Sim Check Reviewer (Revision April 2016) 2-1

Revision Date: April 2016
Captain Jess Madlangbayan

Table of Contents
Title………………………………………………………………..…....….…Page
INTRODUCTION
 FOREWORD………………..……………………………………………………………. 5
 GOLDEN RULES………………………………………………………………………… 6
 ECAM PHILOSOPHY…………………………………………………………………. 7-12
 USE OF SUMMARIES………………………………………………………………… 12-14
 RAW DATA POWER SETTING/ON PROFILE CHECK……………………. 15
 BRAKING SYSTEM………………………………………………………………..…… 16-18
PRE-START PREPARATION
 COCKPIT PREPARATION /BEFORE TAKEOFF…..…………………………. 19
 FLOW PATTERN……………………………………………………………………….. 20
 CHECKLIST……………………………………………………………………………….. 21-34
 FMGS PREPARATION……………………………………………………………….. 35
 TAKE OFF BRIEFING………………………………………………………………….. 36-39
GROUND ABNORMAL OPERATION

 ENGINE START FAULT………………………………………………………………. 41-61
 ECAM ACTIONS PREVIEW................................................. 43-60
 EGT OVERLIMIT ON START.................................. 43-45
 EGT STALL ON START............................................ 46-48
 HUNG START ON START........................................ 49-51
 IGN FAULT ON START........................................... 52-54
 NO N1 ROTATION ON START................................ 55-57
 ENG2 TAIL PIPE FIRE ON START............................ 58-61
 MANUAL ENGINE START/DRY CRANKING/FADEC OPN……………. 62-67
 START VALVE MANUAL OPERATION………………………………………… 68-69
 START W/ EXTERNAL PNEUMATIC POWER……………………..….…… 70-71
 CROSSBLEED START………………………………………………………..………. 72-73
 AFTER START FAULTS.................................................................... 74-75
 PACK REGUL FAULT / N/W STEERING FAULT………………… 74
 BRAKE SYS FAULT………………………………………………………….. 75
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FLIGHT ABNORMAL OPERATION
 WINDSHEAR AFTER TAKE OFF…………………………………………………. 77-85
 EGPWS / GPWS……………………………………………………………………….. 86-90
 TCAS……………………………………………………………………………………….. 91-96
IN-FLIGHT FAILURES
 NAV-RA 1 + 2 FAULT………………………………………………………....…… 98-114
 ECAM ACTIONS PREVIEW............................................... 100-101
 FCOM NOTES.................................................................. 105-106
 NAV-ADR 1+ 3 FAULT.................................................................. 115-140
 FCOM NOTES.................................................................. 128-130
 TOTAL LOSS OF FCU.................................................................... 141-155
 FCOM NOTES.................................................................. 143-145
 DUAL FMGC FAILURE.................................................................. 156-170
 FCOM NOTES.................................................................. 166
 HYD-G + Y FAULT......................................................................... 171-206
 SYSTEM RECOVERY DURING APPROACH........................ 180
 REMAINING SYSTEMS..................................................... 187-188
 FCOM NOTES.................................................................. 194-196
 HYD-B+Y FAULT.......................................................................... 207-238
 SYSTEM RECOVERY DURING APPROACH....................... 215
 REMAINING SYSTEMS..................................................... 222-223
 FCOM NOTES.................................................................. 229-230
 HYD-G+B FAULT.......................................................................... 239-277
 ECAM ACTIONS PREVIEW................................................ 242-247
 SYSTEM RECOVERY DURING APPROACH......................... 249
 REMAINING SYSTEMS...................................................... 257-258
 FCOM NOTES................................................................... 264-266
 ELEC-EMER CONFIG..................................................................... 278-311
 ECAM ACTIONS PREVIEW................................................ 286-290
 REMAINING SYSTEMS...................................................... 280-281
 FCOM NOTES................................................................... 280-283
 SMOKE EMERGENCIES……………………………………………………………. 312-336
 FCTM NOTES & ARCHITECTURE...................................... 312-318
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 ECAM ACTIONS PREVIEW................................................. 321-329
 AFT CARGO SMOKE.............................................. 321-322
 FWD CARGO SMOKE............................................ 323-324
 AVIONICS SMOKE.................................................. 325-327
 LAVATORY SMOKE................................................ 328-329
 MODERATE SMOKE IN COCKPIT....................................... 330
 AIR CONDITIONING SMOKE.............................................. 331
 CABIN EQUIPMENT SMOKE.............................................. 332
 SMOKE SOURCE NOT DETERMINED................................. 333
 REMOVAL OF SMOKE/FUMES........................................... 334
 DENSE SMOKE................................................................... 335-336
 SINGLE ENGINE FAILURE DURING TAKEOFF.................................. 337-363
 ECAM ACTIONS PREVIEW (ENG1 FIRE)............................. 352-358
 SIGNIFICANT INFORMATION............................................. 359-363
 GO AROUND.................................................................................. 364-369
 MISSED APPROACH: TRY AGAIN....................................... 368
 MISSED APPROACH: DIVERT............................................ 368
 TASK SHARING................................................................... 369
REJECTED TAKEOFF
 REJECTED TAKE OFF...................................................................... 371-386
 DECISION TO ABORT......................................................... 371-374
 ECAM ACTIONS PREVIEW (ENG1 FIRE ON GROUND)....... 375-377
 EMERGENCY EVACUATION CHECKLIST............................. 380
 SIGNIFICANT INFORMATION............................................. 381-386
MEMORY ITEMS EMERGENCIES

 STALL RECOVERY.……………………………………………………………..….…. 388
 STALL WARNING AT LIFTOFF........................................................ 389-391
 WINDSHEAR AHEAD...................................................................... 392-397
 CREW INCAPACITATION…………………………………………………………... 398-402
 LOSS OF BRAKING…………………………………………………………………..… 403-405
 UNRELIABLE SPEED INDICATION…………………………………………..….. 406-432
 EMERGENCY DESCENT………………………………………………………..…… 433-449
OTHER EMERGENCIES
 DC BUS 1+2 FAULT..............………………………………………………………. 451-482
 ECAM ACTIONS PREVIEW........................................................... 454-459
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 FCOM NOTES................................................................................................ 60-462
 AIR PACK 1+2 FAULT................................................................................................... 483-486
 ECAM ACTIONS PREVIEW............................................................................. 484-486
 FCOM NOTES................................................................................................ 483
 FUEL LEAK................................................................................................................... 487-497
 CEILINGS CHART........................................................................................... 493
 SLATS FAULT/LOCKED................................................................................................. 498-511
 FCOM NOTES................................................................................................ 499-500
 TABLES.......................................................................................................... 510
 FLAPS FAULT/LOCKED................................................................................................. 512-525
 ECAM ACTIONS PREVIEW.............................................................................. 514-516
 FCOM NOTES................................................................................................ 523-525
 TABLES.......................................................................................................... 524
 ENGINE FAILURE IN CRUISE......................................................................................... 526-576
 GENERAL GUIDELINES................................................................................... 528
 ECAM ACTIONS PREVIEW............................................................................ 529-535
 STANDARD STRATEGY................................................................................. 537-546
 OBSTACLE STRATEGY................................................................................... 547-555
 FIXED SPEED STRATEGY................................................................................ 556-567
 ENGINE OUT RELATED INFO & REFERENCES................................................ 568
 ENGINE RELIGHT........................................................................................... 569
 CEILINGS........................................................................................................ 570
 OTHER CHARTS.............................................................................................. 571-576
 DUAL ENGINE FAILURE .......……………………………………………………………….……........…….. 577-596
 ECAM ACTIONS PREVIEW.............................................................................. 579-583
 FUEL REMAINING / RELIGHT......................................................................... 584-588
 NO FUEL REMAINING.................................................................................... 589-592
 FCTM/FCOM NOTES...................................................................................... 593-596
COMPUTATIONS
 TRIP FUEL PENALTY……………………………………………..............................……………………… 598-601
 METHODOLOGY........................................................................................................... 602-604
 LANDING DISTANCE WITHOUT FAILURE……………………….......……………………………….…. 605-622
 LANDING DISTANCE WITH FAILURE & MEL DISPATCH……...............................…………. 623-638
 LANDING DISTANCE WITH MULTIPLE IN-FLT FAILURES................................……………. 639-657
SUPPLEMENT A (Synopsis of Emergencies)

 GO-AROUND………………..………………………………………………………….…………………….………. 659-661
 CREW INCAPACITATION..……………………………………………………..…………………..……………. 662-664
 SLATS / FLAPS JAMMED.………………………………………………………………….…………………….. 665-672
 NO FLAPS / NO SLATS…………………………………………………………………………………………….. 673-676
 UNRELIABLE SPEED INDICATION……………………………………………..……………………………… 677-680
 MECHANICAL BACK UP……………………………………………………………..……………………………. 681-683
 SMOKE PROCEDURE & REMOVAL..………………..……………………………..……………………….. 684-687
 ALL ENGINE FLAME OUT………………………………………………………..………………………………. 688-690
 RECONFIGURATION LAWS..……………………………………………………..…………………………….. 691-693
 EMERGENCY ELECTRICAL CONFIGURATION……………………………………………………….….. 694-700
 EMERGENCY DESCENT……………………………………………….………………………………………….. 701-708
SUPPLEMENT B (Take-off Profiles)……………………………………………………………………………… 709-718
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FOREWORD
This document serves as a study guide for Cebu Pacific Airbus 319/320
pilots in their periodic simulator recurrent, upgrade training and even as
reference for actual ground or in-flight failures. The procedures applied herein
are based on the current Airbus and company training standards, and may
change occasionally depending on the latest published amendments. This,
however, is not officially sanctioned by the company; hence labelled,
“Unofficial Guide”.
The format used on this guide follows the sequential step by step
procedures adopting the CM1 – CM2 concept of operation; wherein CM1
(Captain) may become PM, and CM2 (FO) becomes PF or vice versa depending
on the company fixed seat policy, nature of failure or before flight designation.
ECAM Actions Previews are also incorporated to give the users a thorough
understanding of each ECAM action sequence. Commands and call-outs are
vocalized and arranged chronologically to emphasize adherence to standard
procedures. If there is any conflicting information, FCOM procedures shall
prevail.
Acknowledgement is due to the source of the “Airbus Recurrent Training
Reviewer” where some of these materials were taken and patterned. Latest
Airbus Manuals; such ask, FCOM, FCTM, QRH & OM were also used as
references.
Essentially, this may help in simulator recurrent preparation but the key
in passing the check still depends on one’s preparedness and ability to execute
the required actions at the right moment.
-JDM-
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ECAM PHILOSOPHY
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FAILURE LEVELS
The ECAM has three levels of warnings and cautions. Each level is based on the associated
operational consequence(s) of the failure. Failures will appear in a specific color, according to a
defined color-coding system, that advises the flight crew of the urgency of a situation in an
instinctive, unambiguous manner. In addition, Level 2 and 3 failures are accompanied by a specific
aural warning: A Continuous Repetitive Chime (CRC) indicates a Level 3 failure, and a Single Chime
(SC) indicates a Level 2 failure.
When there are several failures, the FWC displays them on the Engine Warning Display
(E/WD) in an order of priority, determined by the severity of the operational consequences. This
ensures that the flight crew sees the most important failures first.
ABNORMAL OPERATIONS
TASK SHARING RULES
When the ECAM displays a warning or a caution, the first priority is to ensure that a safe flight
path is maintained. The successful outcome of any ECAM procedure depends on: Correct reading and
application of the procedure, effective task sharing, and conscious monitoring and crosschecking.
It is important to remember that, after ECAM ACTIONS announcement by the PF:

