OMB - Telenet Serviceusers.telenet.be/evics/content_10_1.pdf · a320 1 0. introduction ... 1.25.11...

A320TCW OM-B

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0. INTRODUCTION0.00 GENERAL INFORMATION

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0.00.30 LIST OF NORMAL REVISIONS0.00.35 RECORD OF TEMPORARY REVISIONS0.00.70 CROSS REFERENCE TABLE0.00.75 HIGHLIGHTS0.00.80 LIST OF EFFECTIVE PAGES

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1. SYSTEMS DESCRIPTION1.00 GENERAL INFORMATION

1.00.00 CONTENTS- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.23 COMMUNICATIONS1.23.35 EMERGENCY LOCATOR TRANSMITTER- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- REMOTE CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.25 EQUIPMENT1.25.11 COCKPIT DOOR SECURITY SYSTEM- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- GENERAL OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- CDSS SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- SURVEILLANCE AREA COVERAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- MODES OF OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5- SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6- SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.25.90 COVERS- AIRCRAFT COVERS LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.26 FIRE PROTECTION1.26.50 CDSCP- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.32 LANDING GEAR1.32.10 GEARS AND DOORS- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- TIRES AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.33 LIGHTS1.33.40 SIGNS- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- NON-SMOKING SIGNS IN THE CABIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.34 NAVIGATION1.34.80 TCAS- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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- CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.38 WATER / WASTE1.38.10 DESCRIPTION- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- POTABLE WATER SHUT-OFF VALVE OF FWD/AFT LAVATORY . . . . . . 1

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2. FLIGHT PREPARATION2.00 GENERAL INFORMATION

2.00.00 CONTENTS- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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3. FLIGHT OPERATIONS3.01 OPERATING LIMITATIONS

3.01.10 FOREWORD- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

3.01.22 AUTO FLIGHT- GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- AUTOMATIC APPROACH, LANDING AND ROLL OUT . . . . . . . . . . . . . . . 1

3.02 ABNORMAL AND EMERGENCY3.02.01 INTRODUCTION- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- DOCUMENTATION OF PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- HANDLING A TECHNICAL PROBLEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- CLASSIFICATION OF ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- SEQUENCE TO HANDLE A TYPICAL ABNORMAL . . . . . . . . . . . . . . . . . 12- ECAM PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13- QRH / NON ECAM PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14- ECAM WARNING INHIBITION DURING TAKE-OFF . . . . . . . . . . . . . . . . . 16- HANDLING OF ECAM WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17- ABNORMAL WORKMETHOD AFTER “PROCEDURE COMPLETED” . . . 18- EXPLANATION OF LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19- USE OF SUMMARIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3.02.10 OPERATING TECHNIQUES- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- REJECTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- ENG FAILURE AFTER V1 – CONTINUED TAKEOFF. . . . . . . . . . . . . . . . . 5- IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO. . . . . . . . . . . 7- STRAIGHT-IN APPROACH WITH ONE ENGINE INOPERATIVE. . . . . . . . 8- CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE. . . . . . . . . . . 8- GO AROUND ONE ENGINE OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- LANDING WITH SLATS OR FLAPS JAMMED . . . . . . . . . . . . . . . . . . . . . 10- APPROACH WITH FLAPS LOCKED OR HYD G+Y LO PR . . . . . . . . . . . 12- APPROACH WITH SLATS LOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13- APPROACH WITH HYD G+B LO PR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14- NO FLAPS + NO SLATS LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15- EMERGENCY DESCENT WITH AUTO PILOT . . . . . . . . . . . . . . . . . . . . . 16

3.02.90 DETAILED CABIN/COCKPIT EVAC PROC- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- ON GROUND EMER/EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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3.03 STANDARD OPERATING PROCEDURES3.03.01 GENERAL INFORMATION- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- PF / PNF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- FLIGHT CONTROLS TAKE-OVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- FLIGHT INSTRUMENTS CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- EXTERIOR LIGHTS USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- SEAT BELTS USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- PRINCIPLES OF BASIC PROCEDURES APPLICATION . . . . . . . . . . . . . . 3- NORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- TAKE OFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5- DESC / APPR BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5- FLIGHT MANAGEMENT AND GUIDANCE SYSTEM . . . . . . . . . . . . . . . . . 6- FMGS - PRINCIPLES OF TASK SHARING . . . . . . . . . . . . . . . . . . . . . . . . . 7- FLOW PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- FUEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13- PACKS OFF TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14- FUEL SAVING POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14- PERFORMANCE FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15- RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16- EXPEDITE CLB / DES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16- P-RNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16- RAW DATA APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16- NON PRECISION APPROACH SPEED TECHNIQUE. . . . . . . . . . . . . . . . 17- NORMAL CHECKLIST PLACARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

3.03.16 DESCENT PREPARATION- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- FMGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

3.03.19 NON PRECISION APPROACH- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- SRE and PAR APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

3.03.90 STANDARD CALLS- COMMUNICATIONS AND STANDARD TERMS . . . . . . . . . . . . . . . . . . . . . 1- CHECKLIST CALLOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- ACTIONS COMMANDED BY PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- ALTITUDE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- FLAP OR GEAR CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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- FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- PF/PNF DUTIES TRANSFER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- SUMMARY OF GROUND COMMUNICATION PROCEDURES . . . . . . . . . 4- SUMMARY FOR EACH PHASE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.04 SUPPLEMENTARY TECHNIQUES3.04.01 GENERAL INFORMATION- SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

3.04.32 LANDING GEAR- OPERATING ON RUNWAY WITH ARRESTING CABLES . . . . . . . . . . . . . 1

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4. FMGS PILOT’S GUIDE4.00 GENERAL INFORMATION

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OM-B REV 01 ORGANIZATION OF THE MANUALA3200.00.10ORGANIZATION OF THE MANUAL00010101ALL

The "Operations Manual, Part B" (Aeroplane Operating Matters) is designed to provide the flight crewwith readily accessible operational information for a specific airplane type.The OM-B of Thomas Cook Airlines Belgium is composed of the following manuals :

1. TCW Operation Manual Volume B (TCW OM-B)2. Flight Crew Operating Manual (FCOM)3. Minimum Equipment List (MEL)4. Configuration Deviation List (CDL)5. Quick Reference Handbook (QRH) / Check List6. Aircraft Flight Manual (AFM)7. Weight and Balance Manual (WBM)

The TCW OM-B contains specific procedures when different from the procedures and data described inthe FCOM volumes.Remark: Only TCW OM-B, FCOM, MEL, CDL and QRH are carried on each aircraft.

For optimum utilization of the manual, this introduction and the corresponding “ORGANIZATION OFTHE MANUAL” section of each FCOM volume should be read carefully.The purposes of the OM-B are:– To provide information regarding operational procedures, performance, and limitations.– To standardize terminology and behavioral patterns.– To provide rapid access to reference procedures.– To provide reference material for selfteaching.– To provide information on airplane systems and operation that is controlled and revised.Throughout this manual, the experience of the typical crew has been recognized and, for this reason,basic system principles have been omitted. For example, the text is not intended to teach the crew howto fly an airplane, but to enable an experienced crew to operate the related airplane type safely andproficiently.

- FOREWORD1

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OM-B REV 05 ORGANIZATION OF THE MANUALA32000010205ALL

Revisions to this manual will be issued as regular revisions or, in case of time constraints or provisionalinformation, as Temporary Revisions. Both revision categories are distributed when necessary and arenumbered consecutively but separately for each section.Each revision should be inserted immediately and entered in the LIST OF NORMAL REVISIONS orRECORD OF TEMPORARY REVISIONS as applicable.On the distribution list, which is issued together with each regular revision, the HIGHLIGHTS of changesare indicated. Significant alterations to pre-revision page contents will be identified by a bold vertical line,except when a whole chapter or section is re-issued, then the reason for revision is given under revisionhighlights only. A LIST OF EFFECTIVE PAGES will be issued with each regular revision and includesall regular (white) pages of the manual.This enables a check of the related folder for correct contents.

EDITORIAL INFORMATIONa) White pages form the regular contents of the TCW OM-B.b) Yellow pages are issued as temporary revisions to the TCW OM-B (RECORD OF TEMPORARY

REVISIONS is also printed on yellow paper).

Note: The definitions given here only concern this TCW OM-B volume. The FCOM may have sligthlydifferent definitions.

CM1, CM2Whenever applicable, crew member responsibilities are indicated by a number to the right of the lineitem, immediately following the response. A figure "1" means CM1 is involved etc., "B" indicates thatboth crew members are involved. This principle is not followed if a complete procedure is performed byonly one crew member.The designations "CM1, CM2" refer to the crew members' physical location. "CM1" is the left pilot, "CM2"the right pilot. When the commander is in a position other than the CM1 position, he will continue toexecute his command authority while performing the duties assigned to that crew position. Thecommander will brief the other crew member to ensure that he understands the duties of his assignedposition."PF" means that the associated action is always performed by the Pilot presently Flying the airplane, nomatter if it is CM1 or CM2. "PNF" has the same meaning for the Pilot Not Flying the airplane.

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OM-B REV 05 LIST OF NORMAL REVISIONSA3200.00.30LIST OF NORMAL REVISIONS00030105ALL

The fact of having inserted revised pages shall be confirmed in the list below with the followingdetails: Number and date of revision, name and insertion date.Missing pages of TCW OM-B and FCOM should be requested to TCW Flight OperationsAdministration.

LIST OF NORMAL REVISIONS

REV ISSUE DATE INSERTED BY DATE FILED

00 01 OCT 2004

01 31 JUL 2005

02 22 MAR 2006

03 26 OCT 2007

04 15 JAN 2008

05 07 JUL 2008

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OM-B REV 05 CROSS REFERENCE TABLEA3200.00.70CROSS REFERENCE TABLE00070105ALL

This TCW OM-B is applicable to the following aircraft :

CROSS REFERENCE TABLE

Registration Type MSN (Manufacturer Serial Number)

OO-TCH A320 1929

OO-TCI A320 1975

OO-TCJ A320 1787

OO-TCN A320 0425

OO-TCO A320 1306

OO-TCP A320 0653

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OM-B REV 05 HIGHLIGHTSA3200.00.75HIGHLIGHTS00075105ALL

Revision 05 mainly corresponds to:1. Removal of OO-TCK, OO-TCL and OO-TCM.2. Effectivity change for 1.25.11 CDSS (OO-TCH added).3. Removal of CY limitation for Operation on Narrow Runways.4. Call-out adapted for ABN & NORMAL procedures.5. REJECTED TAKEOFF : rewording of procedure steps to comply with Airbus procedure.6. Various typo corrections.7. Use of summaries: summaries may be used during STATUS analysis.8. V/S PUSH to LEVEL OFF is now used for “ENG FAILURE AFTER V1”, “IMMEDIATE VMC LDG

FOLLOWING ENG FAILURE ON TO” and “GO AROUND ONE ENGINE OUT“.9. DESCENT PREPARATION: FMGS APPR page remark added.10.TRK/FPA use for SRE & PAR approaches.

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3 04 01 1 04 ALL3 04 01 2 04 ALL3 04 32 1 04 ALL3 04 32 2 04 ALL4 00 00 1 03 ALL4 00 00 2 03 ALL

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1.00.00 P 1FCOM 1 - SYSTEMS DESCRIPTIONGENERAL INFORMATION

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OM-B REV 05 CONTENTSA3201. SYSTEMS DESCRIPTION1.00GENERAL INFORMATION1.00.00CONTENTS10000105ALL

For information concerning AIRCRAFT SYSTEMS DESCRIPTION, refer to FCOM volume 1.The only exception concerns :• ELT on OO-TCN (TCW OMB 1.23.35),• Cargo Smoke Detection/Fire Suppression system on OO-TCN (TCW OMB 1.26.50),• TCAS on OO-TCN (TCW OMB 1.34.80),• CDSS on OO-TCO (TCW OMB 1.25.11),• Supplementary system information not provided in the FCOM.

- SCOPE1

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1.00.00 P 2FCOM 1 - SYSTEMS DESCRIPTIONGENERAL INFORMATION

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1.23.35 P 1FCOM 1 - SYSTEMS DESCRIPTIONCOMMUNICATIONS

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OM-B REV 04 EMERGENCY LOCATOR TRANSMITTERA3201.23COMMUNICATIONS1.23.35EMERGENCY LOCATOR TRANSMITTER12335104TCN(425)

The OO-TCN (MSN 0425) is equipped with a KANNAD 406 AF (Automatic Fixed) ELT, which ispermanently fixed to the aircraft in a protected location and activated automatically upon impact. Thebeacon remains attached to the aircraft after impact. Since the ELT Transmitter is located in the tail ofthe aircraft, a Remote Control Panel (RCP) is located at a position visible by the crew. The ELTTransmitter status may be partially monitored and controlled using this RCP (see below).Once activated, the beacon transmits emergency location signals; burst of digitally encoded 406 MHzsignals, received by COSPAS-SARSAT satellite network for alerting Search and Rescue (SAR) teams,and continuous 121.5, 243 MHz signals for closer proximity directional tracking.

- INTRODUCTION1

INTRODUCTION

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OM-B REV 04 EMERGENCY LOCATOR TRANSMITTERA32012335204TCN(425)

The RCP, installed in the cockpit enables the pilots to control the ELT.The RCP enables remote control of the major functions of the KANNAD ELT (Manual activation, Reset,Test, monitoring).

The RCP is composed of :

1. A front plate with illuminated markings,2. A 3 position toggle switch with 2 locked positions,3. A red LED annunciator.

The RCP enables remote control of the following KANNAD ELTs modes:

1. TEST-RESET (temporary mode)2. ARMED (standby mode to enable automatic activation by the shock sensor)3. ON (transmission)

The OFF mode is not available on the RCP but directly on the ELT itself by switching it in position OFF(not accessible to the crew).

- REMOTE CONTROL PANEL2

REMOTE CONTROL PANEL

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The default setting for the KANNAD ELT system is in the “ARMED” mode. The system must be placedin this mode at all times with the exception of maintenance checks.When scanning the overhead panel during the “COCKPIT PREPARATION”, ensure that the ELT is inARMED position.

Important :The RCP operational test using the TEST/RESET position is reserved for maintenance checks.Furthermore, to avoid false alarm situation, the test must be performed in the interval of the first fiveminutes after every hour start. The nearby control tower must be notified of the test intention beforeaccomplishment.The test must not be operated for more than 50 seconds.

- PROCEDURE3

PROCEDURE

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TCN(425)

1.25.11 P 1FCOM 1 - SYSTEMS DESCRIPTIONEQUIPMENT

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OM-B REV 05 COCKPIT DOOR SECURITY SYSTEMA3201.25EQUIPMENT1.25.11COCKPIT DOOR SECURITY SYSTEM12511105TCH(1929) TCO(1306)

The OO-TCH (MSN 1929) and OO-TCO (MSN 1306) are equipped with a Cockpit Door SurveillanceSystem (CDSS).This system is not supported by Airbus and its documentation (system description, procedures andlimitations) is not provided in the FCOM.As the documentation is provided by the system manufacturer in the form of a Supplement to the AircraftFlight Manual, document that is not present on board, and not used in this form in operation, the systemdocumentation is incorporated in the TCW OMB.Only system description, controls localization and system limitation are provided in the OMB.The TCW procedures are not affected. TCW does not incorporate the CDSS in the cockpit dooroperation procedure nor in the communication between the cabin and the flight deck concerning theCABIN CLEAR status.

The following point contains the only information and procedures to be appliedby TCW :

• The CDSS monitors MUST be turned off prior to taxi, takeoff, and landing,• A CDSS push button on the overhead panel activates/deactivates the system.

It MUST be switched ON during the COCKPIT PREPARATION (extinguish all white lights concept),• A C/B protects the system and is localized on the secondary circuit breaker panel (122VU),• There is no interaction between the CDSS and the FWCs,• The monitors, placed behind the sidesticks are touch screens and may be switched ON/OFF just by

touching the screen surface,• A CABIN READY switch is located at station 1L/1R, above the FAP. When pressed, it displays a

“CABIN SECURE” message on the two monitors placed in the cockpit. This feature is not used byTCW.

• This system is covered by the MEL item 23-70.

The Cockpit Door Surveillance System (CDSS) provides a view of the main cabin compartment of theairplane. The LCD monitors provide the Captain and First Officer video images of the areas outside thecockpit door, and throughout the aircraft cabin.The LCD monitors are mounted in the cockpit within the operational and visual field of view of theCaptain and the First Officer.

The monitors are controlled via touch screen to allow the Captain or First Officer to select the viewingcamera, one camera at a time. Selecting a camera to view is performed by touching the monitor screento activate a selection menu, and then touching the icon for the corresponding camera.

- INTRODUCTION1

INTRODUCTION

- GENERAL OVERVIEW1

GENERAL OVERVIEW

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OM-B REV 05 COCKPIT DOOR SECURITY SYSTEMA32012511205TCH(1929) TCO(1306)

Additionally, there is a Cabin Ready or Cabin Secure feature which allows the cabin crew to indicate tothe cockpit that the cabin has been prepared for takeoff or landing.

The Cabin Ready/Secure switch, located adjacent to the cabin attendant panel at door 1L, illuminatesgreen when pressed. This sends a signal to the CDSS Monitors in the cockpit, which then annunciate“CABIN SECURE”. Touching either monitor cancels the annunciation on the monitors and extinguishesthe Cabin Ready/Secure switch in the cabin.

The CDSS System installed on the aircraft consists of the following major components:

• LCD Monitor Displays• Cameras• One Circuit Breaker• One master ON/OFF Power Switch• Cabin Ready/Secure Switch• One System Control Unit• Various Cable Assemblies

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CAMERAThe cameras are miniature video cameras with a composite video output powered by 12 DC. Thecameras are infrared and are enclosed in aluminum housings.

LCD MONITOR DISPLAYTwo LCD Monitors with touch screen controls, are installed in the cockpit at the Captain’s and FirstOfficer’s side panel. The monitors facilitate viewing the images captured by the cameras. The monitorsreceive digital video signals and data from the System Control Unit. The monitors operate at 12 VDCinput voltage from the System Control Unit.

The monitor contains a touch sensitive screen and access to camera selection is provided by on-screenmenu icons. The Monitor display can be turned on or off by touching the screen. This will only turn offthe monitor, not the CDSS System. Other monitor functions are also controlled through the on-screendisplay menu.

CIRCUIT BREAKERThe circuit breaker installed for the CDSS System is rated at 4 Amps and is a manual push and pull type.It can be used to isolate the power from the aircraft to the CDSS components.

The circuit breaker is installed at the power distribution panel where circuit breakers for other aircraftcomponents are installed. The CDSS System is connected to a 28 VDC bus. A “CDSS” placard identifiesthe circuit breaker for the CDSS System and is located above the breaker.

