD page Check SD, call out available systems only. E.g. “Gen 1 supplying entire system” Repeat for each system. “ Status “ Stop ECAM ” Carry out any pending NORMAL C/L, system Computer reset ” “ Any Normal checklist, Computer reset, system procedure such as Engine Relight Once these are done/ascertained, done/ascertained, Read status. “Continue ECAM ” Also this is the time to consider an OEB that ”



















(OEB48 – Abnormal V Alpha Prot). Second are the kinds that replace certain procedures on the status page/App or GA phase (OEB46 – no engagement of guidance mode) Read OEB description in FCOM. Further actions are discussed in detail in the next section – USE OF SUMMARIES.



















USE OF SUMMARIES

(FCOM OP-040) Only Four failures require the use of summaries – 3 Failures in Double Hyd and Emer Elect configuration. There are total 12 steps to be followed in 04 phases. A brief outline is given below. Refer the FCTM for the same. Phase-I: Cruise, Situation Assessment

1. ECAM Actions. 2. Status Page – review the procedures, limitation and the InOp systems s ystems and their effects. 3. Read Summary from the QRH. Keep in mind the limitations imposed. 4. Ascertain Fuel Penalties. Based on the actual state of the aircraft (derived from step #2 – status pages) from QRH (PM does it first) 5. Ascertain Landing Performance. Performance. (PM then crosscheck by PF) These actions are primarily by the PM. Once this phase is complete, you may carry out FORD EC, NITES – The Execution and Crosscheck Crosscheck will happen later. Phase – II: Approach Preparation

6. 7. 8.

Status Page on SD. Summary – App, Ldg and GA portions FMGS Preparation.

Now is the time for FORD EC



















FAILURES DURING START

Actions in case of any abnormal situation on ground should follow the flow chart: ECAM ACTIONS – QRH – COMPUTER RESETS – FCOM – MEL. The following Malfunctions/Procedures Malfunctions/Procedures can happen during Start or preparation to start:      

Low bleed pressure/ No bleed pressure Starter Valve Fault – Start with external valve control. Fuel Valve Fault – Check MEL. No procedure in QRH or FCOM. No dispatch. Hung Start – Manual start. EGT Exceeded – Abort start. Manual Start. Hot Start – Manual Abort or Auto Abort. Manual start.

Details of the above malfunctions are given in FCOM PRO ABN-70 ENG 1(2) START FAULT . In most cases, the first action is MASTER OFF. The basic description is as follows: Whenever you are doing an Auto Start, the FADEC will take care of the start abort and the subsequent AUTO CRANK. Care should be taken not to shut down the Engine Master before the process is completed. Check the ECAM for the memo of COOLING. Only after the auto-crank is complete that you should switch the Eng Master off. For a subsequent start, a manual start is preferred. Some points in addition to what is given in the QRH are given below: 



Fuel Leak – In case of IAE engines, there is an observation time of five minutes. If the leak stops within this time, continue. In other engines (NEO esp) shut down the engine and call for maintenance action. Crossbleed start – FCOM-PRO-SUP-70. You may be required to open power upto 40%



















pressurisation of the hydraulic system will cause damage to the nosewheel steering mechanism. Subsequently if the engineers have to electrically disconnect the NWS, there is an Ops Procedure in MEL ITEMS – follow that. Basically aircraft is cleared for up to three flights with NWS electrically disconnected but that is when you ALREADY have a MEL regarding this. 



Also, in case of WHEEL NW STRG FAULT – first follow the computer reset procedure given in the QRH (it requires you to go back to bay for trouble shooting) – A word of caution here, there can be cases where you need to do a computer reset based on the OBSERVED malfunction and not an ECAM – yo u needn’t go back to bay for that. Read the computer reset table carefully. There can be another case, wherein ground staff will inform you that there is no Parking

Brake light on the box outside, but you have a ‘PARK BRK’ ECAM Memo, in addition, you will not have a ‘NW STRG DISC’ memo. – There is an MEL regarding this. 

Engine Tail Pipe Fire. QRH 70.05A – First action is ENG MASTER – OFF Followed by dry cranking of engine. At times, there may not be enough time to open and read the QRH procedure, hence knowing the basic actions beforehand will help. The actions are 5 that

form a ‘double triangle’ based on the location of the switches (one should be aware of these actions, even though you will be required to read and do) o ENG MASTER OFF MAN START OFF (if doing a manual start) o o AIR BLEED ESTABLISH (APU bleed on or crossbleed) o MODE SELECTOR – CRANK MAN START ON o AIR BLEED PRESSURE - ESTABLISH

MAN START - OFF



















On this, a little technical information: Parameter EGT TOGA (5min) EGT OEI (10min) EGT MCT unlimited EGT during start (max) Oil Temp (min at starting) Oil Temp (min before T/O) Oil Temp (max) Oil Temp (max transient 15min) Oil Pressure (min) Oil Quantity Min rec starter pressure for ext start Manual Engine Start procedure Master ON

IAE NEO CFM 635°C 1083°C 950°C 635°C 1083°C 950°C 610°C 1043°C 915°C 635°C 1018°C 725°C -40°C -40°C -40°C 50°C -10°C 52°C 155°C 151°C 140°C 165°C -155°C 60PSI 65PSI -11qts +0.3/hr ≥14qts 9.5qts +0.5/hr 25PSI 30PSI 30PSI Max Motoring Max Motoring or Max Motoring (min 15%) 18% N2 22% (20% min) and 30sec Start cycle complete 43% N2 55% N2 50% N2 No running engagement of starter N2 > 10% (G) N2 > 20% N2 > 20% N2 > 18% (F) Manual Start Cycle limitations given in FCOM LIM-70 (not included here as they keep changing)