• The PF’s task is to fly the aircraft, navigate, and communicate.
• The PNF’s task is to manage the failure, on PF command.
The PF usually remains the PF for the entire flight, unless the Captain decides to take control.
The PF will then control the aircraft’s flight path, speed, configuration, and engines. The PF will also
manage navigation and communication, and initiate the ECAM actions to be performed by the PNF,
and check that the actions are completed correctly.
The PNF has a considerable workload: Managing ECAM actions and assisting the PF on
request. The PNF reads the ECAM and checklist, performs ECAM actions on PF command, requests PF
confirmation to clear actions, and performs actions required by the PF. The PNF never touches the
thrust levers, even if requested by the ECAM.
Some selectors or pushbuttons (including the ENG MASTER switch, FIRE pushbutton, IR, IDG
and, in general, all guarded switches) must be crosschecked by both the PF and PNF, before they are
moved or selected, to prevent the flight crew from inadvertently performing irreversible actions. As a
general rule, any computer reset must be also crosschecked by both the PF and PNF.
To avoid mistakes in identifying the switches, Airbus’ overhead panels are designed to be
uncluttered. When the ECAM requires action on overhead panel pushbuttons or switches, the correct
system panel can be identified by referring to the white name of the system on the side of each
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panel. Before performing any action, the PNF should keep this sequence in mind: "System, then
procedure/selector, then action" (e.g. "air, crossbleed, close"). This approach, and announcing an
intended selection before action, enables the PNF to keep the PF aware of the progress of the
procedure.
It is important to remember that, if a system fails, the associated FAULT light on the system
pushbutton (located on the overhead panel) will come on in amber, and enable correct identification.
When selecting a system switch or pushbutton, the PNF should check the SD to verify that the
selected action has occurred (e.g. closing the crossbleed valve should change the indications that
appear on the SD).
Crew Coordination
1. The PNF should review the overhead panel and/or associated SD to analyze and confirm the
failure, prior to taking any action, and should bear in mind that the sensors used for the SD may be
different from the sensors that trigger the failure.
2. In case of a failure during takeoff or go-around, ECAM actions should be delayed until the aircraft
reaches approximately 400 ft, and is stabilized on a safe trajectory. This is an appropriate
compromise between stabilizing the aircraft and delaying action.
3. When the ECAM displays several failures, the sequence (action, then request and confirmation,
before clearance) should be repeated for each failure. When all necessary actions are completed,
amber messages and red titles will no longer appear on the E/WD.
4. When the ECAM displays several system pages, the sequence (request and confirmation before
clearance) should be repeated for each system page.
5. The PF may call out "STOP ECAM" at any time, if other specific actions must be performed (normal
C/L, or performing a computer reset). When the action is completed, the PF must call out:
"CONTINUE ECAM".
6. When slats are extended, the SD automatically displays the STATUS, unless if the page is empty.
The STS should be carefully reviewed, and the required procedure applied.
7. When ECAM actions have been completed, and the ECAM status has been reviewed, the PNF may
refer to the FCOM procedure for supplementary information, if time permits. However, in critical
situations the flight should not be prolonged only to consult the FCOM.
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IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE:
If an ECAM warning disappears, while a procedure is being applied, the warning can be
considered no longer applicable. Application of the procedure can be stopped. For example, during
the application of an engine fire procedure, if the fire is successfully extinguished with the first fire
extinguisher bottle, the ENG FIRE warning disappears, and the procedure no longer applies. Any
remaining ECAM procedures should be performed as usual.
SOME ADDITIONAL REMARKS:
• There are very few memory items:

‐ Immediate actions of EMER DESCENT
‐ Immediate actions, in case of an unreliable speed indication
‐ Loss of braking
‐ Windshear (reactive and predictive)
‐ EGPWS and GPWS
‐ TCAS
‐ Stall recovery and stall warning at lift-off.
• LAND ASAP (As Soon As Possible):

‐ RED LAND ASAP :
Land as soon as possible at the nearest suitable airport at which a safe approach and landing
can be made.
‐ AMBER LAND ASAP:
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Advice to the flight crew to consider landing at the nearest suitable airport.
Note: The CLOSEST AIRPORTS MCDU page may help the flight crew to determine the nearest suitable
airport: This page displays the four airports that are the nearest to the aircraft's current position.
These airports are found in the navigation database, and are displayed regardless of their suitability.
The flight crew should keep in mind that the four closest airports are sorted according to distance, and
should refer to the Estimated Time of Arrival (ETA).
• OEB Reminder
Some Operational Engineering Bulletins (OEBs) contain information that may impact flight
crew action, in the event of a system failure. OEBs are filed in the QRH. If the OEB reminder function
is activated for an ECAM warning/caution, the ECAM will display the : "Refer to QRH Proc" line, when
necessary. This line may appear instead of the procedure, or it may be added to the ECAM STATUS.
In such failure cases, the flight crew should refer to the applicable procedure in the QRH.
• Some procedures require reference to the QRH
IN CASE OF AN ECAM SYSTEM FAULT DISPLAY UNIT FAILURE:

If one ECAM screen fails, the remaining one will display the E/WD. However, in such a case, if
a failure or advisory occurs, the system or status page are not displayed automatically. The PNF can
display a system synoptic on the remaining display unit, by pressing the assigned system pushbutton
on the ECP. The synoptic will appear, as long as the pushbutton is pressed.
Therefore, in the case of an advisory and/or failure (indicated by an ADV flag that pulses in
white on the bottom of the E/WD), the PNF must call up the affected system synoptic, by pressing the
related pushbutton.
To review two or three pages of status messages: The PNF should release the STS pushbutton
for less than two seconds, then press and hold it again.
A double ECAM screen configuration can be recovered using the ECAM/ND switching selector:
• If the Captain is the PNF, the switch should be set to "CPT".
• If the First Officer is the PNF, the switch should be set to "F/O".
The applicable ND screen will then display the second ECAM image.
DMC FAILURES:
In case all of the ECAM DMC channels fail, each flight crewmember may display the engine
standby page on their respective ND (generated by the DMCs’ EFIS channel).
ECP FAILURE:
In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL keys will continue to
operate, because they are hardwired to the FWC/DMC. Therefore, the "ALL" key can be used to scroll
all SD pages and display the desired one (by releasing the key, when the desired SD page appears).
SPURIOUS CAUTION:
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Any spurious caution can be deleted with the EMER CANCEL pushbutton. When pressed, the
EMER CANCEL pushbutton deletes both the aural alert, and the caution for the remainder of the
flight. This is indicated on the STATUS page, by the "CANCELLED CAUTION" title. The EMER CANCEL
pushbutton inhibits any aural warning that is associated with a red warning, but does not affect the
warning itself.
RCL PUSHBUTTON:
The RCL pushbutton allows to call up all ECAM alerts and the STATUS page that may have
been suppressed by the CLR pushbutton or by the flight-phase-related inhibition. Any alerts that have
been inhibited by the EMER CANCEL pushbutton are displayed when the fly crew holds the RCL
pusbutton down for more than three seconds.
USE OF SUMMARIES
GENERAL
The summaries are QRH procedures created to help the flight crew to perform actions in the event of
an ELEC EMER CONFIG, or a dual hydraulic failure.
The QRH summaries are divided into four sections: CRUISE, APPROACH, LANDING and GO-AROUND.
SITUATION ASSESSMENT WITH THE CRUISE SECTION OF THE QRH SUMMARY:
Situation Assessment with the QRH Summary
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‐ Step 1 & 2: The ECAM actions should be applied first. This includes both the procedure, and the
STATUS section. When ECAM actions are completed, the PM announces "ECAM ACTIONS
COMPLETED". Then, the PNF should refer to the corresponding QRH SUMMARIES.
‐ Step 3: After the review of the ECAM STATUS, the PM should refer to the CRUISE section of the QRH
summaries. The CRUISE section highlights the remaining systems (in ELEC EMER configuration only),
the main limitations, and the flight capability of the aircraft.
The CRUISE section helps the flight crew to assess the situation, and to select an appropriate
runway for landing. The flight crew should refers, as indicated in the CRUISE section, to the
corresponding chapters of the QRH for:
‐ The evaluation of increased fuel consumption (FPE-FPF) (step 4) and,
‐ The landing performance computation at the selected airport (FPE-IFL) (step 5).
APPROACH PREPARATION:
Approach Preparation with the QRH Summary
While reviewing the STATUS pages (step 6) for approach preparation, the section APPROACH
LANDING and GO-AROUND are used to support the preparation (step 7 & 8).
When appropriate, these sections include the paper procedure that the flight crew must apply
during the APPROACH, LANDING and GO-AROUND phases (LANDING WITH SLATS or FLAPS JAMMED
procedure and/or the L/G GRAVITY EXTENSION procedure for example).
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APPROACH BRIEFING:
Approach Briefing with the QRH Summary
The section APPROACH, LANDING, and GO-AROUND of the QRH summary should be used to
perform the approach briefing, while cross-checking the associated FMGS pages and the STATUS page
(step 9 & 10).
APPROACH:
Approach with the QRH Summary
To perform the approach, the flight crew should refer to the APPROACH section (step 11).
Once the aircraft is in final configuration, the LANDING and GO-AROUND sections can be shortly
reviewed, as a reminder (braking, NWS, reversers, and L/G retraction in the case of go-around).
Finally, the PM should review the ECAM STATUS (step 12), and check that all the APPR PROC actions
are completed.
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RAW DATA POWER SETTING
(AP, A/THR, FD – OFF, TRK FPA - ON)
CONFIG LEVEL PHASE OF FLT N1 SPD (kt)
CLIMB 90% 285+

CRUISE 82-85% 255+
LEVEL FLT @280kts (above 10000’) 80% 280
CLEAN CONFIG
LEVEL OFF @ 250kts (below 10000’) 70% 250
LEVEL OFF @GD (below 10000’) 60% 200+ (GD)
ALL DESCENT prior to Final Approach 45% - Idle 250 to GD
LEVEL OFF @ CONFIG 1 55% 180+ (S)

LEVEL OFF @ CONFIG 2 60% 145+ (F)
DES @ CONFIG 1 40% - Idle 180+ (S)
APP / LDG
CONFIG DES @ CONFIG 2 45% - Idle 140+ (F)
DES @ CONFIG 3 50% - Idle 140+ (F)
DES @ CONFIG FULL 51-52% 130+ (VAPP)
PHASE OF FLT N1 SPD (kt)

SINGLE ENGINE LEVEL OFF @ GD 75% 200+ (GD)
* Add 15% to LEVEL OFF @ CONFIG 1 72% 180+ (S)
normal N1 LEVEL OFF @ CONFIG 2 75% 145+ (F)
value DES @ CONFIG 1 55% - Idle 180+ (S)
DES @ CONFIG 2 60% - Idle 140+ (F)
DES @ CONFIG FULL 65 -70% 130+ (VAPP)
Here’s a quick check, if you are high

or low on your descent profile:
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FLOW PATTERN
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FCTM
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STANDARD FORMAT
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Note: It is assumed that the following documents have been consulted and understood before the
“external walk-around” is performed:
 Aircraft Maintenance Logbook for MEL, CDL, ADD et’al.
 OEBs on QRH
Miscellaneous:
 This is an Airbus 319 or 320, RPC-___. No MEL (if none), CDL, ADD, OEB’s as reviewed.
 “We have received information ___, time at ___Z, wind is ___at ___kts, (left or right crosswind, or
headwind), visibility is ___miles, ceiling of ___ft, temperature ___, QNH _____”
 “NOTAMS: (ex. we have a noise abate procedures) for Rwy-__”; (others if any)
 “Runway is DRY or WET”
 “Anti-ice OFF or ON”
 “From present position, BAY-___, expect to be pushback to S-__ for Rwy-___”
 “We’ll start the engines during pushback, then taxi ____ to holding point Rwy -_”
 “This will be a PACKS OFF or ON take off & radar ON”
Press INIT B Page:

 “We have a: Block Fuel of ___ tons, Takeoff Weight of ___kg, Extra time of ____ mins.”
Press PERF Page:

 “Take off Rwy ____”
 “Config 1+F, 2 or 3”, Flex ___ (point at EWD)”
 “Speed at ___(VI), ___ (VR) ___ (V2) ”
 “TRANS ALT of ____”
 “THR RED at ___ft, THR ACC at ____ft”
Press FPLN Page:
 “For Departure,” (3 options)

 With available SID procedure, but advised for radar vector
(Read MSA first, for example: IPATA Departure):
 “For MSA reference, we’ll be using this SID chart ___, dtd ___, communication as
published. After airborne Rwy -___, MSA is ____’, then after passing Radial- ___it
becomes ____ft”
 “Per ATC, we are cleared to (destination) to FL150 initially until further advised,
runway heading on departure, then expect radar vector to IPATA”
 “From IPATA, join airway B-462, all the way to Cebu , on squawk code ____”
 “In case of diversion, we proceed to ILOILO.”
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 If on SID
(Read SID chart, for example: ANKIN 1D Departure):
 “For our departure, we’ll be using this SID chart ___, dtd ___, communication as
published.
 After airborne Rwy-__, MSA is ____ft, then after passing R-___ it becomes ____ft”
 (Discuss SID procedures as written)
 “From ANKIN, join airway (___), all the way to (destination) for a total distance of
___NM, compared to paper flight plan of ___NM”
 “In case of diversion, we proceed to (airport).”
 If no SID
 (Read MSA first using Visual approach chart, for example: visual departure): “After
airborne Rwy-___, MSA is ____’ initially, then after passing radial ___, it becomes
 Straight out to ___ft, then (left/right) turn to intercept radial ___ then join airway
___ at ____.”
 “From (waypoint), join airway ____, all the way to (destination)”
 “In case of diversion, we proceed to (airport).”
Press RAD NAV Page:

 “I hardtune my side on (VOR Stn), and inserted Course-___ to (waypoint)”
CPT SAFETY BRIEFING:

 “ Any failure below V1, I will abort the takeoff. My command is “STOP!”, then follow standard
procedures on rejected takeoff.
 “Any failure above V1, I will continue the takeoff. My command is “GO!” No action shall be done
before 400ft except for gear retraction and cancellation of aural warning.
 “At 400ft AGL, aircraft established on CLIMB, I will my command – “ECAM action”.
 At 1000ft AGL or above when ENGINE IS SECURED, I’ll push V/S to level off, accelerate, then clean up.
If not, continue climb until secured but not above the maximum engine out acceleration altitude.
 At GREEN DOT, pull ALT for OPEN CLIMB and set THR LVR to MCT. Continue ECAM, then before
STATUS, we’ll perform the AFTER T/O CL Checklist.”
 “For engine out routing, proceed to (waypoint) or follow ATC instruction. Prepare the approach and
we’ll request for vector landing.
 “Otherwise, this will be a normal takeoff for (destination). That ends my briefing. Any questions or
additions?”
Note: For some airport with Special Engine out Procedure, include that on the briefing.
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I
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ENGINE START FAULT
(REF: FCOM - PRO ABN-70 Power Plant)
* FADEC announces FAULT & identifies the fault in the ECAM message
“ENG START FAULT < IGN FAULT, ENG STALL, EGT
OVERLIMIT, HUNG START, NO N1 ROTATION>”
 First pilot who notices the fault announces – “ENG”.
 FO refers to FCOM (PRO ABN-70 /Power Plant) & read the procedures as written.
 FO reads the procedures & CAPT performs the actions.
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 CAPT & FO assess the FAULT and apply appropriate actions, as follows:
 call maintenance crew & report the “NO START” condition for appropriate action
 perform the “MANUAL ENGINE START” procedures
Page 42 of 719
ENG 2 START FAULT – EGT OVERLIMIT ON START
Page 43 of 719
3
EGT Overlimit
“ENGINE”
 Read ECAM:
 Perform ECAM Actions:
Page 44 of 719
5
Page 45 of 719
ENG 2 START FAULT – ENG STALL ON START
OVERLIMIT
1
Page 46 of 719
3
ENG STALL
“ENGINE”
 Read ECAM
Page 47 of 719
5
Page 48 of 719
ENG 2 START FAULT – HUNG START ON START
Page 49 of 719
3
HUNG START
(N2 stops increasing, until starter
time limit of 20s is exceeded)
“ENGINE”
 Read ECAM
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5
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ENG 2 START FAULT – IGN FAULT ON START
Page 52 of 719
3
IGNITION FAULT
“ENGINE”
 Read ECAM
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5
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ENG 2 START FAULT – NO N1 ROTATION ON START
Page 55 of 719
3
LOW OR NO N1
“ENGINE”
 Read ECAM
 LOW N1 - CONIRMED
Page 56 of 719
5
Page 57 of 719
ENG 2 TAIL PIPE FIRE ON START
Page 58 of 719
3
ENG 2 TAIL PIPE FIRE!!!

(A Call by Ground Crew)
 Perform a DRY CRANK
Page 59 of 719
5
BURNING HAS STOPPED!!!

(A Call by Ground Crew)
Page 60 of 719
7
Page 61 of 719
MANUAL ENGINE START
(REF: FCOM - PRO SUP-70 Power Plant)
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START VALVE MANUAL OPERATION
* FADEC announces FAULT & identifies the fault in the ECAM message
“ENG < START VALVE FAULT – START VALVE NOT OPEN>”
 First pilot who notices the fault announces – “ENG”.
 FO refers to FCOM (PRO SUP-70/ Power Plant) & read the procedures as written.
 FO reads the procedures & CAPT performs the actions.
 CAPT & FO assess the FAULT and apply appropriate actions, as follows:
 advise maintenance crew that “START VALVE MANUAL OPERATION” shall be
performed
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START W/ EXTERNAL PNEUMATIC POWER
* This procedure is done when necessary; i.e. when APU or ENG Bleed 2 is
inoperative, among others.
 CAPT informs the maintenance crew that this procedure shall be performed.
 FO refers to FCOM (PRO SUP-70 / Power Plant) & read the procedures as written
 FO reads the procedures & CAPT does the actions.
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CROSSBLEED START
* This procedure normally applies after starting the #2 ENG using the “External
Pneumatic Start” procedures.”
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AFTER START FAILURES
 PACK REGUL FAULT

 Check MEL
 If only 1 is inop, remaining 1 is a GO item, but do we have the
required equipment for such failure at Mactan. If none then go
back to Gate.
 <WHEEL N.W. STEER FAULT>

 Open QRH on ABN/EMER PROC (80.18)
Page 74 of 719
 Flt Crew can reset BSCU c/b and if successful, but still required
to go back to the gate for troubleshooting
 “FO, tell Ramp that we will be proceeding back to Bay”
 <BRAKE SYS 1 (2) FAULT>

 Open QRH on ABN/EMER PROC (80.18) or may also check FCOM
Supplementary Procedures on Landing Gear
 Flt Crew can reset BSCU c/b and if successful, can continue the
flight...
Page 75 of 719
II
Page 76 of 719
WINDSHEAR AFTER TAKE OFF
(REF: FCOM - PRO ABN-80 Misc / FCTM – S010 – AW - Windshear)
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OPERATIONAL PROCEDURES
Note: Windshear warning is available in all flap configuration; at take off from lift off to
1300ft; during approach from 1300ft to 50ft
PF PM
DETECTION!!!
Announce: Announces excessive flight

-“WINDSHEAR TOGA!”, parameters (airspeed, airspeed
simultaneously pushing THR LVR to trend, V/S, RA, altitude) and
TOGA wind components
- Follow SRS (for optimum escape

maneuver)
- Full backstick (if necessary)
(*AP disconnects automatically)
- No CONFIG change *Notify ATC

“Cebu__, windshear on upwind”
Closely monitor the flight path &
speed
Page 81 of 719
When speed trend stops increasing,
and if FD is not displayed,
- set pitch to 17.5° initially, (then

adjust as necessary)
At THR Red Alt (“LVR CLB” flashing),
- reduce THR LVR to CL detent

(2 clicks down)
Note: There is a tendency to over-speed during WINDSHEAR encounter. To avoid such,

increase pitch or at 1000’ you may pull T/LVR to MCT detent, then at 1500’ to CLB detent.
If TOGA LOCK occurs after windshear, just the press Instinctive Disconnect button.
When out of shear, *Notify ATC

“Cebu__, clear of windshear”
- recover smoothly to a normal
climb
- “set A/THR – ON”
(if disconnected due to TOGA LK) “A/THR - ON, set”
- “set AP 1 – ON” “AP 1 – ON, set”
Order clean-up... “Speed Checked, Flaps 1, then

- “F-speed, Flaps 1, then S- Speed Checked, Flaps 0”
speed, Flaps 0”
At Green Dot, order: Read & Check:

- “After T/O CL Checklist” “AFTER TAKEOFF CLIMB
CHECKLIST complete”
- Resume normal navigation,

follow ATC instructions...
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EGPWS / GPWS
(REF: FCOM - PRO ABN-34 NAV)
PF PM
DETECTION!!!
Immediately & with no argument: *Monitor situation

- “PULL UP - TOGA!”
(AP automatically disconnects)
- Full to back stick and

maintain in that position
- Wings level (or turn according *Advises PF where to turn (if needed
to situation) only)
Page 86 of 719
- Check SPDBRK retracted *Notify ATC:
“Cebu__, performing immediate
climb due to terrain”
Expect TOGA LOCK, as the aircraft leaves the alpha floor protection...
When flight path is safe and the

warning stops,
- push VS to level off (to stabilize
aircraft attitude)
- Follow the Flight Director in level

off attitude (momentarily)
*Notify ATC:
* if assigned altitude is already
busted, maintain present altitude, * “Cebu __, cleared of terrain,
then order “request for higher
maintaining (alt), request higher”
altitude”
. * if not yet busted, continue climb to

previously assigned altitude / re-
intercept track
 Order - “Pull ALT” * “ALT pulled” / “Cebu __, cleared of
(follow FD guidance)
terrain, resuming navigation”
- Remove TOGA LOCK

(by pressing the Instinctive Disconnect
button)
* Wait for the SPD TREND to pass the

Green Dot speed before moving the
THR LVR to CLB detent:
- passing Green Dot, set THR/LVR to

Climb Detent
- “set A/THR – ON” “A/THR – ON, set”
- “set AP 1 – ON” “AP 1 – ON, set”
Set “managed flight” / Resume normal operation, follow ATC instructions...
Page 87 of 719
USEFUL TIPS & INFORMATION
The Ground Proximity Warning System (GPWS) generates aural and visual
warnings, when one of the following conditions occurs between radio altitudes 30 ft
and 2 450 ft.
‐ Mode 1: Excessive rate of descent.