- CDSS SYSTEM COMPONENTS3

CDSS SYSTEM COMPONENTS

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MASTER ON/OFF SWITCHThe master ON/OFF switch controls power to the CDSS System. The switch, which is a push button, isinstalled in the cockpit. When the aircraft is powered up and the switch is in “OFF” mode, the switch isilluminated.

When the switch button is pushed to power the CDSS System “OFF” switch light will extinguish.

SYSTEM CONTROL UNITThe System Control Unit is powered by the 28VDC input and responsible for feeding the power to theCDSS cameras and monitors and the video signal transferring from cameras to monitors.

CABIN READY SWITCHThe Cabin Ready switch is mounted at the flight attendant station and interfaces to the CDSS SystemControl Unit.

The Cabin Ready Switch function is used by the Flight Attendant to notify the flight crew through theCDSS monitors in the cockpit that the cabin is secure for takeoff. When the Cabin Ready switch isactivated by a flight attendant, “Cabin Secure” is displayed on the CDSS monitors installed in the cockpit,and also causes the Cabin Ready button to illuminate. The Cabin Ready indication on the monitor willextinguish when the monitor screen is touched. The flight attendant’s illuminated Cabin Ready switchwill also extinguish.

The CDSS monitors must be turned off prior to taxi, takeoff, and landing.

The surveillance areas covered include the area outside the Cockpit door. The cameras are installed atlocations around the FWD flight attendants station, and have viewing angle of 150° in the horizontalplane, and 90° in the vertical plane.

- LIMITATIONS4

LIMITATIONS

- SURVEILLANCE AREA COVERAGE4

SURVEILLANCE AREA COVERAGE

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The CDSS System has two modes of operation; cabin surveillance, and Cabin Ready/Secure. In thesurveillance mode, it provides a means for the flight crew to monitor the activity outside the cockpit door,depending on where the cameras are installed. It captures video images of these areas and sends themto the monitors.Each display module can independently display images from its selected camera. If the Captain’smonitor is viewing images of the area right outside the cockpit door (COC), the First Officer’s monitorcan display images from 1L or 1R, or COC.

In addition to security mode, the system is designed to indicate to the flight crew members the state ofthe cabin through a Cabin Ready/Secure switch. The Cabin Ready/Secure switch indicates to the crewstation by annunciating “CABIN SECURE” message on the Captain’s and First Officer’s monitor.

The message is acknowledged when either the Captain or the First Officer clears the message bytouching the monitor screen. The Cabin Ready/Secure switch illuminates RED on activation, thusindicating to the flight crew members the cabin status. When acknowledged by flight crew, “CABINSECURE” legend light will no longer illuminate.

- MODES OF OPERATION5

MODES OF OPERATION

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The Cockpit Door Surveillance System (CDSS) allows the Captain and First Officer to view images ofthe area outside the cockpit door on two video monitors installed in the cockpit.

The CDSS System cameras are installed in the main cabin, providing a view of the area just outside thecockpit door and/or the exit door(s). The camera views can be switched by touching their correlatingicons on either touch screen monitor. There is an Automatic Switcher feature that will cycle through thecamera views, as well. Each monitor can display cameras independently from one another, allowing theCaptain and the First Officer control of the view on their monitor.

- SYSTEM DESCRIPTION6

SYSTEM DESCRIPTION

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POWERING UPPower to the CDSS System is applied via an On-Off push button switch labeled “CDSS” located on thecockpit overhead panel. When selecting the system off, the top half of the switch illuminates “OFF”, inwhite.

When selecting the system ON, the off light extinguishes, and the switch is not illuminated. If a systemfault exists, “FAULT” illuminates in amber on the bottom half of the switch.

CABIN READY SWITCHThe CDSS System Cabin Ready switch is located on the FWD cabin attendant station (above the FAP).A flight attendant can press the Cabin Ready switch, letting the Captain know that the cabin and thepassengers are ready for take-off. When pressed, the Cabin Ready switch sends a signal to theCaptains and First Officer CDSS monitor, which will then display “CABIN SECURE” on the LCD screen.The Captain or First Officer will see the signal, and acknowledges it by touching the LCD screen.Touching a monitor screen cancels the annunciation on the monitor(s) and extinguishes the CabinReady switch on the Cabin attendant station.

TURNING THE MONITOR ONWhen the CDSS System On-Off switch is pushed, the monitor(s) will automatically turn on. Eachmonitor can be independently turned off by touching the screen of the monitor.

To turn the monitor back ON, touch the screen again. The monitor will turn on and the following menuwill appear :

As default, the COC camera will be displayed. This camera’s view will be displayed until another camerais selected, or until the automatic switcher mode (if selected) switches to another camera.

- SYSTEM OPERATION7

SYSTEM OPERATION

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SELECTING A CAMERACamera viewing is performed by touching the monitor in the upper edge of the touch screen.

When touched, the following menu will appear :

Touch the icon labeled “1L”, to display the camera viewing the left exit door. Touch the icon labeled“COC” to display the camera viewing the cockpit door, and the icon labeled “1R” to display the cameraviewing the right exit door.

AUTO AND MANUAL SWITCHER MODESThere are two modes in which the system switcher can work: AUTOMATIC and MANUAL.

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1. SELECTING THE SWITCHER MODETouch the MENU icon. The On Screen Display Menu will change as shown below :

Touch the SWITCHER icon. The On Screen Display menu will change as shown below. You can choose“AUTO” or “MANUAL”.

2. SELECTING AUTO MODESelect how long (in seconds) you want each camera to remain on the screen, by using the plus “+” orminus “-” icons. The example below shows that each camera will remain on the screen for four seconds.

Now, touch the “AUTO” icon. The following menu will appear:

The number 1L indicates the camera view being shown. The icons will disappear if there is no activityfor 20seconds. To make the icons re-appear, touch the LCD along the top edge of the screen, in thearea where the icons are usually displayed. To exit AUTO mode, touch the MENU icon to return to theauto/manual menu.

Then, to return to the main menu, press “BACK”.

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3. SELECTING MANUALSelect the Menu button. This will bring you the menu shown below.

Then select the switcher icon. This will bring you the menu shown below.

From the auto/manual menu, touch the “MANUAL” icon. The menu shown below will appear. Touch thenumber for the camera you want to see.

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LOPA (LAYOUT PASSENGER ARRANGEMENT)You may choose a camera view by selecting the icon labeled “LOPA”. The following On Screen Displaywill appear over the current camera view:

By selecting the LOPA icon, the viewer can pick a camera by its location in the cabin.Touch the icon desired and that cameras view will be displayed immediately. To return to the main menuand make the LOPA display disappear, press the icon labeled “BACK”.

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PICTURE CONTROL

1. BRIGHTNESS CONTROL DIRECT ACCESSTo adjust the brightness of the picture, touch the plus “+” or minus “-” icon, until the desired brightnesslevel is achieved.

2. ADJUSTING THE PICTURETouch the “MENU” icon. The On Screen Display will change to the menu shown below:

Touch the “PICTURE” icon. The Screen Display will change to the menu shown below:

This menu allows you to choose which camera view display you want to adjust. You can choose anindividual camera, or you can select “ALL” to adjust the display of all of the cameras together. When iconis touched, the following menu will appear:

Select the function to be adjusted by touching its icon, then press the plus “+” or minus “-” icon repeatedlyuntil the desired level of that function is reached. Press “SET” to keep the changes to the setting youhave made. Below is a description of functions.

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Touching the plus “+” or minus “-” icons will adjust the settings of that function. Touch the “SET” icon tosave your settings. To reset the setting to the factory default settings, touch “RESET”.

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OM-B REV 04 COVERSA3201.25.90COVERS12590104ALL

The aircraft covers are placed in a suitcase located in the Avionics Compartment, as described below.

- AIRCRAFT COVERS LOCATION1

AIRCRAFT COVERS LOCATION

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1.26.50 P 1FCOM 1 - SYSTEMS DESCRIPTIONFIRE PROTECTION

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OM-B REV 04 CDSCPA3201.26FIRE PROTECTION1.26.50CDSCP12650104TCN(425)

The OO-TCN (MSN 0425) is equipped with a CLASS C CARGO COMPARTMENT SMOKEDETECTION AND FIRE SUPPRESSION SYSTEM (CDSCP).This system is not supported by Airbus and its documentation (system description, procedures andlimitations) is not provided in the FCOM.As the documentation is provided by the system manufacturer (AEA) in the form of a Supplement to theAircraft Flight Manual, document that is not present on board, and not used in this form in operation, thesystem documentation is incorporated in the TCW OMB and QRH 6.xx : OVERRIDEN PROCEDURES.

OVERVIEWThis modification converts the aircraft’s Class D cargo compartments to Class C cargo compartments.Both cargo compartments are protected by a fire detection and suppression system. In the event of acargo fire, the Flight Crew will be alerted by an aural warning (i.e. sonalert), by MASTER WARNING andMASTER CAUTION lights in the glare shield, and by several lights on the Cargo Detection SuppressionControl Panel (CDSCP) located on the overhead panel.During Normal operation, the CDSCP LEDs are not illuminated and the aural warning is not sounding.When smoke is detected by both an A & B LOOP Detector in the cargo compartment, the Cargo Smoke Detection system gives a FIRE warning. The ‘PUSH’ DSCH and ‘AUTO/MAN’ DSCH switches are notpowered until either:

1. Armed automatically by a FIRE warning from the system when the ARM switch is in the AUTOposition, or

2. Armed manually by selecting the FWD PIT or AFT PIT position of the ARM switch.

The respective FWD or AFT squib of the diverter valve and BTL 1 squib is armed when the ARM switchis placed to either the FWD or AFT position.The applicable green squib LEDs are ON.The aural warning is silenced by pressing either the CDSCPs BELL CUTOUT switch on the overheadpanel, or the aircraft’s EMER CANC switch on the ECAM panel on the center console, or either MASTERWARNING switches on the glare shield.Note: Pressing either the CDSCPs BELL CUTOUT switch or the aircraft’s EMER CANC switch on the

ECAM will reset the MASTER WARNING switch lights.

When the Flight Crew depresses the ‘PUSCH’ DSCH switch, BTL 1 empties discharging its Halon to theappropriate compartment in approximately 15 seconds.Five minutes later, an automatic circuit in the CDSCP discharging the remain bottle, initiating a 77minutes (approximate) metered flow of Halon from BTL 2. The Flight Crew must land at the nearestsuitable airport and evacuate the aircraft. Total protection time is 82 minutes from the time BTL 1 isdischarged.

- INTRODUCTION1

INTRODUCTION

- SYSTEM DESCRIPTION1

SYSTEM DESCRIPTION

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OM-B REV 04 CDSCPA32012650204TCN(425)

SYSTEM COMPONENTS

FIRE DETECTIONThe FWD Cargo compartment contains two detector enclosure units, each containing two detectors.The AFT Cargo compartment contains three detector enclosure units, each detector enclosure unitcontains two detectors.The status of all LOOP A detectors in the cargo compartment is indicated by one DET ‘A’ LED and oneFAIL ‘A’ LED (the same is true for the LOOP B detectors) on the CDSCP.When any LOOP A or LOOP B detector senses smoke, the appropriate DET ‘A’ or ‘B’ LED on theCDSCP will illuminate and the MASTER CAUTION lights on the glareshield will illuminate.When a detector fails, the appropriate cargo compartment LOOP FAIL ‘A’ or ‘B’ LED on the CDSCP willilluminate and the MASTER CAUTION lights on the glare shield will illuminate. When one detector withinan enclosure fails, the system automatically operates that enclosure in single loop mode.A cargo fire warning will occur when any LOOP A detector plus any LOOP B detector in the samecompartment detect smoke. When operating in single loop mode, a cargo fire warning will occur if theoperating detector in the affected enclosure detects smoke.

A cargo fire warning consists of the following:

• Aural warning ON,• Glareshield:– MASTER CAUTION lights ON

Note: When a cargo fire occurs, the MASTER CAUTION lights may illuminate prior to the MASTERWARNING lights, indicating only one LOOP A or LOOP B detector has sensed smoke,

– MASTER WARNING light ON• CDSCP:– FIRE warning LED ON,– DET ‘A’ and ‘B’ LEDs for affected compartment ON,– FWD/AFT Squib LED for affected compartment ON,– BTL ARMED 1 Squib LED ON.

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FIRE SUPPRESSIONThe FWD cargo compartment contains four agent discharge nozzles. The AFT cargo compartmentcontains six agent discharge nozzles. The two Halon bottles in the FWD cargo compartment aremounted in the right hand sidewall and are connected with tubing using a two-way diverter valve to eachcompartment’s nozzles. Four squibs (electrically actuated explosive charges which open diaphragmvalves) direct flow of Halon to the appropriate cargo compartment. When a FIRE is detected, theCDSCP automatically arms BTL 1 and the proper squib on the diverter valve so that the extinguishantwill be directed into the proper cargo compartment.Pressing the CDSCP’s ‘PUSH’ DSCH switch fires two squibs: One to release the Halon from BTL 1, andone of two squibs in the diverter valve to direct the Halon to the compartment with the cargo fire.When the ‘PUSH’ DSCH switch is released, the CDSCP arms the squibs for BTL 2 and starts theautomatic firing sequence [CDSCP’s red FIRE LED flashes] for this bottle.BTL 2 will be discharged 5 minutes after BTL 1 is fired. The ‘AUTO/MAN’ DSCH switch fires the squibson BTL 2 and releases the Halon, which flows through the diverter valve into the same compartment asthe extinguishant from BTL 1. A metering device in the discharge line from BTL 2 sustains the dischargeof Halon for approximately 77 minutes. Fire Suppression will last 82 minutes from the activation of BTL 1.

SYSTEM CONTROLSA Smoke Detector Fault Panel Assembly (FPA) in the E&E compartment (maintenance use only).A CDSCP located on the cockpit overhead panel. Refer to figure 1.

The FPS (Fire Protection System) system gains it’s power from two circuit breakers (C/B’s) located onthe right rear circuit breaker panel. CARGO DET/EXTIG-A (Bus A) is connected to the aircraft’s 28VDCBAT BUS (301PP) and CARGO DET/EXTIG-B (Bus B) is connected to the aircraft’s DC BUS 2 (204PP).Refer to Figure 3.Power from Bus A and B are routed independently to the FPS Rack located in the E&E compartment.At the FPS Rack, Bus A and Bus B join to create a single Bus AB that powers the CDSCP in the cockpitoverhead panel and the FPA in the E&E compartment. Bus A continues from the rack to supply powerto all of the LOOP A detectors and Bus B continues from the rack to supply power to all of the LOOP Bdetectors. Thus, two independent sources of power are provided to the FPS rack and the detectionsystem and provide a single source of power (Bus AB) to the CDSCP and FPA.

CARGO DET/EXTIG-A 28VDC BAT BUS (301PP)CARGO DET/EXTIG-B 28VDC DC BUS 2 (204PP)

The MASTER WARNING and MASTER CAUTION lights on the glare shield. Refer to figure 2.A BELL CUTOUT switch on the CDSCP. Refer to figure 1.An EMERG CANC switch on the ECAM Panel located on the center console. Refer to figure 2.An OVHD INTEG LT & ANN LT on the INT LT Panel in the cockpit overhead panel. Refer to figure 2.An ANN LT test switch located on the cockpit overhead panel. Refer to figure 2.

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Figure 1 : AAE AIRBUS FPS CARGO DETECTION SUPPRESSION CONTROL PANEL (CDSCP)AND AURAL WARNING SONALERT AND THEIR LOCATIONS

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TEST button – When pressed until the AURAL WARNING sounds and test sequence ends, test integrityof detection and suppression systems. All functions, LED’s, and lights on the panel are tested. If adetector has failed, the system will automatically turn off the faulty detector, turn on the respective FAILLED, and switch the unit (enclosure) to single loop mode.

ARM switch – Controls the automatic and manual arming of the bottle and diverter valve squibs.• AUTO position: A cargo fire warning will automatically arm the diverter valve squib for the appropriate

(FWD or AFT) compartment, and arm the BTL ARMED 1 squib. The respective squib LED’s willilluminate.

• FWD PIT or AFT PIT position: Manually arms the diverter valve squib for the selected compartmentand the BTL ARMED 1 squib (a cargo fire warning is not required). The respective squib LED’s willilluminate.

Note: When ARM switch is in FWD or AFT position, pressing the ‘PUSH’ DSCH switchlight willdischarge Halon BTL 1 regardless of cargo fire warning.When the ‘PUSH’ DSCH switchlight is pressed and released, the CDSCP automatically arms theremaining bottle. BTL 2 is fired by pressing the ‘AUTO/MAN’ DSCH switchlight or willautomatically fire after 5 minutes via a digital timer circuit.

BELL CUTOUT – Silences the aural warning and resets the MASTER WARNING switchlights.

SQUIB LED’s – Illuminate during a system test, or when the system is armed, to show the status of thesquibs. An illuminated squib LED indicates the respective squib has not been fired and is ready. Aftera squib is fired, its respective squib LED will not illuminate.FWD or AFT: show status of squibs on the diverter valve.BTL ARMED 1 & BTL ARMED 2: show status of squibs for Halon bottles.Note: Whenever squib LEDs are illuminated (even when TEST button is pressed), pressing the ‘PUSH’

or ‘AUTO/MAN’ DSCH switches will discharge Halon.

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DSCH switches – These switches are not powered until armed. When the ARM switch is in AUTOposition, the ‘PUSH’ DSCH switch is armed automatically when a Cargo Fire is detected. The ‘AUTO/MAN’ DSCH switch is armed when the ‘PUSH’ DSCH switch is pressed and released. In the FWD orAFT positions the ‘PUSH’ DSCH switch is armed regardless of a Cargo Fire warning. When armed,pressing the ‘PUSH’ DSCH switch fires a squib releasing Halon from BTL 1, and also fires the selectedsquib on the diverter valve directing the Halon to the selected cargo compartment. When the ‘PUSH’DSCH switch is released the ‘AUTO/MAN’ DSCH switch is armed. BTL 2 will automatically fire its squib5 minutes after the activation of BTL 1. The agent flows from BTL 2 through a metering valve into thesame bay as BTL 1.Note: BTL 2 will automatically discharge after 5 minutes of activating BTL 1 through a digital timing

circuit.

DSCH annunciators (in the DSCH switches) show status of Halon pressure in BTL 1 and BTL 2. Thelights in these switches will illuminate when pressure for BTL 1 or BTL 2 is low. These lights are testedusing the CDSCP TEST switch.

DET ‘A’ or ‘B’ LEDs – When system TEST switch is pressed: Illuminate to verify the Loop is operational(if LED is OFF during test, Loop is inoperative). When the detectors’ test is successful the CDSCP turnsoff the associated FAIL ‘A’ or ‘B’ LEDs.When system TEST switch is not pressed: Illuminate when a detector in the respective Loop sensessmoke.

FAIL ‘A’ or ‘B’ LEDs – Except as explained above in TEST, illuminate when a detector in the respectiveLoop has failed.