The activity cycle for malfunctions during start would be: ECAM actions – OEBs – FCOM Procedures – MEL (in coord with engineer)





















USE OF MEL

The general steps (in specific order) to be followed in case of a malfunction on the ground are as given below: Apply OEB/Tech Notice or ECAM. In case no info/action found above, refer to Computer Reset/FCOM Still no joy, Apply MEL The last step is application of MEL - important points to remember: o

o

MEL applicability is from doors close to COMMENCEMENT OF TAKE OFF RUN. This means that you can apply MEL right down to the time you start rolling for take-off. CBs etc can be reset on ground in coordination with Engineer, provided that the cause of CB tripping is known.

In the case of a Status (Maintenance) message, there is no associated checklist/ procedure. The application of MEL in this case is only required if it is displayed before the first engine start. MEL application is not required if it is displayed after the first engine start has begun, i.e. engine





















DURING TAXY

There are various failures that can happen during Taxy, including Loss of Braking or NW STRG FAULT. Follow the instructions on CB reset. Also the MEL preamble should be known. Basic guidelines are: NEVER reset Fuel Pump CBs DO NOT reset EIU and EEC while engines are running. DO NOT reset BSCU while aircraft is in motion. Always reconfirm with the other Flt Crew while resetting the CBs. Food for thought: what would you do if you have loss of braking during taxy? Would you still

select max reverse (say in the apron area)? Jury is out on this one and it becomes a case of ‘pilot discretion’ to my mind. Of course the other actions of switching off NW STR & ALT BRK is required and Parking Brakes are also to be used as per the memory item. Loss of Braking: If you refer to the computer reset table, you will see that even an observed malfunction such as loss of braking while taxy requires a computer reset. Must go through that before deciding if it is a turn back situation or not.





















REJECT TAKE OFF

Two regimes of RTO – Slow Speed Reject and High Speed Reject. Slow Speed Reject

The characteristics of a low speed reject are that, stopping of aircraft is not a problem as the runway length available is not the limiting factor. The runway width is the limiting factor. With typical CG, the VMCG is around 109Kts. Anything lesser than this, the rudder will not be able to help you maintain direction. At speed <72Kts, you will not get Spoilers and hence Auto Brake. Add to this, the fact that at the time of engine failure (if that is the case) one engine is operating at take off thrust. This will cause a large and significant thrust asymmetry causing a large amount of yaw resulting in direction loss and if not controlled in time, a runway excursion. The aircraft will yaw into the dead engine. Selection of reversers is a regulatory requirement. You cannot skip this step. Selection of full reverser will cause a yaw into the live engine. While this will, in the initial part of the RTO, nullify the yaw caused due to the same engine generating take off power, it will cause a significant yaw towards the opposite side if not reduced to Rev Idle in time.





















‐ F/CTL SIDESTICK FAULT ‐ ENG FAIL ‐ ENG REVERSER FAULT ‐ ENG REVERSE UNLOCKED ‐ ENG 1(2) THR LEVER FAULT o

o

o o

Exceeding the EGT red line or nose gear vibration should not result in the decision to reject takeoff above 100 kt. In case of tire failure between V1 minus 20 kt and V1: Unless debris from the tires has caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and land with a full runway length available. THE V1 CALL HAS PRECEDENCE OVER ANY OTHER CALL. Procedure as per FCOM-ABN-10 P/16





















ENGINE FAILURE >V1

In case of engine failure >V1, you will call ‘GO’ and continue with take off. Performance theory.

Typically, the RTO/Continued take off performance calculations assume a one-second time for recognition for an engine out condition. V1 is the speed at which it is felt that, given the runway length available, it will be possible to stop the aircraft within the runway+stopway V1 depends on the following:

Weight – this dictates the momentum and consequently the Vmbe (maximum brake energy – capacity of the brakes to dissipate energy) OAT – affects the Vmbe and also higher ground speed for a given indicated speed in case of a higher OAT.























Rotation has to be gentle, aiming to stop at 10 °(to ensure it does not cross 12.5° 12.5 °) - usual tendency of the nose to rise and while trimming if you ’re not careful, the attitude may even rise to 15-20° 15-20° - this will make the speed drop which obviously is not healthy. If engine failure is above THR RED ALT and below ACC ALT, consider use of TOGA. Crossing 400RA, order ECAM actions. While the PM is waiting to discharge the agent, is a good time to inform ATC. However, you can hold the ATC call till a point when you know that you will be deviating from the ATC clearance. The MAYDAY call however, must be made as described earlier (during agent discharge) because you may need an immediate turn to return back.























WINDSHEAR

Preventive Windshear - some tech speak: On T/O roll till 100kts:

During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 NM























Warnings and alerts:























MEM ITEM























REACTIVE WINDSHEAR

Tech-Speak (FCOM – FLT AUGMENTATION DSC-22_40-40) Detection

The windshear detection function is provided by the Flight Augmentation Computer (FAC) in takeoffand approach phase in the following conditions: conditions: ‐ At takeoff, 3 s after liftoff, up to 1 300 ft RA ‐ At landing, from 1 300 ft RA to 50 ft RA

























MEM ITEM

























TCAS

























HYDRAULIC ARCHITECTURE

























FLIGHT CONTROLS ARCHITECTURE contd...

























DUAL HYDRAULIC FAILURE





























































































































































































































































































































































A320 Notes

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