‐ Mode 2: Excessive terrain closure rate.
‐ Mode 3: Altitude loss after takeoff, or go-around.
‐ Mode 4: Unsafe terrain clearance when not in landing configuration.
‐ Mode 5: Too far below glideslope.
In addition to the basic GPWS functions, the GPWS has an enhanced function
(EGPWS) which provides, based on a worldwide terrain database:
‐ A Terrain Awareness Display (TAD), which predicts the terrain conflict, and displays
the terrain on the ND.
‐ A Terrain Clearance Floor (TCF), which improves the low terrain warning during
landing.
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TCAS
(REF: FCTM-SI-060 TCAS / FCOM PRO ABN-34
NAV)
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PF PM
DETECTION!!!
* On Traffic Advisory:
“TCAS, I HAVE CONTROL” “YOU HAVE CONTROL”
No maneuver on TA
-- Attempt to see the traffic --
* On Resolution Advisory:
“Auto Pilot - OFF” “Checked”

(double click on Side Stick p/b)
“Flight Directors - OFF” “Flight Directors - OFF” (press

both FD p/b)
Page 93 of 719
FLY the GREEN area (do not
overreact: 10deg up/ 2.5deg down) *Notify ATC
“CTL, Cebu__, TCAS RA”
* Notify ATC
“Cebu__, Clear of Conflict”
Level Off momentarily (by bringing the

aircraft pitch attitude to level flight using
the fixed Aircraft Symbol)
“Flight Directors - ON” “Flight Directors - ON”

(press both FD p/b)
“Pull ALT” (for OP DES/CLB to fly
back to previously assigned altitude by “ALT Pulled”
following the FD guidance)
“Cebu __, resuming to (original
assigned altitude/FL)”
Expect ATC instruction to climb to higher altitude... Follow ATC instruction.
Order: Push the FCU knobs (left to right):

“Manage SPD” “Manage SPD, set”
“Manage NAV” “Manage NAV, set”
“Manage ALT” “Manage ALT, set”
“set AP 1 - ON” “AP 1 - ON, set”
Resume normal navigation, in accordance with ATC instruction...
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SIGNIFICANT INFORMATION
Page 96 of 719
III
5
Page 97 of 719
(REF: FCTM/FCOM - PRO ABN-34 NAV)
Page 98 of 719
IMPORTANT Reminder:
 FLY the approach using raw data for 2 reasons:

 To avoid excessive roll rates if LOC is still engaged
 AP/FD behaviour maybe unsatisfactory since auto pilot gains are no
longer updated with radio altitude signal.
 No auto callouts on approach & no RETARD call in the flare.
 The “SPEED, SPEED, SPEED” low energy warning is inoperative.
Page 99 of 719
NAV – RA 1+2 FAULT
“NAV”

 “NAV – RA 1+2 FAULT”
 Read STATUS:
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3
Page 101 of 719

(In RA 1+2 FAULT, CM1 or CM2 maybe PF)
“TING!” < NAV – RA 2 FAULT>
PF PM
DETECTION: First pilot who notices will cancel the MASTER CAUTION & announces –
“NAV”
“I HAVE CONTROL” “YOU HAVE CONTROL”
Continue FLY & NAVIGATE

“ECAM ACTION” Perform ECAM Actions as follows:
(PF now in charge of communication)
“NAV – RA (2) Fault”
“Checked”
Page 102 of 719
“CLEAR NAV?”
“CLEAR NAV”
“TING!” <NAV – RA 1+2 FAULT>
Cancel the MASTER CAUTION & announce “NAV”
“ECAM ACTION” “NAV - RA 1+2 Fault”
“Checked”
“CLEAR NAV?”
“CLEAR NAV”
Page 103 of 719

“READ STATUS?”
“STANDBY STATUS, Check MEL, OEB’s “No MEL, no OEB’s, no computer reset”
or possible computer reset”
“READ STATUS” “STATUS”
“Checked”
“REMOVE STATUS?”
“REMOVE STATUS” “ECAM ACTIONS COMPLETE”
Page 104 of 719

(If time permits, PM reviews FCOM)
Cont...
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Page 106 of 719
PF PM
DECISION TIME: Proceed back to station since still near, because of the fault <TCAS
STBY> may jeopardize safety of flight (other aircraft cannot see you nor you can see them)
“Request ATC that we are returning back “MNL CTL Cebu __, request to proceed
for landing due to TCAS Failure” back to STN due to TCAS failure”
(ATC instructs direct to MIA and descend to FL ___)
“Set DIRECT MIA, with ABEAM” (descend to
“DIRECT MIA with ABEAM set”
FL __, manage speed, manage descend)
(Alt Constraint: Do not descend below 10000’ within 30NM of MIA.)
“You have control and communication, I
“I have control and communication”
will prepare the approach”
Before approach preparation, 4 important
things to do:
 Advise LI about the situation & to
prepare the cabin
 Inform Pax thru PA
 Inform IOCC
 Get ATIS info
Review ECAM Status
IN FLT (L/G UP) IN FLT (L/G DN)
Page 107 of 719

 Compute for the Landing Distance: (refer to “LANDING DISTANCE COMPUTATION WITH
FAILURE” procedures on p.537)
 Determine VAPP
 Determine Performance Level
 Compute for Factored Landing Distance
Note: Since ECAM STATUS says “When L/G down, DIRECT LAW”, then use the DIRECT
LAW condition for landing distance computation in QRH.
SAMPLE DATA: RPC-3260

 LW: 67T, CG: 28.0%,Wind: 060/15, Temp: 30, QNH:1010, RWY Cond: DRY, FE: 100ft, Slope: +1%
 Determine VAPP (VAPP = VREF + VREF + APPR COR)
VAPP = 137 + 10 + 5 = 152kt
LW – 67T
VREF – 137
APPR COR – 5
NO SPD
VREF – 10
(see IFP, PER-27)
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 Determine Performance Level (PL): Runway is DRY
PL = Good
Conservatively, select a
lower code/level, i.e.
GOOD
Page 109 of 719

 Determine Landing Distance: Dual RA Failure
REF DIST for 66T: 1710

WGT of 67T: +50 (+50m per 1T above 66T)
SPD: NA (No SPD)
ALT: NA (PA+FE = 0 + 100ft = 100ft)
TEMP: +70 (OAT: +30 / ISA: +15) i.e. 15deg above ISA
SLOPE: NA (1% UP)
REV: -100 (-50 per rev / both reversers operative)
LDG DIST (LD): 1730m
Page 110 of 719
FLD: LD x 1.15 (15% Safety Margin) = 1990m
Approach Preparation includes:
VAPP = VREF + VREF + APR COR
Standard Prep + Manual Insertion of VAPP
(VREF + 10+COR) @ CONFIG 3:
 Prepare FMGS (MCDU)

 Check that NEW DEST been
entered on MCDU (to ensure VREF
& VAPP are based on proper weight
at destination)
 Insert VAPP on FAF (FPLN Page).
 Manually enter the computed VAPP
on the MCDU PERF Page. Select
CONFIG 3 in the MCDU (landing in
config 3), then press GPWS LDG
FLAP 3 on the overhead panel.
 Plan for ILS APP using LOC Mode
(APP Mode inhibited)
“Ready for my Approach Briefing?”

“Ready”
Page 111 of 719

(Type of Acft & Tech Status)
*Press DATA, then A/C STATUS
 “This is an Airbus 320” , or “same aircraft”
*Press STS (ECAM)

 “Technical status:
 “Technical status: we have a DUAL RA FAILURE”. INOP SYSTEMS are __ (Read ECAM
INOP Systems). Also due to TCAS STBY msg, we cannot see other traffic nor they can see
us.
(NOTAMS)
*Mention NOTAM from ATIS
 “No significant NOTAM”
(Weather)
*Press PERF Page
 “QNH ____, Temp __, Wind ____, weather is generally good
 “Runway in use is Rwy 06 ILS”
(Fuel)
 *Press PERF Page
 “Extra time of ___min”
(Descent)
*Press FPLN Page
 “Position: ____________”... “Altitude & Speed Constraints, if any_______”
(Approach)
*Continue with Appr Chart / Crosschk data w/ PFD/ND/ECAM
 “For the approach, we’ll use this approach plate IAC 5-A-1, Ninoy Aquino Int’l Airport dtd 23 Aug 2016,
ILS Rwy 06, communication as published”. “MSA is 5000’ initially to the south, highest MSA is at
7200 north”
 “This will be a managed-selected STABILIZED approach for ILS Runway 06 using localizer approach.
We should be fully configured and stabilized before the FAF of 7.8DME IML at 2500ft.”
 “LOC IML 109.1 – check! final approach course 061 – check! approach gradient of 3.0 – check! GS
intercept at 2500’ / 7.8 IML – check! Decision Alt of 430’ – 430 blue check! runway elevation of 75’ –
landing elev auto at 0 - check!”
 “From present position, once cleared for approach, switch to TRK/FPA to intercept the final
approach course 061 for ILS Runway using 06 Localizer approach”
 “Once cleared for approach, ARM LOC to intercept Course-061”
 “I will disengage AP just prior to LOC capture and fly the approach manually, anticipate Direct
Law after gear down”
 “For SEC F-PLN, I copy the active and set for VOR ILS Rwy 06 landing”
 “ In case of missed approach, the command is GO AROUND FLAPS”, and follow the
published procedures” (Read procedures while pointing at missed approach profile on FPLN page).
(Landing)
*Get hold of Airport Runway Chart
 “Runway data: runway length is 3410m, surface is smooth, condition is DRY, braking action is GOOD,
expected wind is 080 at 8 kts”. Factored Landing Distance is ____m.
 “Monitor my pitch during landing” / with Factored Landing Distance of 1990m for Manual Braking..
 “Apply full reverse upon touchdown, and manual braking as appropriate”
 “Expect to exit via R1, then continue taxi either cross 31 for D or R2, J to P, and from there follow ATC
instruction for Bay assignment”
(Radio Aids)
*Press RAD NAV
 “Hard tune my side, MIA inbound course of 063” / “Auto tune your side”
Page 112 of 719

PF PM
“That ends my briefing! I HAVE CONTROL” “YOU HAVE CONTROL”
“APPROACH CHECKLIST” (Approach Checklist performed)

“Request ATC that we are ready to commence
(Request done)
approach for LOC Rwy 06”
At 20NM to stn, “Activate APPROACH PHASE” “APPROACH PHASE activated”
Approaching stn or at downwind, “FLAPS 1” “Speed checked – Flaps 1”
(When cleared for LOC Approach Rwy 06)
“Arm - LOC”, “TRK/FPA - ON” “Checked”

Prior to LOC capture (LOC*):
“AP – OFF” “Checked”
“FLAPS 2” “Speed checked – Flaps 2”
“GEAR –DOWN” (Gear Down)
“Gear downed”
DIRECT LAW is now active
“FD – OFF, set runway track 061” “FD off, runway track 061 set”
FAF is at 7.8DME magenta – 3.0deg gradient (BIRD tail on horizon)
At FAF, “Passing FI06, 2500FT”
“Checked”
After passing FAF, “set GA Alt 4000’”
“4000’ set”
“LANDING CHECKLIST” (Landing Checklist performed)

At 1000ft (Pressure Alt),
“One Thousand”
“Checked”
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At 500ft (Pressure Alt)
“Five Hundred, Stabilized”
“Continue”
At MDA, callout, “Minimum”
“Continue” At 20ft above threshold, callout,

“RETARD, RETARD”
-- TOUCHDOWN --
Full Reverse “Spoilers, Reverse Green, Decel”
THR/LVR to Reverse IDLE “70kts”
Page 114 of 719

(REF: FCOM - PRO ABN-34 NAV)
Page 115 of 719

NAV – ADR 1+3 FAULT
“NAV”

 “NAV – ADR 1 FAULT”
Page 116 of 719

3
 Read ECAM:
Page 117 of 719

5
 Read STATUS:
Page 118 of 719

7 “AUTOFLT”

 “AUTOFLT – AP OFF”
 “NAV – ADR 1+3 FAULT”
Page 119 of 719

9
10
Page 120 of 719

11
12
Page 121 of 719

13
 Read STATUS:
14
Page 122 of 719

Notes:
 “TING!” < NAV – ADR 1 FAULT>
CM1 CM2
DETECTION: First pilot who notices will reset the MASTER CAUTION/WARNING p/b, &
announces – “NAV”
If ADR1 fails, PFD1 goes INOP. CMI (Capt) transfer controls to CM2 (FO).
“I HAVE CONTROL”
“YOU HAVE CONTROL!” Continue FLY & NAVIGATE / consider use
of automation
“ECAM ACTION”
(CM2 in charge of communication)
Perform ECAM Actions as follows:
“NAV – ADR 1 Fault” “Checked”
“AIR DATA Switching CAPT” (switch to “Checked”

CAPT)
Read present speed & alt. for reference “Checked”
before switching ADR1 to OFF)
Page 123 of 719

“Speed 230, Altitude 7000ft”
“ADR1, OFF – CONFIRM? ” (Visually check) “CONFIRM”