FIRE LED– Illuminates steady when a Cargo Fire is detected. Flashes after ‘PUSH’ DSCH switch ispressed and released. It illuminates steady when BTL 2 is automatically discharged 5 minutes after BTL1 was discharged.

The aural warning may be silenced during a Cargo Fire TEST by pressing the CDSCPs BELL CUTOUTswitch in the overhead panel, or the aircraft’s EMER CANC switch on the center console, or eitherMASTER WARNING switch on the glare shield. Refer to figure 2.Pressing the CDSCPs BELL CUTOUT switch or the aircraft’s EMER CANC switch on the center consoleresets the MASTER WARNING switch lights on the glare shield.

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Figure 2 : AAE AIRBUS FPS INTERFACING WITH EXISTING CONTROL AND INDICATORS

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The MASTER WARNING lights located on the glare shield illuminates for any cargo fire warning fromthe FPS system.

The MASTER CAUTION lights located on the glare shield illuminates when any detector senses smokeor any detector fails.

The aircraft’s AURAL WARNING sounds whenever there is a Cargo Fire. The AURAL WARNING maybe silenced by pressing the CDSCP’s BELL CUTOUT switch in the overhead panel, or the aircraft’sEMER CANC switch on the center console, or either MASTER WARNING switches on the glare shield.Note: Pressing the CDSCP’s BELL CUTOUT switch in the overhead panel or the aircraft’s EMER

CANC switch on the center console resets the MASTER WARNING switch lights on the glareshield.

The intensity of the integral lights in the CDSCP are adjusted by the OVHD INTEG LT rheostat on theINT LT panel in the cockpit overhead panel. The CDSCP’s annunciator lamps & LEDs are tested by theANN LT switch on the INT LT in the cockpit overhead panel.

The system does not give any indication on ECAM.

The system has been modified to add an elementary flight phase inhibition during following phases:• just before and just after Take-Off• just before and just after Touch-Down

Trigger Table

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Flight Phases

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Figure 3 : AAE AIRBUS FPS CIRCUIT BREAKERS AND THEIR LOCATIONS

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LIMITATIONSa) The aircraft must land at the nearest suitable airport within 82 minutes after the activation of BTL 1

when accomplishing the CARGO FIRE INFLIGHT procedure.b) Contingencies and procedures for inoperative Cargo Fire Protection System must be applied

according MEL.c) If the aircraft is dispatched “un-pressurized”, then the Cargo Fire Protection System is considered

inoperative in both cargo compartments. Both cargo compartments must remain empty.

ABNORMAL/EMERGENCY PROCEDURESThe ABNORMAL/EMERGENCY procedures related to the Cargo Smoke Detection and FireSuppression System are incorporated in the QRH in the form of OVERRIDEN PROCEDURES(QRH tab 6).

• CARGO FIRE INFLIGHT• CARGO FIRE ON GROUND• ONE CDSCP DET ‘A’ OR ONE CDSCP DET ‘B’ LED ON

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STANDARD OPERATING PROCEDURES

FIRST FLIGHT OF DAY AND FOR CREW CHANGE– CARGO DETECTION SUPPRESSION CONTROL PANEL (CDSCP)......................CHECKED

Verify the MASTER CAUTION and MASTER WARNING lights on the glare shield are off.Verify the CDSCP’s ARM switch is set to AUTO, and that all CDSCP lights and LEDs are out.[If the ‘PUSH’ DSCH light is on, BTL 1 is empty. If the ‘AUTO/MAN’ DSCH light is on, BTL 2 isempty.]

– CDSCP PANEL TEST SWITCH .......................................................................PRESS & HOLDPress and hold the TEST switch until AURAL WARNING sounds and the test sequence iscomplete, then release. Observe the following:– The ‘PUSH’ DSCH & ‘AUTO/MAN’ DSCH switches are ON.– All FAIL ‘A’ and ‘B’ LEDs ON at first, then OFF as DET LEDs come ON.– All DET ‘A’ and ‘B’ LEDs are ON.• DET LED ‘ON’ means that loop is operational.• DET LED ‘OFF’ means that loop is inoperative.

– The FWD PIT and AFT PIT Squib LEDs for the Diverter Valve Illuminate.– BTL ARMED 1 Squib LED Illuminates.– BTL ARMED 2 Squib LED Illuminates.– FIRE LED on the CDSCP is ON and flashing, indicating the timer is operating.– AURAL WARNING (Sonalert) is ON.– MASTER CAUTION & MASTER WARNING lights on the glareshield are ON.

Note; • The aural warning can be silenced during the test by pressing either the CDSCP’sBELL CUTOUT switch, or the aircraft’s EMER CANC switch on the center console, oreither MASTER WARNING switch lights on the glareshield. If the aural warning doesnot silence contact maintenance.

• Pressing the CDSCP’s BELL CUTOUT switch or the aircraft’s EMER CANC switch onthe center console will reset the MASTER WARNING switch lights on the glare shield.

• Manually press either MASTER CAUTION switch light on the glare shield to reset theMASTER CAUTION lights.

Release the test switch and verify all lights and LEDs are out.

Note; If a test is required in flight accomplish the above procedure.

OTHER FLIGHTS– Verify the ARM switch on the CDSCP is set to AUTO, and that all panel lights are out.

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1.32.10 P 1FCOM 1 - SYSTEMS DESCRIPTIONLANDING GEAR

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OM-B REV 05 GEARS AND DOORSA3201.32LANDING GEAR1.32.10GEARS AND DOORS13210105ALL

The following sub-section contains supplementary information not provided in FCOM 1.32.All other information provided in FCOM 1.32 is not affected and remains valid.

TIRE SERVICING - AIR/NITROGENThe tires are serviced with nitrogen only.If servicing at outstation is required and no nitrogen is available, servicing with air may be performed if:– The oxygen (due to addition of air) volume in the tire does not exceed 5 %,– Maintenance personnel removes the air from the tire and inflates them with dry nitrogen before 15

hours time service (usually done at home base). A chemical reaction between the oxygen in the tireand gases from the inner liner can cause tire explosion.

– TLB entry must be made.

VISUAL INSPECTION OF TIRES

DEFINITIONS– Bead:

Helps to maintain the shape of the tire and keeps it securely fitted on the rim.– Carcass plies:

Layers of rubber coated fabric running from bead to bead and give the tire its strength in the sidewallarea.

– Groove:Indentation in the tread of the tire used for evacuation of water between runway and tire.

– Protector ply / Aramid protector:Provides cut resistance protection to the carcass plies.Depending on the type of manufacturer they have other names:• Bridgestone: aramid protector ply,• Michelin: protector ply.

– Shoulder:The area on the side of the tire between the tread and the sidewall.

– Sidewall:The side area of the tire between the shoulder and the beads.

– Tread:A layer of rubber on the outer circumference of a tire. The major function is to protect the casing fromcuts, withstand high speed during take off and landing, provide traction, resist wear, provide durabilityunder a wide range of temperatures and to ensure stability.

- INTRODUCTION1

INTRODUCTION

- TIRES AND BRAKES1

TIRES AND BRAKES

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GENERALA general condition check of the tire has to be made, paying attention to deteriorations such as:

1. Under inflation: shoulders wear too much,2. Worn beyond limits: worn to the reinforcing material,3. Flat spots or skid burns. Skid burns are usually caused by a wet or icy runway and are oval shaped

in the tread, showing signs of rubber burns,4. Thrown tread,5. Peeled rib,6. Cuts,7. Chevron cuttings: caused by grooves on runway surfaces,8. Blisters or bulges,9. Groove cracking: reinforcing material coming through the crack at the bottom of the tread groove,10.Cuts below the rib.

TIRE WEAR DETERIORATION LIMITSEach tire has its own limits for use, related to the type and manufacturer.The internal structure and the rubber thickness of the tire can change with the make.As a consequence, you cannot use the standard requirements for all tire makes.

Each manufacturer publishes his respective utilization limits:1. Dunlop: limits are given in a more general way.2. Bridgestone and Michelin: limits are more precise (table form).

1. DUNLOPTires damaged within the following limits can remain in service:– Superficial cuts in the tread and / or sidewall rubber that do not go into the breakers or the cords of

the casing plies.– Cracking or splits in the sidewall if you cannot see the cords of the casing plies.– Unevenly worn tires or tires worn on the shoulder can remain in service until worn to the base of

the tread pattern or to normal wear limits whichever occurs sooner.– Tires that have been subjected to sideways scrubbing can remain in service until fully worn.– Tires with skid burns or flat spots can remain in service if the damage does not go into the base of

the tread pattern or is not likely to cause serious out of balance.– Rubber blisters in the lower sidewall if:• The blisters are not more than 2 and none of them is > 25.4 mm in diameter.• The blisters are not less than 304.8 mm apart when measured circumferentially.Within these limits, both blisters can be in the same sidewall.

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2. BRIDGESTONE / GOODYEARNote: Conditions for removal are stated in the following tables unless otherwise explained.

Criteria relative to trend wear:

CONDITION BRIDGESTONE MICHELIN

NORMAL WEAR – Groove depth < 1 mm at any point of the tread surface.

OR– Aramid protector ply in view.

– Wear goes to bottom of any groove along more than 1/8 (approx. 24 cm) of the circumference at a given location.

OR– Protector ply is in view on more than 1/8

(approx. 24 cm) of the circumference at a given location.

Note: Direct flight back to home base is allowed.

FLAT SPOT ONTREAD SURFACE

– Flat spot goes to the protector ply.OR– Flat spot does not go as far as the protector ply and the tread depth is not in limits (see

“NORMAL WEAR”) or there is a start of separation.

Caution: If vibration felt during taxi: NO GO

ASSYMETR.TREAD WEAR

Refer to normal wear Refer to normal wear

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Damage criteria- Tread surface -

DAMAGE BRIDGESTONE MICHELIN

CUTS Remark: remove any imbedded and unwanted objects if present.

The aramid protector is visible and damaged and the cut is more than:

Note: the cut depth is measured from the bottom of the groove.

1. Nose wheel: cut depth > 7 mm and/or cut length > 40 mm

2. Main wheels: cut depth > 8 mm and/or cut length > 50 mm.

The protector ply is visible and damaged and the cut is more than:

Note: the cut depth is measured from the bottom of the groove.

1. Nose wheel: cut depth > 6 mm and/or cut length > 20 mm

2. Main wheels: cut depth > 8 mm and/or cut length > 25 mm.

Cut severs or goes across a tread rib.

CHUNKING – Protector ply in view on more than 6 square cm.

OR– Protector ply damaged.

– Protector ply in view on more than 6 square cm.

OR– Protector ply damaged.

OPENED TREAD JOINT

As soon as you can see the opening

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- Tread surface (Continued) -


RIB UNDER - CUTTING Cut depth > 6 mm below the rib. Cut depth > 5.5 mm below the rib.

GROOVE CRACKING Aramid Chord protector in view and crack length mote than:1. Nose wheel: 40 mm2. Main wheels: 50 mm.

Protector ply in view on more than 6 mm (continuous).

BLISTERS AND BULGES(Deformation)

Not allowed

CHEVRON CUTTING The aramid protector is visible. – If chevron cutting goes to and exposes the protector ply.

OR– If chevron cutting causes chunking which

exposes the protector ply more than 6 square cm.

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- Tread surface (Continued) -


SKID BURNS(due hydroplanning or ice skidding)

Not allowed – Protector ply is exposed for more than 160 square cm.

OR– Airplane vibrations unacceptable during

taxi

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- Sidewalls -


CRACKS, SPLITS, CUTS(Radial or inclined)Radial cut:Angle < 30 °Inclined cut:Angle > 30 °

Radial cuts:– Depth < 2 mm and with length >= 150 mm

and do not go as far as the carcass.– Depth >= 2 mm or go as far as the carcass.Inclined cuts:– Length >= 150 mm and do not go as far as

the carcass.– Cuts that go as far as the carcass.

Sidewall cords in view.

SEPARATION, BLISTERS, BULGES Not allowed

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- Beads -

BRAKE WEAR LIMITSThe relation between the brake wear pin length and the number of landings that can be performed, is forthe worst case:

1 mm wear pin length = 19 landings

If the wear pin is flush, the brake still contains sufficient wearable lining material to provide an RTObraking capability.Note: The length of the wear pin can only be measured with the PARKING BRAKE SET and with a

brake temperature less than 60 ° C.

Note: The brake units usually have 2 wear pins.– If you find a brake that does not have 2 wear pins, the brake is serviceable if there is 1 wear

pin and that wear pin is within limits. (reference AMM)– A brake without a wear pin must be deactivated. (reference AMM)

Conclusion:– A brake wear pin below flush is not acceptable.– A flush brake wear pin can still handle an RTO. The aircraft may return to main base where

the brake must be replaced.– Taking off from home base with a flush brake wear pin is not allowed.


EXPOSURE OF BEAD WIRES Not allowed

DEFORMATION Not allowed(beads or bead wires deformation)

CRACKS In upper part of bead zone with dept > 1 mm

WEAR with wear of the tire surface near the upper edge of the rim and depth of the area > 2 mm.

with wear of the tire surface near the upper edge of the rim and depth of the area > 1 mm.

BLISTER Blister in upper part of the bead zone and length or diameter > 10 mm

Blister in upper part of the bead zone

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1.33.40 P 1FCOM 1 - SYSTEMS DESCRIPTIONLIGHTS

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OM-B REV 04 SIGNSA3201.33LIGHTS1.33.40SIGNS13340104ALL

The following sub-section contains supplementary information not provided in FCOM 1.33.All other information provided in FCOM 1.33 are not affected and remain valid.

GENERALSome of the Non-Smoking signs extinguish under certain conditions.There is no need to enter a TLB/WO asking for a “reprogrammation” of the system if it is operating asdescribed below.

SYSTEM OPERATIONThe Non-Smoking signs are commanded by the CIDS. This CIDS Director will illuminate the Non-Smoking lights in each PSU through a DEU-A.

The CIDS uses the NS signs assigned in the CAM layout data. Each NS sign should be mentioned inthis layout before the CIDS can “recognize” a NS sign in each PSU.

- INTRODUCTION1

INTRODUCTION

- NON-SMOKING SIGNS IN THE CABIN1

NON-SMOKING SIGNS IN THE CABIN

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Non-Smoking ZonesIn order to program the aircraft as a Non-Smoking aircraft, the NS zones should be assigned in the PTP.This programming is not protected by an access code, so everybody can modify this programming freely.There are 2 versions depending on the age of the aircraft and the CIDS installed:• With an older CIDS, the end of the NS zones should be assigned (as per Maintenance task).

• With the newer versions of the CIDS, a “Non-Smoker A/C” can be programmed (as per Maintenancetask). This is a much easier way of assigning a Non-Smoking zone as it was before.

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Non-Smoking SignsIn the older, less sophisticated aircraft, an older CIDS is installed. With this equipment, the non-smokingand exit signs will be switched on under the following conditions:• Landing gear down and locked when the flight compartment NS switch is in the AUTO position,• Flight compartment NS switch in overhead panel is switched to ON,• Excessive aircraft decompression, irrespective of the NS switch position.On those aircraft, as described above, it is only possible to control the signs for the passengers and notfor the cabin crew (depending on the CAM programming), so with the switch in armed position, somesigns go OFF (attendant station and the signs in the galley).This is a normal behavior and DOES NOT need to be reported in the TLB as a system defect.To illuminate all the NS signs on these aircraft, the pilot could also select the NS switch to ON on theoverhead panel. In this way, the NS signs and the EXIT signs will always be illuminated.

CAUTION: This is not acceptable. Selecting this switch to ON will prevent the emergency powersupply batteries from charging, with a possible empty battery as a consequence (NOGO item).

With the newer, more evolved CIDS, some software improvements have been made.Here the NS signs are switched ON in the following conditions:• All NS signs are always switched ON. The NS switch in the flight compartment overhead panel has

no effect on the NS signs.

So as long as the aircraft is programmed in the PTP as a Non-Smoker flight, the lights should beilluminated.

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1.34.80 P 1FCOM 1 - SYSTEMS DESCRIPTIONNAVIGATION

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OM-B REV 04 TCASA3201.34NAVIGATION1.34.80TCAS13480104TCN(425)

The OO-TCN (MSN 0425) is equipped with a TCAS II System (version 7.0).This system was not installed by Airbus and its documentation (system description, procedures andlimitations) is not provided in the FCOM.As the documentation is provided by the system manufacturer (Rockwell Collins) in the form of aSupplement to the Aircraft Flight Manual, document that is not present on board, and not used in thisform in operation, the system documentation is incorporated in the TCW OMB and QRH.

The installation is similar to OO-TCI (MSN 1975) and OO-TCJ (MSN 1787).The only differences are :

• Control panel layout (refer to TCW OM-B 1.34.80 for OO-TCN panel),• ND indications on OO-TCN is limited to the ranges 10, 20, 40 NM ranges in ROSE and ARC modes

(refer to TCW OM-B 1.34.80 for OO-TCN ND indications).

All other information concerning TCAS system description and procedures (SOP, abnormal andemergency) for OO-TCI and OO-TCJ are applicable to OO-TCN.

- INTRODUCTION1

INTRODUCTION

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OM-B REV 04 TCASA32013480204TCN(425)

ATC/TCAS PANEL

TCAS mode selTA/RA : Normal position.

The RAs, TAs and proximate intruders are displayed if the ALT RPTG switchis ON and the transponder is not on STBY.

TA : The TCAS does not generate any vertical orders. This mode should be usedin case of aircraft degraded performance (engine failure, landing gearextended ...) or on parallel runways.All RAs are converted into TAs. TAs and proximate intruders are displayedif the ALT RPTG switch is on and the transponder is not on STBY.The TA ONLY white memo is displayed on the NDs.

STBY : The TCAS is in standby.

- CONTROLS AND INDICATORS2

CONTROLS AND INDICATORS

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ND INDICATIONS

The traffic is displayed in all ROSE modes and ARC mode when 10, 20 or 40 NM range is selected.Only the 8 most threatening intruders are displayed.

Proximate intruderIndicated by a white filled diamond.

TA intruderIndicated by an amber circle.Associated with the TRAFFIC TRAFFIC aural message.

RA intruderIndicated by a red square.Associated with vertical orders displayed on the PFD and aural messages.

Other intruders Indicated by a white empty diamond.Note: If the range of an intruder is not available, the intruder is not displayed.

An intruder may be partially displayed when its range is out of scale.

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OM-B REV 04 TCASA32013480404TCN(425)

Relative altitude

Indicated in hundred of feet above or below the symbol depending on the intruder position.

Vertical speed arrowDisplayed only if the intruder V/S > 500 feet/minute.Relative altitude and vertical speed arrow are displayed in the same color as the associated intrudersymbol.Note: If the altitude of an intruder is not available, neither altitude nor vertical speed indications are

displayed.

No bearing intruderIf the bearing of YA or RA intruder is not available the following data is presented in digital form at thebottom of the ND :– range,– relative altitude and vertical speed arrow if available.Displayed amber or red according to threat level.

Range ringA 2.5 NM white range ring is displayed when a 10 or 20 NM range is selected

TCN(425)

1.38.10 P 1FCOM 1 - SYSTEMS DESCRIPTIONWATER / WASTE

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OM-B REV 04 DESCRIPTIONA3201.38WATER / WASTE1.38.10DESCRIPTION13810104ALL

The following sub-section contains supplementary information not provided in FCOM 1.38.All other information provided in FCOM 1.38 are not affected and remain valid.

GENERALDescription on how to gain access to the potable water shut-off valve of a lavatory (FWD/AFT) when ithas to be closed manually.

DESCRIPTIONThe potable water system supplies the galleys and lavatories with water from a tank via a distributionsystem; visualized in the following figure. The toilet system uses water from the potable water systemfor the toilet flush. Each lavatory can be isolated from the potable water distribution system through amanual shut-off valve (MAN SOV).Under normal conditions, the valve remains in the “OPEN” position. When the manual shut-off valve isclosed, the water faucet and toilet are isolated from the potable water distribution system. The shut-offvalve is installed under the toilet shroud.

- INTRODUCTION1

INTRODUCTION

- POTABLE WATER SHUT-OFF VALVE OF FWD/AFT LAVATORY1

POTABLE WATER SHUT-OFF VALVE OF FWD/AFT LAVATORY

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ACCESS TO WATER SHUT-OFF VALVETwo different systems may be encountered:

SYSTEM 1The water shut-off valve is opened and closed by use of a control handle, which is attached to the shut-off valve. The control handle is located on the sanitary cabinet wall, under the washbasin just above thelavatory floor.

The procedure to gain access to the control handle is:• Open the door of the lavatory• Open the sanitary cabinet door• You are able to closed the shut-off valve

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SYSTEM 2The procedure to gain access to the shut-off valve is:• Open the door of the lavatory• Open the access panel to the water shut-off valve• You are able to close the shut-off valve

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2.00.00 P 1FCOM 2 - FLIGHT PREPARATIONGENERAL INFORMATION

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OM-B REV 05 CONTENTSA3202. FLIGHT PREPARATION2.00GENERAL INFORMATION2.00.00CONTENTS20000105ALL

For information concerning FLIGHT PREPARATION, refer to FCOM volume 2.

- SCOPE1

SCOPE

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2.00.00 P 2FCOM 2 - FLIGHT PREPARATIONGENERAL INFORMATION

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3.01.10 P 1FCOM 3 - FLIGHT OPERATIONSOPERATING LIMITATIONS

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OM-B REV 00 FOREWORDA3203. FLIGHT OPERATIONS3.01OPERATING LIMITATIONS3.01.10FOREWORD30110100ALL

For information concerning OPERATING LIMITATIONS, refer to FCOM volume 3.The company limitations, which are more restrictive than FCOM 3, are included here.

- SCOPE1

SCOPE

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OM-B REV 05 AUTO FLIGHTA3203.01.22AUTO FLIGHT30122105ALL

USE OF NAV AND FINAL APP MODES FOR NON-PRECISION APPROACHThe following information is applicable to TCW fleet and restricts the related limitation.Use of APP NAV and FINAL APP is approved in accordance with the limitation of FCOM 3.01.22 and inVMC only.

AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONSThe following information is applicable to TCW fleet and restricts the related limitation.– The airline has NOT checked the ILS CAT I beam quality, and the effect of terrain profile in front of

the runway. So, automatic landing on CAT I ground installations and when the sensitive area is notprotected is not authorized.

– However, automatic landing, when sensitive areas are not protected is authorized only :• For AUTOLAND SURVEY, and• On CAT II or CAT III approved runways.

- GENERAL1

GENERAL

- AUTOMATIC APPROACH, LANDING AND ROLL OUT1

AUTOMATIC APPROACH, LANDING AND ROLL OUT

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3.02.01 P 1FCOM 3 - FLIGHT OPERATIONSABNORMAL AND EMERGENCY

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OM-B REV 01 INTRODUCTIONA3203.02ABNORMAL AND EMERGENCY3.02.01INTRODUCTION30201101ALL

The FCOM section 3.02.01 is completely replaced by the information provided here (TCW OM-B3.02.01).

ABNORMAL PROCEDUREAn Abnormal Procedure describes actions which are necessary to cope with an impending or effectivefailure of any airplane system or component, respectively actions which are necessary to protect theairplane and its occupants from impending harm.

ECAM PROCEDUREAn Abnormal Procedure, which is generated by the ECAM and must be performed according to theECAM display, is referred to as "ECAM Procedure".

NON ECAM PROCEDUREAn Abnormal Procedure, which cannot be generated by the ECAM and which must be performed byreference to written text, is referred to as "Non ECAM Procedure".

OVERRIDEN PROCEDURESSome ECAM Cautions / Warnings may be temporarily overridden due to preliminary information by AI.In this case modified procedures are listed in the QRH as "Overridden ECAM Procedures" and may befound under the “OEB” tab of the QRH.

FCOM 3.02In this chapter, all Abnormal Procedures (ECAM or Non ECAM) are presented in an expanded version.The Expanded Procedure consists of the basic procedure with added background information andexplanatory text. Flight Procedures are included in the description of Abnormal Procedures only inexceptional cases.

TCW OM-B 3.02.10Whenever normal Flight Procedures have to be modified significantly due to a System Fault/Failure, aspecial Flight Pattern is published in this chapter.

QUICK REFERENCE HANDBOOK (QRH)Non ECAM Procedures are generally depicted in the QRH. ECAM Procedures are repeated in the QRHonly in exceptional cases.

- SCOPE1

SCOPE

- DEFINITIONS1

DEFINITIONS

- DOCUMENTATION OF PROCEDURES1

DOCUMENTATION OF PROCEDURES

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NOTIFICATIONAny CM detecting an impending or existing system fault, system failure or abnormal behaviour of asystem shall immediately inform the other CM(s). In case of cautions / warnings generated by the FWSpreferably the PNF:– silences an associated aural warning– reads the system title line from E/WD (e.g. HYD B SYS LO PR) if applicable.

ACTIONPrimary objective of the flight crew is airplane control. Simply keep it flying. The crew shall generallynot deal with technical problems, unless:– a safe flight path is established– a safe airspeed is establishedand, after take off or go around:– The LDG Lever is selected up

Note: The Commander may consider to leave the landing gear extended, if performance permits, incases of hydraulic, brake overheat or tyre problems or in cases of structural damage.

– The aircraft is 400ft AGL or above

TASK SHARINGWhenever the situation and A/C status permits, the PF and PNF should initially remain with theirdesignated duties.The PF primarily concentrates on A/C control.When the workload for the PIC is increased due to "non routine" duties, such as abnormal management,decision making, communication with cabin crew, information to passengers etc. and when the PICwould not be able to concentrate on PF duties, he should consider to designate CM2 as PF for suchphases of flight.

USE OF AUTOFLIGHT SYSTEMThe autopilot should be engaged prior dealing with a technical problem or prior starting an AbnormalProcedure.The autopilot may be used in most failure cases, when available :– in case of engine failure, including autoland or CAT II/CAT III ILS.

When performing an engine-out non precision approach, the use of autopilot is not permitted in thefollowing modes : FINAL APP, NAV V/S, NAV FPA.

– in case of other failures, down to 500 ft AGL in all modes.However, the AP has not been certified in all configurations and its performance cannot be guaranted.If the pilot chooses to use the AP in such circumstances, extra vigilance is required and the AP mustbe disconnected if the aircraft deviates from the desired or safe flight path.

- HANDLING A TECHNICAL PROBLEM2

HANDLING A TECHNICAL PROBLEM

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VERIFICATION OF CONDITIONConfirm system status by checking system display, system functions and local warnings.Recheck affected system controls for normal set up.Note: In flight, a tripped CB shall not be pushed in again. Only in case of an emergency, one reset may

be considered, if the system is absolutely needed for safe conduct of flight. This procedureshould be adopted only as a last resort, and only one re-engagement should be attempted.On ground, do not re-engage any wing tank fuel pump circuit breaker. For all other circuitbreakers, if the flight crew coordinates the action with maintenance, they may re-engage atripped CB, provided the cause of the tripped CB is identified.

USE OF OXYGENOxygen masks shall be donned and communications established when their use is required. Thisincludes, but is not limited to loss of cabin pressure, use of fire extinguishing agents, contamination ofair (such as smoke), or concentration of fumes or odours, either present or anticipated on the flight deckor in the passenger cabin.Emergency oxygen should be utilised when necessary to provide positive pressure in the masks toprevent the entry of or evacuate contaminants. When positive pressure is not required, butcontamination of cockpit air exists, 100 % oxygen must be used. If prolonged use is required and thesituation permits, oxygen availability should be extended by selecting normal flow.Avoid the continuous use of interphone position to minimise the interference from oxygen maskbreathing noise.For description of oxygen masks, refer to TCW OM-B 3.03, FCOM 1.35 and/or SEP.

The actions contained in abnormal procedures are classified according to their mode ofapplication.

MEMORY ACTIONSActions which must be performed as soon as the situation permits. The delay involved when referringto written documentation is not acceptable. Therefore, all CM's must be able to perform these actionsby memory. "Memory Actions" are part of some Non ECAM Procedures.

The following procedures are to be applied without referring to paper :– Windshear, windshear ahead ,– TCAS, EGPWS,– beginning of ON GROUND EMER/EVACUATION,– loss of braking,– beginning of EMER DESCENT,– beginning of ENG STALL.– beginning of UNRELIABLE SPEED INDICATION,

- CLASSIFICATION OF ACTIONS3

CLASSIFICATION OF ACTIONS

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MEMORY ACTIONS (EXPANDED)Description of the actions to be performed by heart, the crew coordination and the standard calls for eachaffected checklist. Caution: As a general rule, all abnormal checklists, as described if the FCOM, are of application. The

following “expanded” MEMORY ACTIONS give only the way to apply the related checklists.

WINDSHEAR.

PREDICTIVE WINDSHEAR WARNING (RED) : “WINDSHEAR AHEAD - WINDSHEAR AHEAD”PF PNFNote: The message “W/S AHEAD” is displayed on each PFD. The color of the message depends on the severity and location of

the windshear.Aligned for takeoff:TAKEOFF ....................................................................... DELAYDelay the takeoff roll until the warning is no longer active or select the most favourable runway.

During takeoff run:TAKEOFF ..................................................................... REJECTPredictive windshear alerts are inhibited above 100 kts until 50 ft.

After lift-off:THR LEVERS ................................................................... TOGAAs usual, the slat/flap configuration can be changed, provided the windshear is not entered.SRS ORDERS ............................................................ FOLLOW

If actual windshear conditions are encountered:Apply “WINDSHEAR ENCOUNTER” procedure.

PREDICTIVE WINDSHEAR WARNING (RED) : “GO AROUND - WINDSHEAR AHEAD”PF PNFNote: If a positive verification is made that no hazard exists, the warning may be considered cautionary.Approach:GO AROUND ............................................................ PERFORMCommence a normal go-around maneuver (including FLAPS retraction by one step and L/G UP selection).

If actual windshear conditions are encountered:Apply “WINDSHEAR ENCOUNTER” procedure.

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WINDSHEAR (CONT D).

WINDSHEAR ENCOUNTER : “WINDSHEAR - WINDSHEAR”PF PNFSimultaneously:“WINDSHEAR TOGA” ......................................... ANNOUNCETHRUST LEVERS ............................................................ TOGAAggressively apply TOGA power.A/P disengagement will occur when alpha is above alpha prot.

“TOGA POWER SET” ............................................ ANNOUNCECheck that TOGA power is set.

SPEED BRAKES ....................................................... RETRACT SPEED BRAKES ............................................................. CHECKCheck that speedbrakes are retracted.

AUTOPILOT .............................................................. MONITORLeave autopilot ON and monitor system performance.

Note: Severe windshear may exceed the performance capability of the AFS. If necessary, to avoid ground contact, the PF must be prepared to disconnect the A/P and fly manually.

If AP is disengaged:FD SRS COMMAND ................................................. FOLLOWUse full back stick if commanded.If necessary, maintain speed at alpha max.

Note: • If SRS not available, initially use pitch attitude up to 17.5°.Pitch can be increased by using up to full back stick if necessary to minimize loss of height.

• If in alternate or direct law, respect stall warning.

RA and V/S ............................................................... CALL OUTContinuously call out radio altitude and vertical speed indication. If in alternate or direct law, call out any significant IAS or altitude deviation.

BANK .................................................................. WING LEVELWings level to increase rate of climb.Maintain or increase bank if necessary to avoid obstacle.

FLAP / GEAR CONFIG ......................................... MAINTAIN• Do not change flap / gear position, and• do not regain lost IAS.until WINDSHEAR warning has ceased and / or ground contact is no longer a threat.

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TCAS

TCAS TA (Traffic Advisory) : “TRAFFIC - TRAFFIC”CM1 designates PF by: “TCAS, I have control” or “TCAS, You have control”PF PNFDo not maneuver based on a TA alone. INTRUDER .................................................................. IDENTIFY

Adjust range on ND.Consider ROSE mode for traffic from behind.

ATC .............................................................................. INFORM

Caution: The traffic in sight must not necessarily be the intruder.

TCAS RA (Resolution Advisory) : “CLIMB - CLIMB”, “DESCEND, DESCEND“, “MAINTAIN VERTICAL SPEED MAINTAIN“ OR “ADJUST VERTICAL SPEED ADJUST”PF PNFAUTOPILOT .......................................................... DISENGAGEThe TCAS orders may require an incremental load factor, which is greater than that achieved by the autopilot.“BOTH FDs OFF” ................................................... ANNOUNCE

TCAS COMMAND ..................................................... FOLLOWPromptly and smoothly adjust vertical speed to avoid the red V/S area.

BOTH FD .............................................................................. OFFMANEUVER ............................................................... MONITORMonitor vertical speed.Monitor intruder.ATC ............................................................................... INFORMReport: “TCW xxx TCAS climb (descent)”

When clear of conflict:FLIGHT PATH ................................................... REESTABLISHReturn to assigned ALT or FL.Track proceed according to ATC clearance.AP reengage.

ATC .............................................................................. INFORMReport: “TCW xxx clear of conflict”

Note: A go-around must be performed when a RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach (after FAF or below 1000 ft).

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EGPWS

EGPWS ENCOUNTER : “TERRAIN TERRAIN PULL UP“, “TERRAIN AHEAD PULL UP“ OR “PULL UP”PF PNFSimultaneously:“PULL UP TOGA“ ................................................ ANNOUNCEAUTOPILOT ......................................................... DISENGAGESIDESTICK ...................................... FULL BACK AND HOLDDisregard FD SRS command. If necessary, maintain speed at alpha max.When in alternate or direct law, respect stall warning. If one engine out, reduce speed with care below VLS. With flaps extended and at light weight, VMCA may be reached before V alpha max. If in pitch alternate law or direct law, the pitch attitude that results in intermittent stall warning or initial buffet is the upper limit. This may be at unpredictable pitch values due to various circumstances (downdraft, g-load, etc).Always respect the stall warning in this case.THRUST LEVERS ........................................................... TOGAAggressively apply TOGA power.

“TOGA POWER SET“ ............................................ ANNOUNCECheck that TOGA power is set.

SPEEDBRAKES ......................................................... RETRACT

BANK .................................................................... WING LEVELWings level to increase or adjust rate of climb.Maintain or increase bank if necessary to avoid obstacle.

For “TERRAIN AHEAD PULL UP” only:In addition to climbing, and if the crew concludes that turning is the safest way of action, a turning maneuver can be initiated.

FLAPS/GEAR ........................................................... MAINTAIN• Do not change flap / gear position, and• do not regain lost IAS.Until GPWS warning has ceased and/or ground contact is no longer a threat.

SPEEDBRAKES .............................................................. CHECKCheck that speedbrakes are retracted.RA and V/S ........................................... CALL OUTContinuously call out radio altimeter and vertical speed indication.If in alternate or direct law, call out any significant IAS or attitude deviation.

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EVACUATIONThe stopping actions are described in the “REJECTED TAKEOFF” procedure (TCW OM-B 3.02.10).The expanded procedure is described in the “ON GROUND EMER/EVACUATION” procedure(TCW OM-B 3.02.90).The BOXED ITEMS (TCW QRH 7.01) of the EVACUATION procedure must be performed by memoryand are repeated below :

LOSS OF BRAKING

EVACUATION (TCW QRH 7.01 BOXED ITEMS by MEMORY)CM1 CM2AIRCRAFT / PARKING BRK ...................................... STOP/ONSet parking brake ON after aircraft stops.

“ATTENTION CREW ON STATION” ................... ANNOUNCE“START PROCEDURE” ......................................... ANNOUNCE

ATC (VHF) ...................................................................... NOTIFYNotify ATC of the nature of the emergency, and request assistance. Only VHF1 is available on batteries.

ECAM ACTIONS ......................................................... INITIATE

LOSS OF BRAKINGPF PNFIf AUTOBRAKE is selected:BRAKE PEDALS ............................................................ PRESS

If no braking available:“LOSS OF BRAKING“ ......................................... ANNOUNCEREVERSER ......................................................................... MAXBRAKE PEDALS ....................................................... RELEASE“A/SKID & N/W STRG OFF” ....................................... ORDER

BRAKE PEDALS ............................................................ PRESSMAX BRK PRESS ........................................................ 1000 PSI

BRAKE PEDALS ........................................................ RELEASE

A/SKID & N/W STRG ........................................................... OFF

MAX BRK PRESS .......................................................... CHECK

If still no braking:PARKING BRAKE ...................... SHORT AND SUCCESSIVE ............................................................................. APPLICATION

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EMERGENCY DESCENT

ENGINE STALL

EMERGENCY DESCENT (WITH AP)PF PNFIf above FL100:CREW OXY MASKS ............................................................. ONCREW COMMUNICATION ................................... ESTABLISH“EMERGENCY DESCENT” .................................. ANNOUNCEDESCENT ...................................................................... INITIATE

CREW OXY MASKS ........................................................... ONCREW COMMUNICATION ................................. ESTABLISH

If RAPID DECOMPRESSION:EMER DESCENT FL100 / MEAALT ......................................................................... TURN / PULLHDG ..................................................................... AS REQUIREDSPD ...................................................................... AS REQUIREDTHR LEVERS (if A/THR not engaged) ............................. IDLEFMA ......................................... CHECK THR IDLE / OPEN DESSPD BRK ............................................................................. FULL

Note: If structural damage is suspected reduce speed as appropriate.

SIGNS .................................................................................... ONENG MODE ........................................................................... IGNATC ............................................................................... NOTIFY

ENGINE STALLCM1 CM2On ground:ENGINE MASTER __ .......................................................... OFFMonitored action.