(switch ADR1 to OFF”)
“TING!” <GPWS – OFF> (As a result of ADR1 - OFF)
“GPWS Fault”
“GPWS, OFF” (press TERR & SYS p/b) “Checked”
“NAV - ADR1 Fault
“GPWS - Fault”
“CLEAR NAV”
“CLEAR NAV?”
“READ STATUS?” “STANDBY STATUS, Check MEL, OEB’s
“No MEL, no OEB’s, no computer reset” “READ STATUS”
Read STATUS on ECAM
 “STATUS: CAT 3 Single only

 Inoperative Systems - ADR1, CAT3
DUAL, GPWS, GPWS TERR, TCAS”
Page 124 of 719

“REMOVE STATUS?” “REMOVE STATUS”
“ECAM ACTIONS COMPLETE”
CM1 (CAPT) has regained operation of PFD1 thru ADR3
“TING!” < AUTO FLT – AP OFF>
“TING!” < NAV – ADR 1+3 FAULT>
DETECTION: First pilot who notices will cancel the MASTER WARNING / CAUTION/ p/b,
& announces – “AUTO FLT”
(Loss of ADR 3 results to loss of AP, A/THR, & FDs and subsequent THRUST LOCK)
With ADR3 failure, PFD1 goes INOP again. CM1 transfer back the controls to CM2
Continue FLY & NAVIGATE / consider use
of automation.
“YOU HAVE CONTROL!” --
“Removing Thrust Lock”
“Checked”
“Alternate Law”
“Checked”
“Flight Director OFF, TRK/FPA – ON”
“Flight Director - OFF, TRK/FPA – ON set” “Set heading ___” (original route course)
“Heading ___ set” (initially continue present
route)
Page 125 of 719

Consequence of ADR 1+3 Fault: Loss of both AP, FD, A/THR, GPWS, Speed Protection & TCAS Fault.
-- Go on RAW DATA FLYING --
DECISION TIME: Proceed back to station since still near, because the loss of GPWS
may affect safety of flight.
“Request ATC that we are returning back
for landing due to Dual ADR technical
failure”
“MNL CTL Cebu __, request to proceed
back to STN due to Dual ADR technical
failure”
“Set my course to the needle” (home to
stn, while descending to FL __)
(At 20NM to stn, manually reduce speed to
“Course ___ set”
GD)
“ECAM ACTION”
(CM2 in charge of communication)
“AUTO FLT – Auto Pilot OFF”
“CLEAR AUTO FLT?” “CLEAR AUTO FLT”
“NAV – ADR 1 + 3 Fault”
“AIR DATA SWITCHING – NORM”
“TRANSPONDER, ATC – SYS 2” “Checked”
“ADR3 – OFF, CONFIRM?” (Visually check) “CONFIRM”
“CLEAR NAV?”
“CLEAR NAV”
“FLT CTL, Alternate Law”

“Protection Lost”
“Max Speed 320kts”
Page 126 of 719
“CLEAR FLT CTL?”
“CLEAR FLT CTL”
“AUTO FLT – Auto Thrust OFF”
“CLEAR AUTO FLT? “CLEAR AUTO FLT”
“STATUS?” “STANDBY STATUS, Check MEL, OEB’s

“No MEL, OEB’s, no computer reset” “READ STATUS”
Read STATUS on ECAM
 “STATUS: Max speed 320kts, Approach

Procedure: For Landing, use Flap 3,
GPWS Landing Flap 3 – ON
 L/G – Gravity Extension

Approach speed = VREF + 10,
Landing Distance Procedure – Apply,
Alternate Law – Protection Lost,
When Landing Gear Down – Direct
Law, CAT 1 Only.
 Inoperative Systems: Flight Control

Protection, ADR 1 & 3, AP 1 & 2, Auto
Thrust, Rudder Trim Valve Limit1, TCAS,
GPWS, GPWS TERR”
“REMOVE STATUS?” “REMOVE STATUS”
Page 127 of 719

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Page 131 of 719
PM PF
“I have control and communication,
you prepare the approach”
“You have control and communication”

things to do:
prepare the cabin
 Inform IOCC
 Get ATIS info
Approach Preparation:
 Review ECAM Status
 Compute for Factored Landing Distance

as required by STATUS page using the
QRH: (see “LANDING DISTANCE
COMPUTATION with FAILURE’
procedures on p.537 )
 Determine VAPP
 Determine Performance Level
 Compute for Factored Landing Distance
Page 132 of 719

 SAMPLE DATA: RPC-3260
 LW: 63T, CG: 28.5%, Wind: 060/12, Temp: 26C, QNH: 1012, RWY Cond: DRY, FE: 200ft, Slope: 0%

VAPP = 133 + 10 + 4 = 147kt
LW – 63T
VREF – 133
APPR COR - 4
NO SPD
VREF – 10
(see IFP, PER-34)
Page 133 of 719

PL = Good
Conservatively, select
lower Code/Level, i.e.
GOOD.
Page 134 of 719

 Determine Landing Distance: Dual ADR Failure
A/C GW of 63T: -60 (20m per 1T below 66T)
SPD/WIND/SLOPE: NA (No SPD/No WIND/No SLOPE)
ALT: NA (PA+FE = 0 + 200ft = 200ft)
REV: -100 (Both Reversers operative)
Page 135 of 719

 Prepare the MCDU using “HAT” sequence:
Check that NEW DEST been entered on MCDU (to
ensure VREF & VAPP are based on
 proper weight at destination)

 Insert VAPP on FAF (FPLN Page).
 Manually enter the computed VAPP on the
MCDU PERF Page. Select CONFIG 3 in the
MCDU (landing in config 3), then press
GPWS LDG FLAP 3 on the overhead panel.
 Plan for ILS APPR
 Review L/G GRAVITY EXTENSION Procedures
Page 136 of 719

“Ready”

“This is an Airbus 320” , or “same aircraft”
*Press STS (ECAM)
 “Technical status: we have an ADR 1+3 FAILURE”. INOP SYSTEMS are __ (Read ECAM INOP Systems)
(NOTAMS)
(Weather)
*Press PERF Page
(Fuel)
(Descent)
*Press FPLN Page
 “Position: ____________”... “Altitude & Speed Constraints, if any_______”
(Holding, if expected)
 “We do not expect any holding”
(Approach)
 “For the approach, we’ll use this approach plate IAC 5-A-1, Ninoy Aquino Int’l Airport dtd 23 Aug 2012, ILS Rwy 06,
communication as published”. “MSA is5000’ initially to the south, highest MSA is at 7200 north”
 “This will be a STABILIZED approach, manually flown”
 “LOC IML 109.1 – check! final approach course 061 – check! approach gradient of 3.0 – check! GS intercept at 2500’ / 7.8
IML – check! Decision Alt of 280’ – 280 blue check! runway elevation of 75’ – landing elev auto at 0 - check!”
 VAPP of ___ (VREF + 10+1/3HW) is inserted on the final fix
 “From present position, once cleared for approach, switch to TRK/FPA to intercept the final approach course 061
for ILS 06”
 “We’’ll be landing in CONFIG 3; use QRH for L/G Gravity Extension & anticipate DIRECT LAW after gear down”
 “ In case of missed approach, the command is GO AROUND FLAPS”, and follow the published procedures”
(Read procedures while pointing at missed approach profile on FPLN page).
(Landing)
 “Runway data: runway length is 3410m, surface is smooth, condition is DRY, braking action is GOOD, expected wind is 080
at 8 kts”
 FACTORED LANDING DISTANCE per QRH is 1,863m for Manual Braking.
 “Monitor my pitch during landing.
 “Expect to exit via R1, then continue taxi either cross 31 for D or R2, J to P, and from there follow ATC instruction for Bay
assignment”
(Radio Aids)
*Press RAD NAV
Page 137 of 719

PM PF
“That ends my briefing! “CHECKED”
“YOU HAVE COMMUNICATION”

“I HAVE COMMUNICATION” “APPROACH CHECKLIST”
“Request ATC for radar vector for ILS
(Approach Checklist performed) approach runway 06” (full approach profile
may also be given)
At 20NM to stn, manually reduce speed to
(Request done)
GD, “Set my speed to GD”
Approaching stn or NLT 6NM to FI06, “FLAPS
“GD speed set”
1”
“Set my speed to S-speed” (manually
“Speed checked – Flaps 1”
reduce speed to S-speed)
“S-Speed set”
(When cleared for ILS Approach Rwy 06, press LS button on both sides to display the
GS & LOC diamonds)
Page 138 of 719

At turning base or as appropriate, “FLAPS 2”
“Set my speed to F-speed” (manually
reduce speed to F-speed)
“F-Speed set”
Switch to ND ROSE LS
“Set my speed to VAPP” (manually reduce
speed to VAPP)
“VAPP set” “L/G Gravity Extension Checklist”
“Checked”
(Get the QRH & open ABN 32.03A)
“Gear down” (DIRECT LAW)
Read & Do the Checklist:
 ”L/G GRAVITY EXTSN handcrank -

Pull & Turn, 3x clockwise until
resistance felt”
 L/G lever - Down
 Gear Down indications – Check”
 “3 Greens - Gear is downed”

“Use Manual Pitch Trim”
“L/G Gravity Extension Checklist
complete” “ DIRECT LAW”
“Checked”
“F/CTL – DIRECT LAW”
“CLEAR F/CTL?” “CLEAR F/CTL”
Page 139 of 719

“Set runway track 061”
“Runway track 061 set” “FLAPS 3”
At FAF, “Passing FI06, 2500FT” “Checked”

“Set GA Alt 4000’”
“4000’ set” “LANDING CHECKLIST”
(Landing Checklist performed)
At 1000ft Pressure Altitude,

“One Thousand, Stabilized” “Continue”
At 500ft Pressure Altitude,

“Five Hundred, Stabilized” “Continue”
At MDA, “Minimum” “Continue”
-- TOUCHDOWN --
Full Reverse
“Spoilers, Reverse Green, Decel”
“70kts” THR/LVR to Reverse IDLE
At 40kts THR/LVR to Forward IDLE... Manual Braking.
Page 140 of 719

(REF: FCOM - PRO ABN-22 AUTO FLT)
In case of total loss of FCU:

⇒ Both APs are lost
⇒ A/THR is lost
⇒ FD is lost (except in land or GA mode)
⇒ All FCU controls & indications are lost
⇒ Both EFIS control panels are lost
On PFD
⇒ All targets (SPD, HDG, ALT) are lost &
red flags are displayed
⇒ Altitude alert is lost
⇒ Baro ref. Reverts to STD
⇒ FPV is displayed
⇒ FMA indications are lost (except in land
or GA mode)
⇒ Mach indication is lost
⇒ ILS indications scales are displayed
Page 141 of 719

On ND
⇒ ROSE NAV mode with map at 80 Nm
range is displayed (regardless of range
selected on EFIS)
⇒ VOR 1 / DME 1 & ADF 2 pointers are
automatically displayed
(On DDRMI, VOR / ADF selection is
not affected)
⇒ WX radar image may be lost, indicated by “WXR RNG” message (if
image remains displayed, it must be disregarded)
Page 142 of 719

Page 143 of 719
Page 144 of 719
Page 145 of 719
AUTOFLT – FCU 1+2 FAULT
1 “AUTOFLT”
ND Defaults to ROSE NAV

@ 80NM Range

 “AUTOFLT – AP OFF
Page 146 of 719

3
Page 147 of 719

5
 Read STATUS:
Page 148 of 719

(*For SIM recurrent purpose, either CM1 or CM2 may act as PF in Dual FCU Failure)

 “TING!” < AUTO FLT – AP OFF>
PF PM
DETECTION: First pilot who notices will cancel MASTER WARNING & MASTER CAUTION
& announces – “AUTO FLT”
of automation
“Removing Thrust Lock” “Checked”
TRK/FPA or BIRD is automatically displayed on PFD