PF PNFIn flight:“ENG STALL START PROCEDURE” ................. ANNOUNCE

ENG PARAMETERS ...................................................... CHECKTHR LEVER ......................................................................... IDLEMonitored action.ENG PARAMETERS ...................................................... CHECK

Not normal:ENG MASTER __ ................................................................. OFFMonitored action.

Continue with ENG STALL QRH procedure (PNF reads and verify memory items, and continues with ENG SHUTDOWN on ECAM).

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UNRELIABLE SPEED INDICATION

UNRELIABLE SPEED INDICATIONPF PNF“UNRELIABLE SPEED“ ...................................... ANNOUNCETHRUST / PITCH ........................................................ ADJUSTFailure below THR RED ALT:• Use TOGA / 15°Failure above THR RED ALT:• Below FL 100 : use CL / 10°• Above FL 100 : use CL / 5°

AP / FD ................................................................................. OFFA/THR .................................................................................. OFFFLAPS ................................... MAINTAIN CURRENT CONFIGSPEEDBRAKES ................................... CHECK RETRACTED

Note: If failure is detected while in CONF FULL and go-around is initiated, select CONF 3.

L/G ........................................................ UP WHEN AIRBORNE

FLAPS ............................................................................. CHECKSPEEDBRAKES ............................................................. CHECK

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READ-AND-DO ACTIONSActions, which must only be performed after being read. All actions of ECAM Procedures and themajority of actions of Non ECAM Procedures are "Read-and-do Actions".Actions, which must be synchronised with flight progress, e.g. change of airplane configuration, mustonly be initiated after crew co-ordination.

MONITORED ACTIONSActions, which are non-reversible or may Iead to imminent danger when performed incorrectly shall bemonitored by the PF, and only be performed when monitoring is confirmed.They shall be memorised by heart by all CMs.

"Monitored Actions" contained in the abnormal procedures are activation of:

a) Thrust Levers (for the purpose of engine shutdown)b) ENG MASTER Switchesc) ENG FIRE PB-Switchesd) IDG Disconnect PBse) IR Mode Selectorf) FWD+AFT Cargo Compartment DISCH PBs

Example for performing "Monitored Actions":

PNF places hand on the related component, and announces action to be performed. e.g.:– THRUST LEVER 1 .................................................................................................................. IDLE

PF verifies the correct component, and replies, e.g.:– NUMBER 1.................................................................................................................CONFIRMED

PNF performs the action. For Non ECAM Procedures, PNF reports to indicate that actionhas been performed, e.g. "IDLE".

REVIEW ACTIONSEssential actions for such phases of flight, where the read-and-do concept cannot be applied. Theymust be read in advance, thus enabling FCM's to memorise them when required.

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Only after the crew has confirmed that a system cannot be restored by normal switching, thecondition is considered as an "Abnormal", which requires the application of an associatedAbnormal Procedure.

READINGOnIy when the PF is attentive, the PNF reads all applicable text loudly, including "Memory Actions"already performed, if applicable.Understanding should be confirmed by the PF before continuing.Note: Under special circumstances, when loud reading conflicts with other flight deck duties, the

commander may decide that the text is read silently. In such case, the PNF shall however informthe PF about essential steps and the progress of the procedure.

INTERRUPTION / CONTINUATION OF PROCEDURE– If necessary, an Abnormal Procedure may be interrupted by the PF by ordering "HOLD

PROCEDURE".– Continuation is requested by ordering "CONTINUE PROCEDURE".

ABNORMAL PROCEDURE DISPLAYED ON ECAM– Flight Phase Inhibit

Some ECAM Cautions/ Warnings are inhibited in certain flight phases. For details, refer to FCOM 1or this chapter for "ECAM Warning Inhibition During Take-off".

– "LAND ASAP"• lf LAND ASAP (red) is indicated on ECAM, the commander should consider landing at the nearest

suitable airport.• If LAND ASAP (amber) is indicated on ECAM, the commander should consider the selection of a

suitable airport for precautionary landing, depending on the seriousness of the situation.– Initiation and Reading of ECAM Procedure:

- SEQUENCE TO HANDLE A TYPICAL ABNORMAL12

SEQUENCE TO HANDLE A TYPICAL ABNORMAL

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Note: Some ECAM procedures additionally require application of a NON ECAM procedure.

- ECAM PROCEDURE13

ECAM PROCEDURE– Before dealing with an (amber) ECAM Caution, the QRH List "Overridden ECAM Procedures"

(OEB tab) shall be reviewed.– When ready, the PF requests initiation of the procedure by announcing

"..... (title line) START PROCEDURE".If several Independent Abnormal Procedures have to be performed, the PF should initiate eachprocedure individually by announcing ".... (title line) START PROCEDURE" and repeat all of theprescribed steps above, until all actions have been performed.

– PNF reads procedure title and required action.– PNF acts accordingly, and reports "ACTIONS COMPLETED" when all actions have been performed.

Except for "Monitored Actions", monitoring of actions performed by the PNF is not necessary.– If no action is required, the PNF reports "NO ACTIONS REQUIRED"– PF checks on ECAM display that associated action lines (blue) have disappeared, then commands

"CLEAR".Some action lines, e.g. GPWS ....OFF, do not disappear.

– PNF presses CLR.– This has to be repeated until the system page, corresponding to the first secondary

failure (if applicable) is displayed.– PNF reads the "LAND ASAP RED (AMBER)" message, if applicable.– When feasible, both pilots should review all affected equipment shown in amber on system page(s),

then the PF commands "CLEAR".– On PF command, the PNF presses CLR as often as necessary until STATUS is displayed, then

announces: "STATUS".– PF announces "HOLD PROCEDURE".– For (red) Warnings, the QRH list "Overridden ECAM Procedures" (OEB tab) shall be reviewed prior

continuing with the ECAM Status.– Reset

If the abnormal procedure does not contain a reset of digital computer, a reset of the affected systemmay be decided on discretion of the crew.Such a reset shall be accomplished according Supplementary Procedure "RESETTING OFDIGITAL COMPUTERS" (QRH).

– Then, continue with the ECAM procedure as applicable.PF initiates reading by announcing "CONTINUE PROCEDURE - READ STATUS".

– PNF reads STATUS including INOP SYS and announces: "STATUS COMPLETED".– PF commands "CLEAR".– PNF presses CLR, and reports "PROCEDURE COMPLETED".

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ABNORMAL PROCEDURE NOT DISPLAYED ON ECAM– Identification of Applicable Procedure

After co-ordinated analysis, the commander shall identify and call out the applicable procedure(e.g. SMOKE REMOVAL).

– Integration of Normal ChecklistNormal checklist items are only integrated within abnormal procedures, when a substantial deviationfrom normal procedures is required.

– Initiation and Reading of QRH/Non ECAM Procedure:

– ResetIf the abnormal procedure does not contain a reset of digital computer, a reset of the affected systemmay be decided on discretion of the crew. Such a reset shall only be made after the Non ECAMProcedure has been read, and shall be accomplished according Supplementary Procedure"RESETTING OF DIGITAL COMPUTERS" (QRH).

- QRH / NON ECAM PROCEDURE14

QRH / NON ECAM PROCEDURE– When ready, the PF requests initiation of the procedure by announcing:

"..... (title line) START PROCEDURE".– "Memory Actions", if included, are then performed by the assigned CM (generally PNF, unless

indicated otherwise).– Other actions are performed as "Read and Do" actions:• PNF reads procedure title and memory actions if included, which have to be verbally confirmed by

the assigned CM.• PNF continues reading required actions.• Designated CM acts accordingly (generally PNF, unless indicated otherwise) and then reports to

indicate that prescribed action has been performed.The other CM shall crosscheck when feasible.

• When options for several choices are indicated by black squares ( ), PNF shall read the availablechoices sequentially until a definite decision can be made.

• When black dots ( ) are presented all must be read, because more than one option may apply.– At the end of the procedure, the PNF shall announce: ".... (title line) PROCEDURE COMPLETED".

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PREMATURE TERMINATION / DISREGARDING ABNORMAL PROCEDURESIf, in a specific situation, individual termination results in a higher degree of safety, the commander maydecide to do so.However, restrictive application of individual termination is recommended, since all operational andsafety relevant factors, restrictions and possible influence on other systems have to be considered.Under certain circumstances, the commander may decide to disregard a specific Abnormal Procedure,e.g. in case of nuisance ECAM Cautions/Warnings or if considered impracticable for actual phase offlight.

Examples are:Nuisance ECAM cautions triggered during emergency descent or "L/G Doors not closed" messageduring final approach with HYD G LO PR.Note: Use of the EMER CANC PB should be restricted to such cases.

ADDITIONAL INFORMATIONThe expanded version of an abnormal procedure should be reviewed by the crew, if the malfunction isnot clearly understood, or if additional background information is required and time is available.

OPERATIONAL DECISION– Unless the situation dictates, an operational decision should only be made after STATUS has been

read, or after the Non ECAM Procedure has been completed.– In order to optimise the operational decision, the MEL may be consulted.

APPROACH PREPARATION– For approach preparation, STATUS shall be reviewed and all remaining actions shall be performed

as appropriate.– If applicable, it is recommended to use flight pattern (TCW OM-B 3.02.10) for the approach

preparation.– If system malfunctions result in specific approach, landing or go around characteristics, this must be

reviewed during the approach/landing briefing.

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Most ECAM cautions and warnings will be available during low energy regime until reaching 80 kt.Thereafter, the majority of messages is inhibited until reaching 1500 ft.This means only local warning may appear, but not the corresponding ECAM caution or warning.

Refer to FCOM 1 “SYSTEMS DESCRIPTION” for the complete list, per system, of flight phase inhibition.

- ECAM WARNING INHIBITION DURING TAKE-OFF16

ECAM WARNING INHIBITION DURING TAKE-OFF

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OVERRIDEN ECAM WARNINGS– If amber caution: Check before ECAM procedure.– If red warning: Check before “Resetting Digital Computers”

- HANDLING OF ECAM WARNINGS17

HANDLING OF ECAM WARNINGS

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- ABNORMAL WORKMETHOD AFTER “PROCEDURE COMPLETED”18

ABNORMAL WORKMETHOD AFTER “PROCEDURE COMPLETED”

CONSULT EXPANDED ABNORMAL and SUMMARY– Time permitting. Pay special attention to “Inop systems not displayed on ECAM”.– Consult SUMMARY if applicable and deemed necessary.

CONSULT MEL– Time permitting. Verify consequences for the next flight.

FORDEC– FACTS :• Wx, NOTAMs, fuel.• What did change due to the abnormal : STS, redundancy, time, operational, ... .

– OPTIONS :• Continue.• Divert.• Return.

– RISKS and BENEFITS :• Evaluate risks and benefits for all options.

– DECISION :• Final decision by commander.

– EXECUTION and INFORMATION :• Announce to SCCM, ask required clearances to ATC, inform PAX, contact company.

– CHECK FOR CHANGES :• Continuously check for changes that affect the decision.

CABIN PREPARATION– When required, start Cabin Preparation.

FCM check if following items are applicable :• FLIGHT PATTERNS ?• OVERWEIGHT LANDING CHECKLIST ?• FORCED LANDING CHECKLIST ?• GRAVITY GEAR EXTENSION CHECKLIST ?• DITCHING CHECKLIST ?• EVACUATION ?

DESC / APPROACH– FMGS LOADING– DESC/APPROACH BRIEFINGS– RECEIVE “CABIN CLEAR” REPORT”– START APPROACH

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PRESENTATIONIn the expanded Abnormal Procedures, the contents of the basic procedure is shown, whenever deemednecessary with the addition of explanatory information (giving the reason or the result of the singlesteps). The sequence of these procedures is identical to the one used in the QRH.The presentation of procedures is, as far as practicable, identical to the presentation on ECAM. Theabbreviations are identical to those used on the cockpit panels. All actions and information displayed onECAM are printed in large letters. Other information, not on ECAM, is printed in small letters.Expanded information, when inserted in the procedure, appears in italics. This information:– identifies the particular failure– explains actions for which the reason is not self-evident– furnishes additional background.When several procedures appear under the same title, a black square marks the starting point of eachprocedure. Only one procedure is applicable at a time.For example :

Black squares also indicate parts of a procedure among which only one is applicable.For example :

- EXPLANATION OF LAYOUT19

EXPLANATION OF LAYOUT

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The ECAM does not display black squares.• If an action depends on a precondition, a black dot identifies the precondition. If the precondition

appears on ECAM, it appears in large letters. If not, it appears in small letters.For example :

• Titles of the procedures appear in the following ways :

ECAM COLOUR CODERED : for configuration or failure needing corrective action as soon as situation

permitsAMBER : for configuration or failure needing awareness and possible subsequent

actionGREEN : for normal long term operationWHITE : for titles and remarks used to guide during proceduresBLUE : for actions to be carried out or limitationsVIOLET : for particular messages (e.g. for inhibition messages)

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STATUS PRESENTATIONThe operational summary of the airplane after a failure is displayed on the STATUS page.It includes:

a) Limitations (speed, flight level) — Blueb) Approach procedures — White/Red or Amberc) Procedures (corrections to apply for landing) — Blued) Information — Greene) Inoperative system — Amberf) INOP SYS — White

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GENERALThe summaries consist of QRH procedures. They have been created to help the crew handle the actionsto be carried out, in the event of an electrical emergency configuration or dual hydraulic failure.In any case, the ECAM should be applied first.This includes both the procedure and the STATUS review.Only after announcing “PROCEDURE COMPLETED”, should the PNF refer to the corresponding QRHsummary. However, the use of the SUMMARIES is optional.Note: The only exception is that the summaries may be used during the “LDG DIST PROC ... APPLY”

procedural step of the STATUS analysis : • to determine the landing distance coefficient,• to compute VAPP and LDG DIST.Since normal landing distances are given on this page, the PNF will be able to compute thelanding distance taking failure(s) into account, in order for the pilot to decide whether to divert ornot.

APPROACH PREPARATIONAs always, approach preparation includes a review of the ECAM STATUS.After reviewing the STATUS, the PNF should refer to the “CRUISE” portion of the summary to determinethe VREF correction, and compute the VAPP.The pilot is presumed to know the computation method, and use the VREF given on the MCDU (thedestination having been previously updated).A VREF table is provided in the summary, for failure cases leading to the loss of the MCDU. TheLANDING and GO-AROUND portions of the summary should be used for the approach briefing.

APPROACHThe APPR PROC actions should be performed by reading the APPROACH portion of the summary. Thisportion has primarily been added due to the flap extension procedure, which is not fully addressed onthe ECAM.After referring to the APPROACH portion of the summary, the PNF should then review the ECAMSTATUS, and check that all APPR PROC actions have been completed.

- USE OF SUMMARIES22

USE OF SUMMARIES

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OM-B REV 05 OPERATING TECHNIQUESA3203.02.10OPERATING TECHNIQUES30210105ALL

The FCOM section 3.02.10 is completely replaced by the procedures provided here (TCW OM-B3.02.10).

- SCOPE1

SCOPE

- REJECTED TAKEOFF1

REJECTED TAKEOFF

GENERALThe decision to reject the takeoff and the stop action is made by the CM1.Therefore, the CM1 should keep his hand on the thrust levers until V1 is reached whether he is PF orPNF. As soon as he decides to abort, he calls “STOP”, takes over, and performs the stop actions.It is impossible to list all the factors that could lead to the decision to abort the takeoff, but in order tohelp in the decision process, the ECAM inhibits the warnings that are not paramount from 80 knots to1500 feet (or 2 minutes after lift-off, whichever occurs first).Rejected takeoffs have sometimes been hazardous, even though the performance was correctlycalculated, based on flight tests.

This may be due to the following :– delay in initiating the stopping procedure,– tires damaged,– brakes worn or not working correctly, initial temperature higher than normal,– brakes not fully applied,– runway friction coefficient lower than expected,– error in gross weight determination,– runway line-up not considered.

The aircraft is certificated according to FAR amendment 25-42, which allows 2 seconds betweendecision and action, thus improving the safety margin.Above 100 knots, rejecting the takeoff becomes a serious action that may lead to a hazardous situation.Therefore, as speed approaches V1, the pilot should be “go-minded” if none of the main failures citedbelow (“Above 100 knots and below V1”) have occurred.

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OM-B REV 03 OPERATING TECHNIQUESA32030210203ALL

REJECTED TAKEOFF (CONT D)

DECISION MANAGEMENTBelow 100 knots :The decision to reject the takeoff may be taken at the CM1’s discretion, depending on thecircumstances. Although we cannot list all the causes, the CM1 should seriously considerdiscontinuing the takeoff, if any ECAM warning is activated.The speed of 100 knots is not critical : It was chosen in order to help the CM1 make his decision, andto avoid unnecessary stops from high speed.The low energy regime ends at 100 knots. This value results from the worst case study, calculatingbrakes-on-speed that prevents damage to the brakes/tires system with possibly severe operationalconsequences. Examples :

– System failures.– Tire failure.– Unusual noise or vibration.

If during T/O run a warning/caution occurs and CM1 decides to continue the take-off he shallannounce “CONTINUE”.Above 100 knots and below V1 :Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. Itcould lead to a hazardous situation, if the speed is approaching V1. Very few situations should leadto the decision to reject the takeoff. The main ones are:1. Fire warning or severe damage.2. Sudden loss of engine thrust.3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.4. ECAM warnings such as :

. ENG or APU FIRE

. ENG FAIL

. CONFIG. (MAIN WARNINGS ONLY)

. ENG OIL LO PR

. ENG REV UNLOCKED

. L + R ELEV FAULTNose gear vibration should not lead to an RTO above 100 knots.In case of tire failure between V1 minus 20 knots 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.Above V1Takeoff must be continued, because it may not be possible to stop the aircraft on the remainingrunway.

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PROCEDURE DURING A REJECTED TAKEOFF

REVERSERS : Full reverse may be used until coming to a complete stop. But, if there isenough runway available at the end of the deceleration, it is preferable toreduce reverse thrust when passing 70 knots. For V2500 engines, the use offull reverse until complete stop must be reported in the logbook formaintenance action.

CM1 CM2

– CALL ......................................................................... "STOP"

Simultaneously :– THRUST LEVERS ........................................................ IDLE– REVERSE THRUST ............................... MAX AVAILABLE – BRAKE RESPONSE ............................................ MONITOR

– REVERSE .............................................................. CONFIRM– ANY AUDIO .............................................................. CANCEL

Aircraft stopped :Consider positioning the aircraft to keep any possible fire away from the fuselage.

– REVERSERS ....................................................... STOWED– PARKING BRAKE ................................................... APPLY

Set parking brake ON after aircraft stops.– PA call .............. “ATTENTION CREW ON STATION” (2X)– CALL .............................................. “START PROCEDURE”

– ATC .......................................................................... INFORM– EMER EVAC checklist ............................................ LOCATE

– ECAM ACTIONS .................................................... INITIATEThe aircraft should remain stationary while the crew evaluates the situation.

Evacuation phase :If required, refer to the EMERGENCY EVACUATION Checklistfor evacuation.

Inform ATC of intention and required assistance.

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Note : 1. If the brake response does not seem appropriate for the runway condition, FULL manualbraking should be applied and maintained. If IN DOUBT, TAKE OVER MANUALLY. Do notattempt to clear the runway, until it is absolutely clear that an evacuation is not necessary andthat it is safe to do so.

2. If the autobrake is unserviceable, the CM1 simultaneously reduces thrust and appliesmaximum pressure on both pedals. The aircraft will stop in the minimum distance, only if the brake pedals are maintained fullypressed until the aircraft comes to a stop.

3. If normal braking is inoperative, immediately switch the A/SKID & NOSE WHEEL switch OFFand modulate brake pressure, as required, at or below 1000 PSI.If the brake pedals were fully pressed when switching the A/SKID & NOSE WHEEL switchOFF, full pressure would be applied to the brakes.

4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX, releasebrakes prior to taxi by disarming spoilers.

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- ENG FAILURE AFTER V1 – CONTINUED TAKEOFF5

ENG FAILURE AFTER V1 – CONTINUED TAKEOFF– If an engine fails after the aircraft passes V1, the takeoff must be continued.– Use rudder conventionally to stay on the runway centerline.– At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch attitude of 12.5 degrees.

After lift-off, follow the Speed Reference System (SRS).– When airborne with a positive rate of climb, select the landing gear up.– Use rudder to prevent yaw. Shortly after lift-off, β target will appear. Adjust rudder position to zero

the β target. Control heading conventionally with bank, keeping the β target at zero with rudder.– Consider the use of TOGA thrust.– Consider the use of autopilot.– At 400 feet minimum, apply the ECAM procedure– At acceleration height, level off and allow the speed to increase.• At F speed select CONF 1.• At S speed select CONF 0.

– When the flap handle is at zero, β target reverts to side-slip indication. Center the sideslip indicationconventionally.

– At green dot speed (engine-out operating speed in clean configuration) resume the climb usingmaximum continuous thrust and maintain green dot speed.(If already in the FLX/MCT gate, move to CL and back to MCT).

– MAXIMUM TAKEOFF THRUST IS ONLY ALLOWED FOR 10 MINUTES.

ENGINE FAILURE DURING INITIAL CLIMB-OUT– Proceed as above. However, if the failure occurs above V2 maintain the SRS commanded attitude

(or the speed reached after recovery). In any case, the minimum speed must be equal to V2.

ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 MINUTES

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ENG FAILURE AFTER V1 – CONTINUED TAKEOFF (CONT D)

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- IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO7

IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO

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- STRAIGHT-IN APPROACH WITH ONE ENGINE INOPERATIVE8

STRAIGHT-IN APPROACH WITH ONE ENGINE INOPERATIVEFor performance reasons, do not extend flaps full until established on a final descent tolanding.If a level off is expected during the final approach, perform the approach and landing inCONF 3.Note: Landing CONF 3, performance permitting, is recommended.

- CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE8

CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE– LANDING WEIGHT .................................................................................................................CHECK

If the aircraft weight is above the maximum weight for circling in CONF 3 (given in the tablebelow) :

The aircraft cannot maintain level flight with CONF 3 and the landing gear down.– FOR LDG..................................................................................................................... USE FLAP 3

Conf 3 is preferred, to minimize a configuration change in short final.– GPWS LDG FLAP 3 ................................................................................................................... ON– Delay gear extension.Note : – If the approach is flown at less than 750 feet RA, the “L/G NOT DOWN” warning will be

triggered. The pilot can cancel the aural warning by pressing the EMER CANC pushbutton,located on the ECAM control panel.

– A ”TOO LOW GEAR” warning is to be expected, if the landing gear is not downlocked at500 feet RA.

MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG)OAT(°C)

AIRPORT ELEVATION (feet)0 2000 4000 6000 8000 10000 12000 14000

0 77.0 76.0 69.0 63.0 58.0 53.0 48.0 45.05 77.0 76.0 69.0 63.0 58.0 53.0 48.0 45.0

10 77.0 76.0 69.0 63.0 58.0 53.0 48.0 45.015 77.0 76.0 69.0 63.0 58.0 53.0 48.0 45.020 77.0 76.0 69.0 63.0 58.0 53.0 48.0 45.025 77.0 75.0 69.0 63.0 58.0 53.0 48.0 45.030 77.0 72.0 68.0 63.0 58.0 53.0 48.035 74.0 70.0 66.0 63.0 56.0 51.040 71.0 67.0 63.0 59.045 69.0 65.0 61.050 67.0 63.055 64.0

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- GO AROUND ONE ENGINE OUT9

GO AROUND ONE ENGINE OUT

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- LANDING WITH SLATS OR FLAPS JAMMED10

LANDING WITH SLATS OR FLAPS JAMMED– LANDING CONF .................................................................................................................... CONF 3

Repeat the following until landing configuration is reached :– SPEED SEL........................................................................................................ VFE NEXT – 5 KT

Decelerate towards VFE NEXT – 5 KT but not below VLS. In case of turbulence, to avoid VFEexceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.

Note : • The autopilot may be used down to 500 feet AGL. As it is not tuned for abnormalconfigurations, its behavior can be less than optimum and must be monitored.

• Approach with selected speed is recommended.• A/THR is recommended, except in the case of a G+B SYS LO PR warning.• OVERSPEED warning and VLS, displayed on the PFD, are computed according to the

actual flaps/slats position.• VFE and VFE NEXT are displayed on the PFD according to the FLAPS' lever position. If

not displayed, use the placard speeds.• If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever can be set

in the required next position, while the speed is reduced to follow VLS reduction assurfaces extend. The VFE warning threshold should not be triggered.In this case, disconnect the A/THR. A/THR can be re-engaged when the landingconfiguration is established.

As speed reduces through VFE NEXT :– FLAPS LEVER ..................................................................................................ONE STEP DOWNWhen landing configuration is established :– DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH

The table at the end of this checklist provides the MAX SPEEDS for the abnormal configurations.IF SLATS FAULT :

FOR CIRCUIT :– MAINTAIN SLATS/FLAPS CONFIGURATION– Recommended speed : MAX SPEED − 10 KTFOR DIVERSION– SELECT CLEAN CONFIGURATION

Recommended flaps retraction speed is between MAX SPEED – 10 knots and MAX SPEED.– Recommended diversion speed : MAX SPEED – 10 KT.

FOR GO AROUND

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LANDING WITH SLATS OR FLAPS JAMMED (CONT D)

IF FLAPS FAULT :FOR CIRCUIT :– MAINTAIN SLATS/FLAPS CONFIGURATION– Recommended speed : MAX SPEED − 10 KTFOR DIVERSION :

If FLAPS jammed at 0– SELECT CLEAN CONFIGURATION

Note : Recommended speed for slats retraction is betweenMAX SPEED − 10 KT and MAX SPEED of actual slat/flap position.

– Normal operating speedsIf FLAPS jammed > 0– MAINTAIN SLAT/FLAP CONFIGURATION– Recommended speed for diversion : MAX SPEED − 10 KT

Note : – In the majority of cases, VFE on PFD is equal to the MAX SPEED. In this case, VFEcan be used as MAX SPEED. In case the SPD LIM flag is displayed on the PFD,use the MAX SPEED displayed on the ECAM status page.

– In some cases, MAX SPEED – 10 knots may be a few knots higher than the VFE.In this situation, pilot may follow the VFE.

– In case of a go-around with CONF FULL selected, the L/G NOT DOWN warning istriggered at landing gear retraction.

MAX SPEEDFlaps F= 0 0< F≤ 1 1< F≤ 2 2< F≤ 3 F> 3Slats

S= 0 NO LIMITATION 215knots 200 knots 185 knots Not allowed (177 knots)0< S≤ 1 230 knots

1< S≤ 3 200knots 200knots 185 knots 177 knotsS> 3 177 knots 177 knots 177 knots 177 knots

CAUTIONFor flight with SLATS or FLAPS extended, fuel consumption is increased. Refer to the fuel flow indication. As a guideline, determine the fuel consumption in clean configuration at the same altitude without airspeed limitation (e.g. From ALTERNATE FLIGHT PLANNING tables, refer to 2.05.50) and multiply this result by 1.6 (SLATS EXTENDED), or 1.8 (FLAPS EXTENDED, or 2 (SLATS and FLAPS EXTENDED), to obtain the fuel consumption required to reach the destination in the current configuration.

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- APPROACH WITH FLAPS LOCKED OR HYD G+Y LO PR12

APPROACH WITH FLAPS LOCKED OR HYD G+Y LO PR

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- APPROACH WITH SLATS LOCKED13

APPROACH WITH SLATS LOCKED

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- APPROACH WITH HYD G+B LO PR14

APPROACH WITH HYD G+B LO PR

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- NO FLAPS + NO SLATS LANDING15

NO FLAPS + NO SLATS LANDING

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- EMERGENCY DESCENT WITH AUTO PILOT16

EMERGENCY DESCENT WITH AUTO PILOT

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OM-B REV 01 DETAILED CABIN/COCKPIT EVAC PROCA3203.02.90DETAILED CABIN/COCKPIT EVAC PROC30290101ALL

The FCOM section 3.02.90 is completely replaced by the information provided here (TCW OM-B3.02.90) and by the SEP (land and water evacuation).

- SCOPE1

SCOPE

- ON GROUND EMER/EVACUATION1

ON GROUND EMER/EVACUATIONAll announcements in this procedure shall be given twice.

The decision to evacuate shall be made in a restrictive manner. An actual evacuation should only be initiated after available means have been applied to verify the warning and to cope with the triggering abnormal condition.

The procedure assumes that a pending abnormal state (e.g. wheel/wheel well fire, collapsed gear, any kind of structural damage, overrun, bomb scare, engine/APU fire, cabin fire or smoke, etc) develops to such a serious level that a passenger evacuation may be required.

Considering a variety of situations the procedure lists all actions which may be necessary to prepare and conduct an orderly progress.

In a well defined situation some of the actions listed may not be necessary or helpfull. If so decided by CM1 they may be omitted.

Note : When airplane occupants are in grave imminent danger, which would for instance be the case when the cabin is on fire or the airplane is partially disintegrated, the EVACUATION checklist should be limited to executing only :• PARKING BRAKE ... SET• ENGINE MASTERS ... OFFbefore ordering “PASSENGER EVACUATION”.Due to the variety of possible conditions it is not feasible to have one procedure that perfectly satisfies all situations. In such serious cases, when the need for immediate evacuation is obvious, the crew must use best professional knowledge and emergency authority to perform whatever suits the situation best to save lives.

“PASSENGER EVACUATION” must not be announced before the airplane is at rest (parking brake set) and the engines have been shut down. The EVAC COMMAND is not used by TCW Belgium.

This procedure may be discontinued at any time when the situation does no longer require an evacuation. In such case CM1 shall announce “CANCEL ALERT” and the crew shall return to and complete the procedure relevant to the initial abnormal condition.

A critical situation can demand cabin to cockpit communication.Cabin attendants are instructed to alert cockpit crew via call system.

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OM-B REV 01 DETAILED CABIN/COCKPIT EVAC PROCA32030290201ALL

ON GROUND EMER/EVACUATION (CONT D)– AIRCRAFT/PARKING BRK............................................................................................. STOP/ON 1– “ATTENTION CREW ON STATION”........................................................................ ANNOUNCED 1– ATC (VHF).......................................................................................................................... NOTIFY 2

Notify ATC of the nature of the emergency, and request assistance.Only VHF 1 is available on batteries.

– GROUND CREW.......................................................................................................... INFORMED 1– ΔP (only if MAN CAB PR has been used)................................................................CHECK ZERO 1

If ΔP is not at zero, select manual mode and V/S CTL-FULL UP in order to fully open the outflowvalve.

– ENG MASTER 1 and 2............................................................................................................. OFF 2Monitored action.Engines must be shutdown before slides are deployed and to avoid endangering assisting groundcrew by blast.HP and LP fuel valves are closed. This prevents fuel spillage from ruptured fuel lines.

– FIRE pushbuttons (ENG and APU) ........................................................................................PUSH 2ENG FIRE PBs: monitored action.

– AGENTS (ENG and APU) .................................................................................................... DISCH 2One bottle per engine and the APU bottle shall be discharged as a preventive measure againstinflammation of liquids spilling from ruptured lines and casings.

EVACUATION REQUIRED :Warning : Experience shows that evacuation is dangerous in itself and may lead to serious injuries.

To avoid passenger evacuation due to false fire warnings a fire condition shall be confirmed by allmeans available (e.g. ATC, ground crew, lookout) whenever feasible.

– “PASSENGER EVACUATION” ...............................................................................ANNOUNCE 1CM1 commands “PASSENGER EVACUATION” via PA to start slide deployment and passengerevacuation.If in CM1 opinion exit(s) shall not be used due to risk of fire or other hazard he will announceadditionally “KEEP CLOSED ...”.

EVACUATION NOT REQUIRED :– “CANCEL ALERT” ...................................................................................................ANNOUNCE 1

CM1 cancels cabin crew alertness and informs ground crew accordingly.

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3.03.01 P 1FCOM 3 - FLIGHT OPERATIONSSTANDARD OPERATING PROCEDURES

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OM-B REV 03 GENERAL INFORMATIONA3203.03STANDARD OPERATING PROCEDURES3.03.01GENERAL INFORMATION30301103ALL

The FCOM chapter 3.03.01 is completely replaced by the informations provided here (TCW OM-B 3.03.01).

Basic Procedures describe actions which are necessary for the routine operation. While the sequenceof procedures follows the natural phases of flight, the sequence of actions in a procedure follows astandardized scan of panels or equipment, except when required by the logic of actions priority.For all actions, relevant expanded information is given, if necessary.All actions of a procedure are either required to operate the aircraft safely in the related phase of flight,or to prepare the aircraft for the following phase of flight. Each action is assigned to a specific crewmember, to ensure coordinated operation.

Basic principle during preparation is the "Dark Cockpit" (All White Lights Out) concept.After scan and during normal operation, all the white lights are extinguished. The use of lights to indicateoperation is limited to a minimum (i.e. anti-ice) after engine start. In addition, ECAM Memo Page shallbe used to visually confirm normal configurations and temporarily used systems.Scanning or monitoring panels out of normal field of view is therefore not required during normaloperation.

Similar to the technical concept of the aircraft (dark and quiet during normal operation), verbal crewcommunication will be limited to commands, requests, announcements and callouts.If a wrong or incompatible command is given, or a desired configuration is not achieved, verbal feedbackis required.

Basic procedures are presented with the assumption that all systems are operating normally.Some basic procedures, which either are not related to a specific phase of flight, or which describeoptional operation of complex systems (i.e. flight management and guidance systems as mentionedbelow), are to be found in the FMGS Pilot's Guide.

- SCOPE1

SCOPE

- GENERAL1

GENERAL

PRINCIPLETCW applies the Airbus SOPs as described in the FCOM 3.03.Some differences and precisions are introduced by TCW, and are listed in the TCW OMB 3.03.

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OM-B REV 03 GENERAL INFORMATIONA32030301203ALL

1. On GROUND • CM1 is PF and CM2 is PNF,• The taxi is performed by CM1.

2. In FLIGHT • During TO briefing, CM1 confirms who is the PF/PNF,• CM1 may change PF/PNF designation whenever necessary.

1. If the PNF must take over controls, he must call “I HAVE CONTROLS” (according to the standardcalls) and push the side stick priority button and keep it depressed until the transfer of controls isclearly established.

2. If at any time, in MANUAL flight, the aircraft does not respond correctly to the PF inputs, he will call“YOU HAVE CONTROLS” (according to the standard calls), and the PNF will take the controls.

1. When flying manually, the PNF shall pay attention not moving the side stick when using the push-to-talk button,

2. The use of interphone is mandatory when the aircraft is moving (on ground), during climb up to thefirst cruising level and during descent from Top of Descent point.

During COCKPIT PREPARATION:– check STBY COMPASS (surrounding equipment may interfere with STBY COMPASS indication).During COCKPIT PREPARATION and TAXI, each pilot silently checks his flight instruments for :– correct indication,– correct FMA indications,– absence of flags.

– Select NAV lights ON before performing the EXT. WALKAROUND, then AS RQRD.– The landing light should be ON below 10000 feet.

- PF / PNF2

PF / PNF

- FLIGHT CONTROLS TAKE-OVER2

FLIGHT CONTROLS TAKE-OVER

- COMMUNICATIONS2

COMMUNICATIONS

- FLIGHT INSTRUMENTS CHECK2

FLIGHT INSTRUMENTS CHECK

- EXTERIOR LIGHTS USE2

EXTERIOR LIGHTS USE

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During CLIMB :– At 10000 feet at the earliest and with BA < 7°, PNF sets SEAT BELTS OFF on request of PF.– At 10000 feet at the earliest and with BA < 7°, if SEAT BELTS remains ON, the cabin crew may be

released for duties in cabin using the call “CABIN CREW RELEASE” on PA (call made by PNF onrequest of PF).

During DESCENT :– At TOD, PNF sets SEAT BELTS ON on request of PF.– The seat belts may remain OFF till 10000 feet at the latest. Prior coordination with the purser is

necessary in that case.All phases of flight :– During turbulent or anticipated turbulent conditions, PNF sets SEAT BELTS ON on request of PF.

Basic Procedures are performed by memory. Some procedures are presented in two versions ofdifferent volume, the "Complete Procedure" and the "Reduced Procedure". The "Complete Procedure"lists all actions required to:– perform system tests and functional checks,– ensure correct positions and indications of all controls and instruments for a safe and economic

aircraft operation.The "Reduced Procedure" follows the same scan as the "Complete Procedure", omitting, however,system tests and functional checks. Items marked by (*) in the concerned procedures are the only stepsto be completed in that case.The "Complete Procedure" must always be performed:– after any non-routine maintenance action, or– after the aircraft was left unattended by qualified personnel, or– after the "SECURING THE AIRCRAFT" procedure was performed by the previous crew, or– if there is any doubt about the aircraft status.

- SEAT BELTS USE3

SEAT BELTS USE

- PRINCIPLES OF BASIC PROCEDURES APPLICATION3

PRINCIPLES OF BASIC PROCEDURES APPLICATION

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GeneralThe normal checklist is used to make sure that the aircraft is safely prepared for the next phase of flight.It serves to verify actions already performed, and must not be used as a do-list.Checklists are kept as short as possible, including, however, all safety items and other items seriouslyaffecting economy.

Presentation of NORMAL CHECKLISTS– ECAM checklist– Normal checklist placard (In flight, the normal C/L are replaced by the ECAM scanning. ECAM memo

and STATUS shall be checked).