Continue FLY & NAVIGATE
(maintain route heading, pitch and speed)
“ECAM ACTION” (PF now in charge of
Perform the following ECAM actions:
communication)
“AUTO FLT – AP OFF”
“CLEAR AUTO FLT?”
Page 149 of 719

“CLEAR AUTO FLT”
“AUTOFLT - FCU 1+2 FAULT”
“PFD BARO REF – STANDARD ONLY”
“CLEAR AUTOFLT?”
“CLEAR AUTO FLT”

“AUTO FLT – A/THR OFF”
“CLEAR AUTO FLT?”
“CLEAR AUTOFLT”
“READ STATUS?
:Get MEL, QRH & Check):

“Standby STATUS, Paper Checklist,
“Per QRH, there is a computer reset” /no
check OEBs or computer reset”
MEL for dual FCU Failure”
Page 150 of 719

“Any changes?” (after CB reset)
“Negative change”
-- Accept the loss, FLY RAW DATA --
“STATUS?”
“Read STATUS”
Read STATUS
 “STATUS: PFD Barometric Reference –

Standard Only
 Inoperative Systems: FCU1, AP 1+2,

A/THR, CAT3, GPWS TERR
“Remove STATUS?”
“Remove STATUS” “ECAM ACTIONS COMPLETE”
(If time permits, PM checks FCOM, QRH)
Page 151 of 719

PF PM
DECISION TIME: Proceed back to station since still near, because the loss of FCU, AP,
A/THR, and GPWS TERR may affect safety of flight.
Use “BIRD” and ROSE VOR (in 80NM Mode Range) as primary reference in navigating
“YOU HAVE COMMUNICATION” “MNL CTL Cebu __, request to proceed
back to STN due failure of FLIGHT
“Request ATC that we are returning back CONTROL UNIT “
for landing due to failure of FLIGHT
CONTROL UNIT
Home to stn (MIA) manually while descending
to FL__
When cleared to altitude by ATC, “Set STBY
ALT to (present) QNH __”
“QNH___ set” (on STBY ALT),
Note the difference between STBY & PFD
alt reading, and inform the PF.
At 20NM to stn, manually reduce speed to GD


things to do:
prepare the cabin
 Inform IOCC
 Get ATIS info
 Standard MCDU Prep using HAT

 Do not insert MDA value on
PERF Page
Page 152 of 719

“Ready for my Approach Briefing?” “Ready”

*Press STS (ECAM)
 “Technical status: we have a TOTAL LOSS OF FCU”. INOP SYSTEMS are __ (Read
ECAM INOP Systems)
(NOTAMS)
(Weather)
*Press PERF Page
(Fuel)
(Descent)
*Press FPLN Page
 “Position: homing to MIA VOR, and descending to 4000’ per ATC instruction
 “MORA: Do not descend below 10000’ before 30NM to station as altitude constraint”
 “Expect to hold over MIA before commencing the approach”
 “Inbound course of 224, left holding pattern, altitude 4000, speed Green Dot”
 “Entry to hold is parallel entry”
(Approach)
 “For the approach, we’ll use this approach plate IAC 5-A-1, Ninoy Aquino Int’l Airport dtd 23 Aug 2015, ILS Rwy
06, communication as published”. “MSA is 5000’ initially to the south, highest MSA is at 7200 north”
 “LOC IML 109.1 – check! final approach course 061 – check! approach gradient of 3.0 – check! GS intercept at
2500’ / 7.8 IML – check! Decision Alt of 280’ – 280 blue check! runway elevation of 75’ – landing elev auto at 0 -
check!”
 Once cleared to commence, track out R-224. At 10DME at 2500’, turn right to intercept final approach
course 061 (if full profile is advised)
 “ In case of missed approach, the command is GO AROUND FLAPS”, and follow the published
procedures” (Read procedures while pointing at missed approach profile on FPLN page).
(Landing)
 “Runway data: runway length is 3410m, surface is smooth, condition is DRY, braking action is GOOD, expected
wind is 080 at 8 kts”
 “Monitor my pitch during landing” / “Auto Brake – LOW”, with FactoredLlanding Distance off ________m.
 “Expect to exit via R1, then continue taxi either cross 31 for D or R2, J to P, and from there follow ATC instruction
for Bay assignment”
(Radio Aids)
*Press RAD NAV
Page 153 of 719
PF PM

(Request done)
approach runway 06”
If Full Approach Profile is given, follow the ff. procedures:
 (In parallel entry, pass over station then turn right to HDG 044 for 1 minute, then turn right
again to intercept inbound leg 224, and start the HOLD. When ready to commence approach,
advise Tower)
 At 0.5NM before the MIA fix, start descent to 2500ft. Advise Tower, “Cebu ___
commencing”
 At 5NM track out from the fix (MIA VOR), after commencing approach, “FLAPS 1”, manually
reduce speed to S-SPEED.
 At 10DME, 2500’, maintain altitude and right turn to intercept ILS final course 061”. Tower
then advises “ Cebu __ cleared to land Rwy 06”
 Turning base, “FLAPS 2”, “Set speed to F-SPEED”, manually reduce speed to F-speed.
 C-061 intercepted, at 0.3 DME to FI06 or 8DME magenta, begin descent for landing. (BIRD
tail on horizon)
 “GEAR DOWN", “FLAPS 3”, then “FLAPS FULL”
 Manually reduce speed to VAPP
 Maintain track 061 (follow GS/LOC)
Types of Entry
Page 154 of 719

Approaching stn or NLT 6NM to FI06, “FLAPS 1” “Speed checked – Flaps 1”
Manually reduce speed to S-speed
At turning base or as appropriate, “FLAPS 2” “Speed checked – Flaps 2”
Manually reduce speed to F-speed
Before FAF, “Gear down” (Gear down)
“FLAPS Full” “Speed checked – Flaps Full”
Manually reduce speed to VAPP
“Checked”
“4000’ set”

At1000ft (Pressure Altitude) VMC,
“One Thousand”
“Checked”
At 500ft (Pressure Altitude),

“Continue”
At MDA, “Minimum”
“Continue”
-- TOUCHDOWN --
Full Reverse “Spoilers, Reverse Green, Decel”
Page 155 of 719

(REF: FCOM - PRO SUP 22-10)
DUAL FMGC FAILURE
Should a dual FMGC failure occur, the AP/FD and A/THR will disconnect. The crew will try to recover both AP and A/THR by
selecting them back ON (The AP and A/THR can be recovered if the FG parts of the FMGS are still available). If both AP and A/THR
cannot be recovered, the thrust levers will be moved to recover manual thrust. The pilot will switch off the FDs and select TRK / FPA to
allow the blue track index and the bird to be displayed. The RMPs will be used to tune the NAVAIDs. The crew will refer to the QRH for
computer reset considerations and then will Refer to FCOM/PRO-SUP-22-A AUTOMATIC FMGS RESET AND RESYNCHRONIZATION
- FM RESET to reload both FMGC as required.
Page 156 of 719

1
Page 157 of 719

3
Page 158 of 719

4
Page 159 of 719

Page 160 of 719
Operational Requirement
MEL
RNP -10
RVSM
RNAV
Page 161 of 719

(*For SIM recurrent purposes, either CM1 or CM2 may act as PF in Dual FMGC Failure)

 “TING!” < AUTO FLT – AP OFF>
PM PF
announces – “AUTO FLT”
(This indicates the failure of one FMGC resulting to loss of one AP/FD and one A/THR System)
“YOU HAVE CONTROL” “My side, ND - MAP Not Available, 1FD1”

of automation.
(PF FMGC inoperable, press the A/THR & the other AP p/b to restore automation. If not,
transfer control to other pilot w/ operable FMGC)
Page 162 of 719

“Re-engage A/THR, Re-engage AP2”,
“No response, YOU HAVE CONTROL”

“TING!” < AUTO FLT – AP OFF>

announces – “AUTO FLT
(This indicates the loss of 2nd FMGC resulting to disconnection of A/THR & remaining AP
and PFD)
“YOU HAVE CONTROL”
Page 163 of 719

“Removing THR LOCK”
“FMA Blank, MAP not available, FMGC2
“Checked”
time out”
“My side: FMA Blank, MAP not available,
“DUAL FMGC FAILURE”
FMGC1 time out”
“Checked”
Consequence of DUAL FMGC FAILURE: Loss of both AP, FD & A/THR
-- Go on RAW DATA FLYING --
“Flight Directors – OFF, TRK/FPA – ON”
“Flight Directors – OFF, TRK/FPA – ON” “Select RMP2 to STBY NAV”
“STBY selected to RMP2” “Select VOR”
“VOR selected” “Set VOR frequency 114.4 for MIA
“MIA frequency 114.4 set” “Transfer frequency”
“Frequency transferred” “Set course 130 to IPATA “
“Course 130 to IPATA set” “Set my ND to ROSE VOR”
“ND ROSE VOR your side set” “ECAM ACTION”
“Checked”

“AUTO FLT – Auto Pilot OFF”
“AUTO FLT – Auto Thrust OFF”
“Cabin Pressure, Landing Elevation Fault”
Page 164 of 719

“Landing ELEV – Manually adjust” (adjust
selector to 50ft) ..... adjusted”
“Cabin Pressure, Landing Elevation Fault”
“CLEAR CAB PR?” “CLEAR CAB PR”
“Standby STATUS, check normal
“STATUS?” checklist, check QRH for OEBs and
computer reset”
Get MEL, QRH & Check:
“Per QRH, there is a computer reset”/ MEL
states“IN FLT – in case of FMS 1+2 Failure
– use MCDU NAV B/UP” (*some acft only)
Get the QRH and open PRO ABN 80

Miscellaneous @ 80.18B
*Manually reset the CB by following the In-

Flight procedures below:
“Any changes?” (after CB reset)
“Negative change”
Page 165 of 719
-- Accept the loss, FLY RAW DATA --
“STATUS?” “Read STATUS”

Read STATUS
 “STATUS - CAT1 Only”
 “Inoperative Systems, AP 1 & 2, Auto

Thrust””
“Remove STATUS?” “Remove STATUS”

(If time permits, PM checks FCOM, QRH)
Page 166 of 719

PM PF
DECISION TIME: Proceed back to station since still near, because the loss of both
FMGC, AP, A/THR may affect safety of flight.
“Request ATC to proceed back to stn

(MIA) due to Dual FMGC Failure”
“MNL CTL Cebu __, request to proceed
back to STN due to Dual FMGC Failure”
(ATC instructs DIRECT TO MIA and descend to FL ___)
Home to stn (MIA) manually while
descending to FL__, as instructed by ATC
“Set my course to the needle”

“Course 310 set”
At 20NM to stn, manually reduce speed to
GD
Before approach preparation, 4
important things to do:
114.4
 Advise LI about the situation &
to prepare the cabin
 Inform IOCC
 Get ATIS info
 Set (STBY NAV) VOR 2 on RMP2

to MIA VOR 114.4 / C-224, and ILS
2 to 109.1 / C-061
 Set (STBY NAV) VOR 1 on RMP1

to MIA VOR 114.4 / C-063, and ILS
1 to 109.1 / C-061
 Press LS p/b on FCU (chk freq)