Requesting a ChecklistPrior to requesting a checklist, PF (on ground always CM1) shall ensure:– that all active FCM's are at their station,– that all required actions have been performed.Then, he shall request the appropriate checklist by announcing ".....CHECKLIST"

Reading a ChecklistAll checklists are read by PNF (on ground always CM2). Reading shall start with the checklist title. Onlythe left side of the printed line is read. The reader shall verify that the answer complies with the checklistbefore proceeding. A checklist is terminated by announcing: "......CHECKLIST COMPLETE".The only exception is the LANDING C/L which is performed on the ECAM using the STANDARD CALLas stated in the TCW-OMB 3.03.90.Note: – During the BEFORE TAKEOFF C/L, before responding for the FLAPS SETTING, the PF must

check :1. CONF indicated on TO data sheet,2. CONF indicated on MCDU PERF TO page,3. CONF indicated on EWD.The correct answers are CONF 1+F, CONF 2 or CONF 3.

– During the BEFORE TAKEOFF C/L, before responding for the V1, VR, V2 / FLEX TEMP, thepilots must check :1. V1, VR, V2 and FLEX TEMP indicated on TO data sheet,2. V1, VR, V2 and FLEX TEMP indicated on MCDU PERF TO page,3. V1, V2 indicated on the PFD.The correct answers are, f.e. “147, 148, 150, FLEX 57” or “147, 148, 150, TOGA”.

- NORMAL CHECKLIST4

NORMAL CHECKLIST

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Responding to a ChecklistFor each item, one or both CM's are assigned to answer. Assignment depends on role (PF/PNF) or seatlocation (CM1/2), and is printed behind each checklist line.If more than one CM is assigned, the sequence to respond is PF - PNF.The assigned CM shall only respond after having checked the existing configuration condition. The otherCM shall, whenever feasible, cross-check the validity of the response to provide redundancy.The only checklists which are not of the “CHALLENGE-RESPONSE” type are the “AFTER LANDINGC/L” and the “SECURING THE AIRCRAFT C/L” which are verified by CM2.

Deviation from StandardIf the actual configuration/condition is inadvertently not in accordance with the checklist standard,corrective action shall be initiated before proceeding.If the actual configuration/condition is purposely not in accordance with the checklist standard (special /abnormal operation, MEL procedure), the response must be modified to reflect the actual situation(specific answer). This deviation from standard must be realized by all CM's.

During COCKPIT PREPARATION :Perform the TO briefing as described in OMA.During TAXI :If no changes, only confirm first turn and cleared altitude.

The DESC and APPR briefings are performed in two steps :

Before Descent :Perform the DESC briefing as described in OMA.Prior to the commencement of the approach :Perform the APPR briefing as described in OMA.AUTOBRAKE selection for landing is decided during the APPR briefing.

For short flights (when the approach is expected to be started shortly after TOD) or when there is nodoubt about the runway in use, both DESC and APPR briefings may be performed before Descent.In those latter cases, a short review of :– Final Altitude,– MINIMUM altitude & MAPt (for non-precision approaches),– Missed Approach Procedure.should be performed before commencing the approach.

- TAKE OFF BRIEFING5

TAKE OFF BRIEFING

- DESC / APPR BRIEFING5

DESC / APPR BRIEFING

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The FMGC has 3 functions :– The two FG (Flight Guidance) functions :• Autopilot (AP) and Flight Director (FD)• Autothrust (A/THR)

– The FM (Flight Management) function.During normal operation, the flight is controlled through the FMGS in managed guidance modes, unlessoperational conditions necessitate use of selected guidance modes or manual flight (with or without FD).Due to the multitude of possible choices, detailed FMGS operation will be described in the FMGS Pilot'sGuide.

Task sharing for flight plan revisions or selections of FMGS modes or references:

Note: – ALT selection : Select altitude targets on FCU in 100ft increments only (outer selector knob in “100” position).

- FLIGHT MANAGEMENT AND GUIDANCE SYSTEM6

FLIGHT MANAGEMENT AND GUIDANCE SYSTEM

PILOT FLYING PILOT NOT FLYING

AUTOMATIC FLIGHT

Revisions/selections with immediate influence on flight path and/or speed (“short term revisions”)

Perform all selections on FCU. Revisions on MCDU only :– DIR TO– ACTIVATE APPR PHASE

Crosscheck on PFD/FMA/ND/MCDU

Revisions/selections without immediate influence on flight path and/or speed (“long term revisions”)

Request revision/selection on MCDU Perform all revisions on MCDU except :– DIR TO– ACTIVATE APPR PHASE


MANUAL FLIGHTRequest revision/selection Perform revision/selection on FCU/MCDU


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General rules for monitoring the FMGS– Monitor the AP/FD/ATHR modes and engagement status on the FMA– Monitor the result of any target selection performed on the FCU, on the related scales of the PFD (e.g.

SPD target on SPD scale . . .)– Monitor the AP/FD/ATHR resulting guidance on the basic flight instrument scales of the PFD (HDG,

SPD, ALT, attitude . . .)

Manual FlightThe PF controls the aircraft through inputs on sidestick and rudder pedals, and by moving the thrustlevers. All inputs and selections on FCU/MCDU affecting "flight guidance" are performed by the PNF,according to ATC instructions and/or on request of the PF.

AutoflightThe primary task of the PF is to control the aircraft, while the PNF assists by doing all insertions andrevisions on the MCDU, on request of the PF. If the PF is not satisfied with the guidance, he must:– REVERT TO BASIC MANUAL FLYING– FLY THE AIRCRAFT where he wants to go.It is vitally important to understand that the aircraft is controlled by the PF solely through inputs on theFCU. The MCDU is no control interface (with the exception of DIR TO and ACTIVATE APPROACHPHASE), but a keyboard for inserting data for the FMGS, thus pre-programming certain autoflightfunctions.

Monitoring and CheckNormally, all actions performed on FCU/MCDU have to be cross-checked by both pilots on FMA, PFDand ND. Only those inputs which are not indicated on these CRT's are crosschecked on the MCDUscreen itself. Entries on the MCDU done by the PNF are checked by the PF when the PNF hascompleted this task, and not while he is performing the entry.

MCDU Page Call upThe call-up of MCDU pages for getting information on flight data or the progress of flight is out of thescope of this task-sharing philosophy. For this purpose any pilot may call up any appropriate page,depending on prevailling workload.

CommunicationSilent cockpit remains the basic principle.However, whenever a crew member makes any altitude adjustment on the FCU, he must advise theother crew member (f.ex. "3000 BLUE", "240 BLUE") and obtain an acknowledgement ("CHECKED").

- FMGS - PRINCIPLES OF TASK SHARING7

FMGS - PRINCIPLES OF TASK SHARING

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AFTER START

- FLOW PATTERNS8

FLOW PATTERNS

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TAXI

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CLIMB 10000 FEET

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DESCENT 10000 FEET

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AFTER LANDING

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During COCKPIT PREPARATION, perform a FUEL QTY check as follows :

• Check that ECAM fuel on board corresponds to the F-PLN.• Check that fuel imbalance is within limits.• Sign the “fuel supply sheet” after checking correctness of the fuelling :

1. Compare FOB after refuelling with fuel requested.2. Compare fuel delivered according to the aircraft gauges with fuel delivered according to the

fuel truck gauges. To do this, make a computation on the OFP (see example below):.a) Take the density of the uplifted fuel (or 0.8 if no data) and convert the litres uplifted (marked

on “fuel supply sheet”) into the equivalent in kilograms using this value.b) Compare this with the kilograms uplifted according to the gauges (FOB - fuel remaining

before fuelling).3. A difference of +/- 5% of the uplift or +/- 400 kg, whichever is higher, is tolerated (due to

tolerance on density and gauges).The tolerances given above are conservative values. Maintenance should be contacted in theexceptional case these values are exceeded.The tolerance values described in the maintenance documents are more precise and takepreceedence on the above mentioned conservative values. Technical intervention is due if themaintenance values are exceeded.Conservative values were established for daily operations because obtaining the precisetolerances requires lengthy computations, which are impracticable in daily operation.

Example:– FOB before refuelling: ................................................................................................. 3000 kg– FOB after refuelling: .................................................................................................... 8000 kg– Difference: .................................................................................................................... 5000 kg– Litres uplifted: ...................................................................6000 l => 6000 - 2 x 600 = 4800 kg– Difference: ...................................................................................................................... 200 kg– (5% of 4800 = 240 kg): ....................................use 400 kg instead of 5% because 400 > 240– 400 kg > 200 kg: ...........................................................................CHECK is SATISFACTORY

- FUEL CHECK13

FUEL CHECK

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All takeoff are performed with packs OFF. This will improve performance when using TOGA thrust. Incase of a FLEX takeoff, selecting packs OFF will reduce takeoff EGT and thus reduce maintenancecosts.The effect is particularly significant with the first degrees of FLEX.

Before DepartureAPU start should be delayed until aircraft ready for start, when EXT PWR is available, for noise, fuelsaving and environmental considerations.After ArrivalAPU should be switched OFF as soon as possible when EXT PWR is available, for noise, fuel savingand environmental considerations.

- PACKS OFF TAKEOFF14

PACKS OFF TAKEOFF

- FUEL SAVING POLICY14

FUEL SAVING POLICY

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To trigger a change in fuel factor(s) and provide the relevant figures to OCC (flight planning) and crew(flight preparation and FMGS update), the following procedure will be used:– OCC, in charge of the flight planning system update, will receive monthly the latest PERF FACTOR

for each aircraft. They will update the OFP computation. They will also introduce a companyNOTAM with the per-aircraft values.

– Crew is in charge of updating/checking the FMS PERF FACTOR on board of the aircraft (seebelow) and will cross-check the PERF FACTOR used for the OFP computation using the NOTAMvalues.

Due to synchronisation schedule of this chain of information, it is possible, the first day of PERFFACTOR change, that the OFP received by the crew is still computed with the preceeding monthvalues. To avoid unecessary recomputation of the OFP and due to the fact that the monthly variationis low, it is requested to correct the fuel values manually on the OFP to adapt to the most current PERFFACTOR.

The PERF FACTOR can only be modified on ground.

Note: The PERF FACTOR is displayed in CYAN when on ground (modifiable) and in GREEN whenairborne or when no change code was entered (not modifiable). It is displayed in large blue font,following a modification.– Aircraft fitted with FMS1 (legacy)

1. Select the MCDU A/C STATUS page2. Type the new value3. Press LSK 6R. The new value is displayed in large fonts (CYAN on the ground, GREEN in-flight)

– Aircraft fitted with FMS2 (pegasus)If no PERF FACTOR was entered, the Airline Modifiable Information (AMI) values are taken intoaccount and are displayed in small font (0.0/0.0 for TCW). Changing the PERF FACTOR valuethanks to the below procedure will over-ride the PERF FACTOR value that is defined in the AMI.

Following steps describe how to change the PERF FACTOR value:1. Enter “ARM ”in the CHG CODE line [5L] brackets (or appropriate password),2. Write the new IDLE/PERF factor in the scratchpad,3. Enter this new factor in line [6L ]. The entered factor is displayed in large CYAN font.

- PERFORMANCE FACTOR15

PERFORMANCE FACTOR

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During CLIMB, above FL250, prior entering RVSM airspace (FL290-FL410) :

– ALTIMETER CHECK .................................................................................................PERFORMThe two primary altitude indications (PFDs) shall be in accordance with the instrument tolerance(3.04.34). If only two ADRs are operative, the altimeter indication on the PFD and standbyaltimeter shall be recorded.• PF request “ALTIMETERS”.• PNF announces “STANDARD PASSING FLIGHT LEVEL __ NOW” (as read from his PFD).• PF announces “CHECKED”.If Standby Altimeter check is necessary :• PNF announces “STANDARD PASSING FLIGHT LEVEL __ NOW” (as read from the standby

altimeter).

Use of EXPEDITE ( ) CLB/DES is not recommended.

Whenever a P-RNAV procedure (departure or arrival) will be used, both pilots must compare with thecharts (PF reads from MCDU and PNF verifies on chart):1. correct waypoint sequencing,2. correct tracks,3. correct distances,4. correct altitudes.

P-RNAV STAR’s, TRANSITION’s or SID’s must be extracted from the FMS Navigation Database tobe inserted in the FMGS F-PLN. The construction or modification of a RNAV terminal procedure, byinserting pilot’s defined waypoints or altitude constraints, is NOT authorized.

Raw data approaches (without AP and/or FD) are authorized.The use of MAN THR is authorized.

- RVSM16

RVSM

- EXPEDITE CLB / DES16

EXPEDITE CLB / DES

- P-RNAV16

P-RNAV

- RAW DATA APPROACHES16

RAW DATA APPROACHES

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The “Decelerate Approach Technique” is the preferred approach technique.

- NON PRECISION APPROACH SPEED TECHNIQUE17

NON PRECISION APPROACH SPEED TECHNIQUE

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- NORMAL CHECKLIST PLACARD18

NORMAL CHECKLIST PLACARD

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OM-B REV 05 DESCENT PREPARATIONA3203.03.16DESCENT PREPARATION30316105ALL

The FCOM chapter 3.03.16 is applicable. TCW OMB 3.03.16 only contains information notincluded in the FCOM.

PERF APPR pageThe ECAM may require landing in configuration 3 in case of a system failure. In that case, apply thefollowing procedure :• First read the VLS CONF FULL value on the PERF APPR page to determine the VAPP (or use QRH

2.31).• Then, select CONF 3 on the PERF APPR page.

- SCOPE1

SCOPE

- FMGS1

FMGS

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OM-B REV 05 DESCENT PREPARATIONA32030316205ALL


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OM-B REV 05 NON PRECISION APPROACHA3203.03.19NON PRECISION APPROACH30319105ALL

The FCOM chapter 3.03.19 is applicable. TCW OMB 3.03.19 only contains information notincluded in the FCOM.

EQUIPMENTPAR works by means of radar using an azimuth and an elevation antenna.SRE uses an azimuth antenna only.Although certain specific types of radar equipment used for SRE approaches are able to provide altitudereadouts, this feature is not used for approach guidance purpose. The controller will only give radaradvisories related to airplane position on final, e.g.: "...FOUR MILES FROM TOUCHDOWN, ALTITUDESHOULD BE ONE THOUSAND FEET...".

F-PLNInserting a RWY without approach will create a centerfix (CF) which is helpful for approach monitoring.Database stored approaches may be inserted if stored missed approach procedure is identical toreceived instructions.

APPROACH PLANNINGUsing the TRK/FPA mode for this type of approach does provide advantages especially when thecontroller does not give many heading information. Using TRK/FPA gives also the possibility tocrosscheck on the PFD the heading given by the controller.

SRE-APPROACH only:SRE approaches should be flown with AP in TRK/FPA modes and ATHR.Early speed reduction is essential to facilitate the controllers work. Corrections are easier to makebecause more time is available.

Recommendation:CONFIG 2 on base or approx. 12 NM from the threshold, landing configuration and VAPP TARGET priorstarting final descent or before reaching the glidepath.

PAR-APPROACH only:Caution: Glidepath interception may be as low as 1500ft AGL!

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SCOPE

- SRE and PAR APPROACH1

SRE and PAR APPROACH

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OM-B REV 05 NON PRECISION APPROACHA32030319205ALL

APPROACH DATAThe approach controller will provide following data unless published on an IAL:– Obstacle Clearance Height (OCH) or Obstacle Clearance Altitude (OCA) (applicable OCA may

depend on controllers experience and certification)– Radio Failure Procedure– Missed Approach Procedure

SRE-APPROACH only:– Termination point ("...SRE TERMINATES AT...")

Normally the SRE approach ends at 2 NM from touchdown, in exceptional cases, depending on theradar equipment used, an SRE approach may be terminated as late as overhead the threshold.

INSTRUCTIONSThe controller is expecting an immediate reaction to his instructions and may not be prepared for anautopilot's slower corrective actions (experienced controllers all insist they can immediately discern if anaircraft is on autopilot or being flown manually).

SRE-APPROACH:The controller will advise when the SRE approach starts.

If, following this instruction, no transmission is received for more than 15 sec during any part of theapproach, a missed approach must be executed.

During approach the controller will give a descent pre-warning ( "...FINAL DESCENT STARTS IN...MILES...").

Shortly prior reaching the termination point the controller will normally give a prewarning, e.g.: "...SRETERMINATES IN ONE MILE. REMEMBER OCA FIVE HUNDRED FEET.REPORT APPROACH LIGHTS IN SIGHT...”

Landing clearance may be given by the SRE controller or, if visual contact is established early enough,after handover to TWR.

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PAR-APPROACH:The approach controller will hand over to the final approach controller at 1NM from glide pathinterception (at the latest).

During final approach no readback of instructions given by the controller is required. This phase isindicated by the phrase "...DO NOT ACKNOWLEDGE FURTHER TRANSMISSIONS...".

If, following this instruction, no transmission is received for more than 5 sec during any part of theapproach, a missed approach must be executed.

During approach the controller will give a glide path pre-warning ( "...APPROACHING GLIDE PATH...")Landing clearance will be given by the PAR controller.

AZIMUTHInformation concerning deviation from centerline and correcting instructions are given as follows:

"SLIGHTLY LEFT - LEFT - FAR LEFT (RIGHT) OF CENTERLINE, TURN RIGHT (LEFT) HEADING...""CORRECTING SLOWLY - NICELY - RAPIDLY TO CENTERLINE"Note: In case of an azimuth deviation, the pilot is not expected to take corrective action

unless specifically instructed to do so.

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GLIDE PATH ADVISORY (SRE-APPROACH only)The controller will only give radar advisories related to aircraft position on final, e.g.:

"...FOUR MILES FROM TOUCHDOWN, ALTITUDE SHOULD BE ONE THOUSAND SEVENHUNDRED FEET..."

GLIDE PATH CONTROL (PAR-APPROACH only)Information concerning deviation from glide path and correcting instructions are given as follows:

,,SLIGHTLY BELOW - BELOW - FAR BELOW (ABOVE) GLIDE PATH, ADJUST RATE OF DESCENTACCORDINGLY",,RESUME NORMAL RATE OF DESCENT",,RATE OF DESCENT IS GOOD"Note: In case of a glide path deviation, the pilot is expected to take corrective action as appropriate.

MINIMAThe decision altitude (DA) (PAR-Approach only: or obstacle clearance altitude (OCA)) given by thecontroller can deviate from the MDA published on the DLH charts.If no minima are published, refer to QRH "Operational Information" where the lowest permissibleminimum is published.