“Ready”
Page 167 of 719

*Press STS (ECAM)
 “Technical status: we have a DUAL FMGC FAILURE”. INOP SYSTEMS are __ (Read ECAM INOP Systems)
(NOTAMS)
(Weather)
*Press PERF Page
(Fuel)
(Descent)
*Press FPLN Page
 “Expect to hold over MIA before commencing the approach”
 “Inbound course of 224, left holding pattern, altitude 4000, speed Green Dot”
 “Entry to hold is parallel”
(Approach)
 “For the approach, we’ll use this approach plate IAC 5-A-1, Ninoy Aquino Int’l Airport dtd 23 Aug 2016, ILS Rwy 06,
communication as published”. “MSA is 5000’ initially to the south, highest MSA is at 7200 north”
 “LOC IML 109.1 – check! final approach course 061 – check! approach gradient of 3.0 – check! GS intercept at 2500’ / 7.8
IML – check! Decision Alt of 280’ – 280 blue check! runway elevation of 75’ – landing elev auto at 0 - check!”
 Once cleared to commence, track out R-224. At 10DME at 2500’, turn right to intercept final approach course 061
(if full profile is advised)
 “ In case of missed approach, the command is GO AROUND FLAPS”, and follow the published procedures”
(Read procedures while pointing at missed approach profile on FPLN page).
(Landing)
 “Runway data: runway length is 3410m, surface is smooth, condition is DRY, braking action is GOOD, expected wind is 080 at 8 kts”
 “Monitor my pitch during landing” / “Auto Brake – LOW” with Factored Landing Distance of _______m”)
 “Expect to exit via R1, then continue taxi either cross 31 for D or R2, J to P, and from there follow ATC instruction for Bay assignment”
(Radio Aids)
*Press RAD NAV
 “I set my STBY NAV to VOR 114.4 / C-224, and ILS 109.1 / C-061 on your side”
Page 168 of 719

PM PF
“That ends my briefing! I HAVE
CONTROL”
“YOU HAVE CONTROL” “APPROACH CHECKLIST”
“Request ATC for radar vector for
(Approach Checklist performed)
ILS approach runway 06”
(Request done)
If Full Approach Profile is given, follow the ff. procedures:
 (In parallel entry, pass over station then turn right to HDG 044 for 1 minute, then turn right
again to intercept inbound leg 224, and start the HOLD. When ready to commence approach,
advise Tower)
 When cleared to commence approach, “Set ALT 2500’”
 At 0.5NM before the MIA fix, start descent to 2500ft. Advise Tower, “Cebu ___
commencing”
 At 5NM track out from the fix (MIA VOR), after commencing approach, “FLAPS 1”, “Set speed
to S-SPEED” (manually reduce speed to S-SPEED)
 At 10DME, 2500’, maintain altitude and right turn to intercept ILS final course 061”. Tower
then advises “ Cebu __ cleared to land Rwy 06”
 “Switch my side to ND ROSE”
 Turning base, “FLAPS 2”, “Set speed to F-SPEED” (manually reduce speed to F-speed)
 C-061 intercepted, at 0.3 DME to FI06 or 8DME magenta, begin your descent for landing.
(BIRD tail on horizon)
 “GEAR DOWN", “FLAPS 3”, then “FLAPS FULL”
 “SET speed to VAPP” (manually reduce speed to VAPP)
 Maintain track 061 (follow GS/LOC)
Types of Entry
Page 169 of 719

Approaching stn or NLT 6NM to FI06,
“FLAPS 1”
“Set my speed to S-SPEED”
(Manually reduce speed to S-speed)
At turning base or as appropriate,
“S-SPEED set”
“FLAPS 2”
“Set my speed to F-SPEED”
(Manually reduce speed to F-speed)
“F-SPEED set” Before FAF, “Gear down”
(Gear down) “FLAPS 3”
“Speed checked – Flaps 3” “FLAPS Full”

“Set my speed to VAPP” (Manually
“Speed checked – Flaps Full”
reduce speed to VAPP)
“VAPP set”
At FAF, “Passing FI06, 2500FT” “Checked”

After passing FAF, “set GA Alt 4000ft”
“4000ft set” “LANDING CHECKLIST”
(Landing Checklist performed)
At 1000ft (pressure altitude) VMC, “One

“Checked”
Thousand”
At 500ft (pressure altitude),
“Five Hundred, Stabilized” “Continue”
At MDA, “Minimum” “Continue”
-- TOUCHDOWN --
Full Reverse
“Spoilers” Reverse Green, Decel”
“70kts” THR/LVR to Reverse IDLE
Page 170 of 719

(REF: FCOM - PRO ABN 29)
NOTE:
Dual hydraulic failures lead to the following consequences:
• Loss of AP (FD & A/THR still available)

• Flight control law degradation (ALTN)
• Landing in abnormal configuration
• Extensive ECAM procedures
• Significant considerations for approach and landing.
GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD and A/THR still
remain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristics may be
different due to the loss of some control surfaces. The PF will maneuver with care to avoid high hydraulic
demand on the remaining systems. The PF will be very busy flying the aircraft and handling the
communications with the flight controls in Alternate Law.
A double hydraulic failure is an emergency situation, with red LAND ASAP displayed, and a
MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in mind,
however, that the ECAM actions should be completed prior the approach.
PF will then require the ECAM actions. A clear reading of STATUS is essential to assess the
aircraft status and properly sequence actions during the approach. This failure is called a ”complex
procedure” and the QRH summary should be referred to upon completion of the ECAM procedure. Refer to
OP-040 USE OF SUMMARIES. While there is no need to remember the following details, an understanding
of the structure of the hydraulic and flight control systems would be an advantage. The F/CTL SD page and
the OPS DATA section of the QRH provide an overview of the flight controls affected by the loss of
hydraulic systems.
The briefing will concentrate on safety issues since this will be a hand-flown approach with
certain handling restrictions:
• Use of the selected speeds on the FCU.
• Landing gear gravity extension
• Approach configuration and flap lever position
• Approach speed VAPP
• Tail strike awareness
• Braking and steering considerations
• Go around call out, aircraft configuration and speed
The STATUS page requires, in each case, a landing gear gravity extension. The LANDING GEAR
GRAVITY EXTENSION procedure will be completed with reference to the QRH.
 A stabilized approach will be preferred.
Page 171 of 719

Page 172 of 719
HYDRAULIC SYSTEM ARCHITECTURE & DISTRIBUTION
Page 173 of 719

HYD – G+Y SYS LO PR
1
“HYDRAULIC”

 “HYD – G RSVR LOLVL”
 Read ECAM:
 Hydraulic Green Reservoir Low Level
 Green Engine 1 Pump Low Pressure
 Green System Low Pressure
 Fuel Consumption Increased
 FMS Prediction Unreliable
Page 174 of 719

3
 SECONDARY FAILURE:
 WHEEL (Loss of Normal Brake and Autobrake)
 F/CTL (Loss of Spoilers 1 & 5)
Page 175 of 719

5
 Read STATUS
6 “AUTOFLT”

Page 176 of 719

7
 “HYD – G+Y SYS LO PR”
 Read ECAM:
 Maneuver with care
 Read ECAM:
 F/CTL ALTN LAW (Protection Lost)
 Max Speed – 320kts or .77 Mach
Page 177 of 719

9
 RED, LAND ASAP

 SECONDARY FAILURES:
 F/CTL
 Loss of Spoilers 1,2,4 & 5
 Loss of Pitch Trim
10
 WHEEL :
 Loss of Nosewheel Steering
 Loss of Anti-skid
 Loss of Normal Brake
 Loss of Autobrake
Page 178 of 719

11
 Read STATUS
12
Page 179 of 719

Page 180 of 719
(*For SIM recurrent purposes, either CM1 or CM2 may act as PF in Dual Hydraulic Failure)

“TING!” < HYD – G RSVR LO LVL>
PF PM
DETECTION: First pilot who notices will cancel the MASTER CAUTION & announces –
“Hydraulic”

of automation
“ECAM ACTION”
Perform the ECAM actions, as follows:
“HYD - G RSVR LO LVL”
“PTU – OFF” (press PTU p/b - OFF)
“Green Engine 1 Pump - OFF
(press G-pump p/b – OFF)
“Green Engine 1 Pump Low Pressure”
“Green System Low Pressure”
“CLEAR HYDRAULIC?”
“CLEAR HYDRAULIC” (press CLR p/b on ECP)
The second hydraulic failure may occur at any moment:

“TING!” <AUTO FLT – AP OFF>
“TING!” < HYD – G+Y RSVR LO LVL>

DETECTION: First pilot who notices will cancel the MASTER WARNING & announces –
“AUTOFLT”
Page 181 of 719

“STOP ECAM” “Checked”
If in case of abnormal config for SLATS/FLAPS (amber display on S/F ECAM), PF pulls SPD and adjust (SELECTED)
immediately
“TING!”
“Speed Select” (if needed) “Speed Selected”
“Alternate Law” “Checked”

“AP is now OFF, set heading ___” (route
“Heading ___ set”
heading 130 to IPATA)
(Initially, continue to fly present course and
climb to assigned altitude. Option to level off
if necessary)
Declare EMERGENCY:
“MAYDAY! MAYDAY! MAYDAY! Cebu__
on Dual Hydraulic Failure, request to
proceed back to stn”
(Expect radar vectoring back to station by ATC. PF commands change of heading, altitude
and speed setting to PNF due to loss of AP)
“Set DIRECT MIA with ABEAM” “DIRECT MIA with ABEAM set”
Follow the flight profile to station (MIA) or
radar vector by ATC using FD with A/THR
Page 182 of 719

“Continue ECAM ACTION” “AUTO FLT – Auto Pilot OFF”
“CLEAR AUTOFLT” (press CLR p/b on ECP)
“HYD – G & Y System Low Pressure”
“Yellow Eng 2 Pump – OFF”

(press Y-Eng. Pump p/b to OFF)
“Maneuver with care”
“Checked” “CLEAR HYDRAULIC?”
“FLT CTL – Alternate Law”
“CLEAR Hydraulic” “Protection Lost”

“Maximum Speed 320kts / Mach .77)”
“CLEAR F/CTL?”
“CLEAR F/CTL” (press CLR p/b on ECP)
“RED, Land As Soon As Possible”
“Checked”
“SECONDARY FAILURES:”
“WHEEL: Loss of N.W. Steering”
“: Loss of Anti-skid”
“CLEAR WHEEL?”
Page 183 of 719

“CLEAR WHEEL” (press CLR p/b on ECP)
“F/CTL: Loss of spoilers – 1,2,4 &5”

“Loss of all Green & Yellow Servos”
“Loss of Pitch Trim”
“CLEAR F/CTL?”
“STATUS?”
Get MEL / QRH Manuals:

“Standby STATUS, Check MEL, check
“No computer reset, no IN FLT MEL for G
OEBs or possible computer reset”
& Y Hydraulic Failure”
“Read STATUS” Read STATUS:
“STATUS:”
 “Max speed – 320kts/mach .77”
 “Max brake pressure – 1000psi”
 “Maneuver with care”
 “For landing – use flap3”
 “GPWS Flap Mode – OFF”
(press p/b – off)
 “When config 3 & VAPP – L/G –
Gravity Extension”
 “Approach speed – VREF+25”
 “Landing distance proc. – apply”
 “Alternate Law – Protection lost”
 “When L/G down – Direct Law”
 “Brake Yellow Accumulator pressure only”
 “Fuel Consumption Increased”
 “FMS Prediction Unreliable”
 “Slats slow”
“INOPERATIVE SYSTEMS:”
 “G&Y Hydraulic”
 “F/CTL Protection”
 “Stabilizer”
 “Reverser 1&2”
 “Spoilers 1+2+4+5”
Page 184 of 719

 “Flaps”
 “Yaw Damper”
 “AP 1&2”
 “Anti-skid”
 “Nosewheel Steering”
 “Normal Brake”
 “Auto Brake”
 “Landing Gear Retraction”
 “Cargo Door”
 “CAT 2”
“REMOVE STATUS”
“Open the QRH SUMMARY, and review
PM then gets the QRH and computes for
the Cruise section”
corresponding Trip Fuel Penalty, VAPP,
and Landing Distance using the appropriate
“Compute for the trip fuel penalty and
QRH tables.
landing distance”
Situation Assessment Using QRH SUMMARY
Page 185 of 719

 Review STATUS Page of the ECAM
 Review CRUISE SECTION of the QRH, to know the:
 Remaining systems
 Main limitations (fuel & landing distance penalties)
 Flight capability
Page 186 of 719

Page 187 of 719
Page 188 of 719
 Assess situation & appropriate landing runway
 Compute for the Trip Fuel Penalty