MISSED APPROACH (PAR-APPROACH only)Instructions are given by the radar controller

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RECOVERY FROM OFFSET POSITIONAn offset position is a position that requires major correction in the final visual phase of flight in order toestablish the airplane "in slot" for landing. The offset can be in altitude and/or lateral and may occurduring any kind of approach.When recognizing an offset position the PIC determines whether a correction can safely be performedand either announces "CONTINUE" or "GO AROUND". If there is any doubt of a safe landing animmediate go around is mandatory.In all cases an exact combination of attitude and power control is required with dominant reference toinstruments because optical orientation is disturbed. For PNF it is mandatory to closely monitor flightprogress by instruments and callout any deviations from established values.

VERTICAL OFFSETIn case of vertical offset, especially when too high, extreme caution is required. High sink rates at lowthrust settings are inherently unsafe and can result in a touchdown short of the runway. A flat approachat high thrust settings tends to end in a long floating landing.

To correct a vertical offset the following procedure shall apply:PF strives to regain the correct flight path as soon as practicable, using immediate and aggressivecorrections. For a low offset position establish level flight, for a high offset position use maximumpermissible sinkrate until regaining the correct flight path.

LATERAL OFFSETIn case of lateral offset, PF selects an aiming point on the extension of the runway centerline which isabout half the distance to the touchdown point and steers toward this point. Maintain proper thrust,airspeed and profile. Shortly before arriving at the aiming point PF starts a turn aiming for the extendedinner runway edge line. This lead in turn is necessary to avoid overshooting the centerline.

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PAR APPROACH

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SRE APPROACH

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SRE- AND PAR- APPROACH (COMMUNICATION & PROCEDURE)

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OM-B REV 05 STANDARD CALLSA3203.03.90STANDARD CALLS30390105ALL

Standard phraseology is essential to ensure effective crew communication. The phraseology should beconcise and exact. The following Chapter lists the callouts that should be used as standard. Theysupplement and replace, when indicated, the callouts identified in the SOP.These standard callouts are also designed to promote situational awareness, and to ensure crewunderstanding of systems and their use in line operation.

– ”CHECK” : A command for the other pilot to check an item.– ”CHECKED” : A response that an item has been checked.– “CROSSCHECKED” : A callout verifying information from both pilot stations.If a checklist needs to be interrupted, announce : “HOLD CHECKLIST AT ___” and “RESUMECHECKLIST AT ___” for the continuation.Upon completion of a checklist, announce : “__CHECKLIST COMPLETE”.

The following commands do not necessarily initiate a guidance mode change, eg : selected to managed/managed to selected. The intent is to ensure clear, consistent, standard communication betweencrewmembers.All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg : “FL 350 blue”,“FL 200 magenta”). Ensure that the correct FCU knob is used, then verify indications on the PFD/ND.

SETThe “SET” command means using an FCU knob to set a value, but not to change a mode. SET isaccomplished by only rotating the appropriate selection knob. Example :– ”SET GO AROUND ALTITUDE__”– ”SET QNH __”– “SET FL __”– “SET HDG __”

MANAGE/PULLThe “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode or target.

- COMMUNICATIONS AND STANDARD TERMS1

COMMUNICATIONS AND STANDARD TERMS

- CHECKLIST CALLOUTS1

CHECKLIST CALLOUTS

- ACTIONS COMMANDED BY PF1

ACTIONS COMMANDED BY PF

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OM-B REV 05 STANDARD CALLSA32030390205ALL

The “PULL” command means pulling an FCU knob to engage a selected mode or target.Example :– “PULL HDG 090” (Heading knob is pulled and turned).– MANAGE NAV (Heading knob is pushed).– “FL 190 PULL” (Altitude knob is turned and pulled).– “FL 190 MANAGE” (Altitude knob is turned and pushed).– “PULL SPEED 250 KNOTS” (Speed knob is pulled and turned).– “MANAGE SPEED” (Speed knob is pushed).

Note : If the value was previously set, there is no requirement to repeat the figure.Simply call e.g. PULL HDG : PULL SPEED : FL PULL

The VS/FPA selector knob has no managed function. The standard calls for the use of this knob are asfollows :V/S Plus (or Minus) 700 PULL or –FPA Minus 3° PULL (V/S (FPA) knob is turned and pulled)PUSH TO LEVEL OFF (V/S (FPA) knob is pushed)

ARMThe “ARM __” command means arming a system by pushing the specified FCU button.e.g. : “ARM APPROACH”e.g. : “ARM LOC.”

ON/OFFThe simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird (flightpath vector).e.g. : BIRD ON (The HDG-V/S/TRK-FPA pushbutton is pushed.)

All FMA changes are silently verified by both pilots.No call out for changes is made, except when a specific call out is defined.

Whenever a FCM makes any altitude adjustement on the FCU, he must advise the other FCM by readingthe altitude/FL from his PFD (f.e. “3000 BLUE”, “FL 240 BLUE”) and obtain an aknowledgement fromthe other FCM (“CHECKED”).The PNF calls out “ONE THOUSAND TO GO” when passing 1000 feet before the cleared altitude or FL,and the PF calls out “CHECKED”.

- FMA2

FMA

- ALTITUDE2

ALTITUDE

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FLAPS’ CALLOUTS

The reply will be given when selecting the new flap position.e.g. :

GEAR CALL

PNF will make call-outs for the following conditions during final approach. Attitude callouts also to bemade through to landing.– “SPEED” when speed becomes less than Vapp – 5 or more than speed target + 10.– “SINK RATE” when V/S is greater than – 1000 ft/min.– “BANK” when bank angle becomes greater than 7°.– “PITCH” when pitch attitude becomes lower than - 2.5° or higher than + 10°.– “LOC” when localizer deviation is 1/4 dot.– “GLIDE” when glide slope deviation is one dot.– “COURSE” when greater than 1/2 dot or 2.5 degrees (VOR) or 5 degrees (ADF).– “__ FT HIGH (LOW)” at altitude checks points.During flare, PNF shall monitor the roll and pitch attitude on the PFD.The PNF shall call “PITCH-PITCH”, whenever a pitch value of 7.5° is reached (and make sure that apitch value of 11° is never reached), and “BANK-BANK” whenever a roll of 7° is reached.

- FLAP OR GEAR CONFIGURATION3

FLAP OR GEAR CONFIGURATION

FLAPS CONFIGURATION CALL1 “FLAPS ONE”

1 + F “FLAPS ONE”0 “FLAPS ZERO”

CALLOUT REMARK

PF "FLAPS ONE"

PNF

"SPEED CHECKED" PNF checks the speed :– Above the S or F speed and accelerating (Takeoff)– Below VFE next and decelerating (Approach)

"FLAPS ONE" PNF selects the flaps lever position and replies after checking the blue number on the ECAM flaps indicator to confirm the correct selection has been made.

CALL REMARK

PF "GEAR UP (DOWN)"PNF "GEAR UP (DOWN)" The PNF selects the gear lever position and replies after checking

the red lights on the landing gear indicator to confirm the gear operation.

- FLIGHT PARAMETERS3

FLIGHT PARAMETERS

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To transfer control, flight crewmembers must use the following callouts.– To give control : The pilot calls out “YOU HAVE CONTROL”. The other pilot accepts this transfer by

calling out “I HAVE CONTROL”, before assuming PF duties.– To take control : “I HAVE CONTROL”. The other pilot accepts this transfer by calling out “YOU HAVE

CONTROL”, before assuming PNF duties.To transfer R/T duties, flight crewmembers must use the following callouts.– To give R/T : The pilot calls out “YOU HAVE R/T”. The other pilot accepts this transfer by calling out

“I HAVE R/T”, before assuming R/T duties.– To take R/T : “I HAVE R/T”. The other pilot accepts this transfer by calling out “YOU HAVE R/T”,

before assuming R/T duties.

*) : – The hand signal should be given from left hand side, however, it might become necessary togive the hand signal from right hand side or from front. This has to be coordinated with thePIC in due time.

– The PIC will confirm to GROUND Mech the reception of the hand signal by suitable means.This allows GROUND Mech to leave the airplane.

- PF/PNF DUTIES TRANSFER4

PF/PNF DUTIES TRANSFER

- SUMMARY OF GROUND COMMUNICATION PROCEDURES4

SUMMARY OF GROUND COMMUNICATION PROCEDURES

COMMUNICATION PROCEDURE FOR SUPPLY BY GROUND EQUIPMENT EVENT COCKPIT GND Mech

Initial ground contact GROUND FROM COCKPITGO AHEAD

External electric connection CONNECT EXTERNAL ELECTRIC

EXTERNAL ELECTRIC CONNECTEDGround air connection prior to engine start READY FOR GROUND AIR

GROUND AIR AVAILABLEExternal electric disconnection after start REMOVE EXTERNAL ELECTRIC

EXTERNAL ELECTRIC REMOVEDGround air disconnection after start REMOVE GROUND AIR

GROUND AIR REMOVED

COMMUNICATION PROCEDURE FOR ENGINE STARTEVENT COCKPIT GROUND Mech


After start up clearance received READY FOR ENGINE STARTALL ENGINES CLEAR

Prior to taxi PREPARE AIRPLANE FOR TAXI AND GIVE HAND SIGNAL *)

WAIT FOR HAND SIGNAL ON LEFT (RIGHT) HAND SIDE *)

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Note : a) The hand signal should be given from the left hand side, it might become necessary to givethe hand signal from right hand side or from front. This has to be coordinated with the PIC indue time.

b) The PIC will confirm to GROUND Mech the receipt of the hand signal by suitable means.This allows GROUND Mech to leave the airplane.

c) In case of “one man push-back” the verbal confirmation that the steering pin has beenremoved is replaced by showing the steering pin together with the hand signal.

COMMUNICATION PROCEDURE FOR PUSH BACKEVENT COCKPIT GND Mech.


When ready for push back and push back clearance received from ATC

CONFIRM STEERING PIN INSERTED

STEERING PIN INSERTEDIf parking brake is set MAY I RELEASE BRAKES ?

RELEASE BRAKESStart of push BRAKES RELEASED, READY

FOR PUSH BACKPUSHING BACK

When push back completed SET PARKING BRAKEPARKING BRAKE SET

When ready to disconnect REMOVE TOWING SYSTEM AND STEERING PIN

TOWING SYSTEM AND STEERING PIN REMOVED (c)

GIVE HAND SIGNAL (a, b)WAIT FOR HAND SIGNAL ON LEFT (RIGHT) HAND SIDE (a, b)

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Note : a) The ground engineer must continuously be in contact with the pilot through the interphone.

COMMUNICATION PROCEDURE FOR POWER PUSHEVENT COCKPIT (a) GND Mech. (a)

Prior to pushSet parking brake and give clearance.

Request to attach the tractor.

Starting engine 2 Normal start procedure.When ready for push back CONFIRM STEERING PIN

REMOVED ?STEERING PIN REMOVED

Check “NW STRG DISC” is not displayed on memo page.

If parking brake is set MAY I RELEASE BRAKES ?RELEASE BRAKES

Start of push BRAKES RELEASED, READY FOR PUSH BACK

PUSHING BACKPush back Follow the instructions of the

ground engineer.Max deflection on the steering hand wheel is 45°.

STEERING WHEEL NEUTRAL ... orTURN STEERING WHEEL LEFT-MORE-LESS ... orTURN STEERING WHEEL RIGHT-MORE-LESS.

When push back completed SET PARKING BRAKEPARKING BRAKE SET

TRACTOR REMOVED, ENGINE 1 CLEAR.The tractor is placed +/- 10m behind the aircraft.

Starting engine 1 Normal start procedure.Prior to taxi PREPARE AIRPLANE FOR TAXI

AND GIVE HAND SIGNALWAIT FOR HAND SIGNAL ON LEFT (RIGHT) HAND SIDE

COMMUNICATION PROCEDURE FOR ARRIVALEVENT COCKPIT GND Mech.

Initial ground contact COCKPIT FROM GROUNDGO AHEAD

Chocks confirmation CHOCKS IN POSITION

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- SUMMARY FOR EACH PHASE7

SUMMARY FOR EACH PHASE

BEFORE ENGINE START / PUSH BACK EVENT CM1 CM2

Before start up clearance received BEFORE START C/L DOWN TO THE LINE

BEFORE START C/L DOWN TO THE LINE COMPLETE

After start up clearance received BEFORE START C/L BELOW THE LINE

BEFORE START C/L COMPLETE

ENGINE STARTEVENT CM1 CM2

When starting engines STARTING ENGINE _

AFTER ENGINE STARTEVENT CM1 CM2

All engines started and stabilized, GND is disconnected and hand signal is received.

AFTER START C/LAFTER START C/L COMPLETE

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Note : * The CM2 should follow pedal movement with his/her feet.

TAXIEVENT CM1 CM2

When taxi clearance obtained CLEAR LEFT (RIGHT) SIDECLEAR LEFT (RIGHT) SIDE

Brake transfer check BRAKE CHECKPRESSURE ZERO

Flight control check in following sequence (can be done before start of taxi)

FLIGHT CONTROL CHECK

1. Elevators FULL UP, FULL DOWN, NEUTRAL2. Ailerons / Spoilers FULL LEFT, FULL RIGHT, NEUTRAL3. Rudder * RUDDER

FULL LEFT, FULL RIGHT, NEUTRALDuring taxi BEFORE TAKEOFF C/L DOWN

TO THE LINEBEFORE TAKEOFF C/L DOWN TO THE LINE COMPLETE

Lining up on the runway BEFORE TAKEOFF C/L BELOW THE LINE

BEFORE TAKEOFF C/L COMPLETE

TAKEOFFEVENT CM1 CM2

Setting thrust levers to initial stabilisation value

TAKEOFF

If CM2 is PF YOU HAVE CONTROL I HAVE CONTROL

EVENT PF PNFBefore passing 80 kts THRUST SETAt 100 kts ONE HUNDRED

CHECKEDAt V1 - 3 kts V1At VR ROTATEGear retraction POSITIVE CLIMB

GEAR UPGEAR UP

If AP is engaged by PNF AP 1(2) ON

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In case of failure or no positive deceleration :* NO REVERSE ENGINE__ or NO REVERSE** NO DECELDECEL callout means that the deceleration is felt by the crew, and confirmed by the speed trend on thePFD. It can also be confirmed by the DECEL light.

REJECTED TAKEOFFEVENT CM1 CM2

RTO decisionREV green on EWD

STOPREVERSE GREEN*

Deceleration DECEL**

ALTIMETER SETTING CHANGES TO/FROM QNH-STDEVENT PF PNF

Barometric setting change and subsequent altimeter cross-check

SET STANDARDSET QNH

STANDARD (QNH _) CROSS-CHECKEDPASSING FL _ (_ FT), NOW

CHECKED

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Note : 1. The PF may activate the approach phase when the AP is ON. After activation of the approachphase and confirmation, PF calls APPROACH PHASE ACTIVATED.

2. If the spoilers are not extended, call NO SPOILER.3. If reverse deployment is not as expected, call NO REVERSE ENGINE_ or NO REVERSE, as

appropriate.4. DECEL callout means that the deceleration is felt by the crew, and confirmed by the speed

trend on the PFD. It can also be confirmed by the DECEL light. If no positive deceleration,call NO DECEL.

APPROACH AND LANDINGEVENT PF PNF

Activation of approach phase ACTIVATE APPROACH PHASEAPPROACH PHASE ACTIVATED(see Note 1 below)

At “GS*” or below Final Descent Point altitude for NPA SET GA ALTITUDE _ FT

GA ALTITUDE _ SETFAF PASSING _ (Fix Name), _ FT

CHECKEDLanding check list LANDING C/L

ECAM MEMOLDG NO BLUE, A/THR SPEED(A/THR OFF)

LANDING C/L COMPLETE500 FT above THR FIVE HUNDRED

CHECKED100 feet above MDA/DH HUNDRED ABOVE

CHECKEDMDA/DH visual reference MINIMUM

CM1 calls CONTINUEMDA/DH no visual reference MINIMUM

CM1 calls GO AROUNDPF calls GO AROUND - FLAPS

After touchdownGround spoilers extendedREV green on EWD

SPOILERS (see Note 2 below)REVERSE GREEN (see Note 3 below)

Deceleration DECEL (see Note 4 below)At 70 knots SEVENTY

CHECKED

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Note: If no auto pop-up of FDs, call for “BIRD OFF” and perform a GO AROUND with FD OFF.

GO AROUNDEVENT PF PNF

GO AROUND decision GO AROUND - FLAPSFlaps retraction FLAPS __Gear retraction POSITIVE CLIMB

GEAR UPGEAR UP

AFTER LANDINGEVENT PF PNF

Check list AFTER LANDING C/LAFTER LANDING C/L COMPLETE

PARKINGEVENT PF PNF

Check list PARKING C/LPARKING C/L COMPLETE

SECURING THE AIRCRAFTEVENT PF PNF

Check list SECURING THE AIRCRAFT C/LSECURING THE AIRCRAFT C/L COMPLETE

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3.04.01 P 1FCOM 3 - FLIGHT OPERATIONSSUPPLEMENTARY TECHNIQUES

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OM-B REV 04 GENERAL INFORMATIONA3203.04SUPPLEMENTARY TECHNIQUES3.04.01GENERAL INFORMATION30401104ALL

For information concerning SUPPLEMENTARY TECHNIQUES, refer to FCOM volume 3.Some informations and procedures not provided by Airbus are included here.

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SCOPE

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OM-B REV 04 LANDING GEARA3203.04.32LANDING GEAR30432104ALL

BACKGROUNDSeveral airlines are landing every day on runway rigged with arresting cables and up to now Airbus didnot receive any reports of adverse consequences on any Airbus aircraft.So, although Airbus did not perform a complete study nor trials with aircraft to validate operation over anuntensioned cable lowered on to the runway surface at any speed they do not see reasons to restrict theoperation of aircraft in such conditions.

RECOMMENDATIONSa) Check with the local Airport Authorities that they have not published any specific operations

restrictions.b) If landing performance permits, land beyond the cables. If this is not possible, inspect the aircraft to

check for damage (normal preflight inspection is sufficient).c) Do not cross the cables at maximum reverse thrust (except in emergency).d) Take into account the above recommendations for the performance computation.e) Avoid rolling over the cables with deflated tires (which could burst and consequently damage the

aircraft).f) Regularly inspect the landing gear to detect any damage caused by the arresting device (normal

preflight and daily inspection is sufficient).g) In the event of an incident linked to this kind of operation, it shall be immediately reported via TLB and

ASR.

- OPERATING ON RUNWAY WITH ARRESTING CABLES1

OPERATING ON RUNWAY WITH ARRESTING CABLES

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OM-B REV 04 LANDING GEARA32030432204ALL


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4.00.00 P 1FCOM 4 - FMGS PILOT’S GUIDEGENERAL INFORMATION

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OM-B REV 03 CONTENTSA3204. FMGS PILOT’S GUIDE4.00GENERAL INFORMATION4.00.00CONTENTS40000103ALL

For information concerning FMGS, refer to FCOM volume 4.

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4.00.00 P 2FCOM 4 - FMGS PILOT’S GUIDEGENERAL INFORMATION

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