(refer to “TRIP FUEL PENALTY COMPUTATION” procedures on p.559)
 For single penalty factor:

Formula:
Trip Fuel Penalty = (FOB – EFOB) x FPF
 For multiple penalty factors:
Formula:
Trip Fuel Penalty = (FOB – EFOB) x (FPF1 + FPF2 + ...)
 Compute for the Landing Distance

(refer to “LANDING DISTANCE COMPUTATION” procedures on p.584)
 Determine VAPP
Page 189 of 719

 SAMPLE DATA:
 SYS FAIL: HYD - G+Y LO PR (see INOP SYS below), FOB: 6000kg, EFOB: 3200
 Determine Trip Fuel Penalty (TFP) [TFP = (FOB – EFOB) x FPF]
TFP = (6000 – 3200) x 10% = 280kg

Therefore, a 10% increased in fuel consumption results to new EFOB of 2920kg. If a GO-AROUND is
made at destination, it will result to an additional increased of 180% (all gears extended) fuel
consumption against EFOB, i.e. 5256kg... no longer an option. This is for CREW AWARENESS!
s
s
Page 190 of 719

 LW: 63T, Wind: 060/12, CG: 28.5%, Temp: 26C, QNH: 1012, RWY Cond: DRY, FE: 200ft, Slope: 0%
VAPP = 133 + 25 + 0 = 158kt
GW – 63T
VREF – 133
APPR COR - 0
SPD - NA
VREF – +25
(see IFP, PER-29)
Page 191 of 719

PL = Good
one code/ level lower,
i.e. GOOD
Page 192 of 719

 Determine Landing Distance: HYD – G+Y LO PR

WGT of 63T: -30 (-10m per 1T below 66T)
SPD/WIND/SLOPE: NA (No SPD/ No WIND/ No SLOPE)
ALT: NA (PA+FE = 0 + 200ft = 200ft)
REV/OVW: 0 (Both reversers inoperative / No OVW)
Page 193 of 719

(If time permits, PM checks FCOM)
Page 194 of 719

Page 195 of 719
 After getting the TFP, VAPP and Factored Landing Distance (or FCOM review if
time permits), the PM gives the result to PF.
DECISIONTIME>>>
 The PF and the PM both agrees that:
1. the runway length is sufficient for the computed landing distance
2. the aircraft has enough fuel to reach the destination considering the TFP
in present configuration
3. in case of GO AROUND at destination, the fuel penalty factor dramatically
increases to 180% (since no gear retraction) making it impossible to reach
the alternate airport in case of diversion.
Page 196 of 719

 The PF then handover the controls & communication to PM to prepare the
approach.
“We are now proceeding back to stn and

descending to FL__, You have control “I have control and communication”
and communication, I will prepare the
approach”
At 20NM to stn, reduce speed to GD

things to do:

prepare the cabin
 Inform IOCC
 Get ATIS info
 Standard prep (HAT)

+
 HYD B + Y SYS LO PR
SUMMARY data
Page 197 of 719

 Use the ff’ SUMMARY SECTION to prepare the Approach:
Page 198 of 719

 Review L/G GRAVITY EXTENSION
 FMGS (HAT)
Page 199 of 719

Important Reminders:
 Both reversers are inoperative (do not use reversers upon touchdown)
 Flaps is INOP & maybe locked at any position (the flaps lever may still be
actuated to desired position for speed reference)
 No nosewheel steering, no anti-skid and no normal brake (stop the aircraft on
runway after landing and request for towing to return to the gate / request for
towing early in the approach). Alternate braking through the accumulator (7 full
brake application at max of 1000psi ea) will be used to stop the aircraft.
 No autobrake (do not set the AUTOBRAKE p/b during approach preparation)
 No gear retraction (do not try to raise the gear if Go-Around is performed)
 No to CAT 2 (CAT 1 only)
Page 200 of 719

NOTE:
The briefing will concentrate on safety issues since this will be a
hand-flown approach with certain handling restrictions:
• Use of the selected speeds on the FCU

Page 201 of 719


*Press STS (ECAM)
 “Technical status: we have a DUAL HYDRAULIC FAILURE, GREEN & YELLOW”.
INOP SYSTEMS are __ (Read ECAM INOP Systems)
(NOTAMS)

(Weather)
*Press PERF Page

(Fuel)

(Descent)
*Press FPLN Page
(Approach)
 “This will be a STABILIZED approach, must be fully stabilized before VAPP to ensure aircraft is trimmed”
check!”
 “CONFIG sequence is Flaps 1, 2, 3, then Gear Down. Anticipate DIRECT LAW after gear down”
 (Read the APPROACH section of the SUMMARY Table on QRH)... see below
Page 202 of 719

 Missed Approach Procedures: ((Read the procedures on the Chart, then read the “GO AROUND”
section of the SUMMARY Tasble on QRH)... see below:
(Landing)
wind is 060 at 10 kts, direct headwind”
 FACTORED LANDING DISTANCE per QRH computation is 3415m”
 “Monitor my pitch during landing to avoid tail strike
 (Read the LANDING section of the SUMMARY)... see below:
 “No reversers, use alternate braking using accumulator pressure only. Monitor brake pressure and provide call
outs, LEFT OR RIGHT”
 “Expect to STOP on main runway due to loss of steering control, antiskid, normal & alternate braking”
Page 203 of 719

Reason for CONFIG sequence of F-1, F-2, F-3, Gear Down:
Page 204 of 719

PF PM

(Request done)
When cleared for ILS approach:
(press APPR p/b)
“Arm APPR” “APPR armed”
“Set speed to 5KT below VFE NEXT” “___kt set”
“Set speed to 5KT below VFE NEXT” “___kt set”
“Set speed to VAPP” “VAPP set”
“Checked”
“L/G Gravity Extension Checklist”
Stabilized at VAPP, “Gear down” (DIRECT  ”L/G GRAVITY EXTSN

LAW) handcrank - Pull & Turn, 3x
clockwise until resistance felt”
Page 205 of 719
 “3 Greens, Gear - downed”

complete”
“ DIRECT LAW” “Checked”
“CLEAR F/CTL?”
“CLEAR F/CTL” (Press CLEAR)
“Checked”
“4000’ set”

At 1000ft pressure altitude, (VMC)
“One Thousand”
“Checked”
At 500ft pressure altitude,
“Continue”
“Continue”
“Spoilers, Decel” (no reverse, no
-- TOUCHDOWN – (remain on Flt Idle)
decel light)
THR/LVR to idle / STOP ACFT ON THE
“70kts”
RUNWAY
Page 206 of 719

NOTE:

GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD and A/THR still
remain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristics may
be different due to the loss of some control surfaces. The PF will maneuver with care to avoid high
hydraulic demand on the remaining systems. The PF will be very busy flying the aircraft and handling
the communications with the flight controls in Alternate Law.
MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in mind,
however, that the ECAM actions should be completed prior the approach.
procedure” and the QRH summary should be referred to upon completion of the ECAM procedure. Refer
to OP-040 USE OF SUMMARIES. While there is no need to remember the following details, an
understanding of the structure of the hydraulic and flight control systems would be an advantage. The
F/CTL SD page and the OPS DATA section of the QRH provide an overview of the flight controls affected
by the loss of hydraulic systems.
The STATUS page requires, in each case, a landing gear gravity extension. The LANDING GEAR
GRAVITY EXTENSION procedure will be completed with reference to the QRH.
Page 207 of 719

Page 208 of 719
Page 209 of 719

“HYD – B+Y SYS LO PR”
1 “HYDRAULIC”

 “HYD – Y RSVR LO LVL”
 “Brake Y Accumulator
Pressure Monitor
 Read ECAM:
 “Brake Y Accumulator Pressure Monitor
 Y Eng 2 Pump Lo Pressure
 Y System Lo Pressure
Page 210 of 719

3
 F/CTL
 Loss of spoilers 2 & 4
 WHEEL
 Loss of Nosewheel
Steering
4
 Read STATUS
Page 211 of 719

5
“AUTOFLT”

 “AUTOFLT”
6
 “HYD – B+Y SYS LO PR”
 Read ECAM:
 Max Speed – 320/.77 mach
 Maneuver with Care
Page 212 of 719

7
 RED, LAND ASAP

 F/CTL:
 Loss of spoilers 2, 3 & 4
 Loss of Right Elevator
 WHEEL
 Loss of Nosewheel
Steering
8  Read STATUS
Page 213 of 719

9
Page 214 of 719

Page 215 of 719
(*For SIM recurrent purpose, either CM1 or CM2 may act as PF in Dual Hydraulic Failure)

 “TING!” < HYD – Y RSVR LO PR>
PF PM
DETECTION: First pilot who notices will reset the MASTER CAUTION p/b, & announces –
“Hydraulic”

of automation
I HAVE CONTROL YOU HAVE CONTROL
communication)
“HYD - Y RSVR LO PR”
“Checked”
“PTU – OFF” (press PTU p/b OFF)
“Yellow Engine Pump - OFF (press Y-Eng
“Checked”
Pump p/b – OFF)
TING!” - Cancel Master Caution!

“Checked”
“Yellow System Low Pressure”
“Continue ECAM”
- “Brake Y Accumulator Pressure Monitor”

- “Y Eng 2 Pump Lo Pressure”
- “Y System Lo Pressure”
- “Fuel Consumption Increased”
- “FMS Prediction Unreliable”
“Checked”
Page 216 of 719

“SECONDARY FAILURES”
“F/CTL – loss of spoilers 2&4 / ” CLEAR_F/CTL?”
“WHEEL – Loss of Nosewheel Steering / “CLEAR
WHEEL?”
“CLEAR F/CTL” / “CLEAR WHEEL” “STATUS?”
“Standby STATUS, Check MEL, check “No computer reset, No In Flt MEL for B &
OEBs or possible computer reset”
Y Hydraulic Failure”
“READ STATUS” (While reading the STATUS, the secondary
failure may occur...)
“TING!” < AUTOFLT - AP OFF>
“TING!” <HYD - B+Y LO PR>
“STOP ECAM” “Checked”
immediately :

“AP is now OFF, set heading ___” (route
“Heading 130 set”
heading 130 to IPATA)
(Continue climb to assigned altitude or may
request to level off to lower altitude as necessary,
while maintaining present course)
Declare EMERGENCY:
on Dual Hydraulic Failure, request to
(Expect radar vectoring by ATC back to station. PF commands change of heading, altitude
and speed setting to PNF)
“Set DIRECT to MIA with ABEAM” “DIRECT MIA with ABEAM set”
Follow the flight profile to MIA (if DIRECT TO)
or as instructed by ATC using FD with
A/THR
Page 217 of 719

“Continue ECAM ACTION” “AUTO FLT – Auto Pilot OFF”
“HYD – B & Y System Low Pressure”
“Blue Electric Pump – OFF”

“Checked”
(press p/b on overhead panel)
“Max Speed – 320kts”
“Maneuver with Care”
“Checked”
“Fuel Consumption Increased”
“FMS Prediction Unreliable”
“Checked” “CLEAR Hydraulic?”
“CLEAR Hydraulic”
“Checked”
Page 218 of 719

“Secondary Failures”
“Loss of Blue & Yellow Hydraulic Systems”

“F/CTL: Loss of spoilers – 2, 3 & 4”
“Loss of Right Elevator & Speed
Brake”
“F/CTL CLEAR?”
“WHEEL: Loss of Nosewheel Steering”
“WHEEL CLEAR?”
“CLEAR WHEEL” (press CLR p/b on ECP)
“STATUS?”

“Standby STATUS, Check MEL, OEBs or
possible computer reset” “No computer reset, No In Flt MEL for B &
Y Hydraulic Failure”
“STATUS:”
 “Maximum speed – 320kts/mach .77”

 “Maneuver with care”
 “L/G – Gravity Extension”
 “Landing distance proc. – apply”
 “Slats/Flaps Slow”
 “CAT 1 Only”
 “B&Y Hydraulic”
 “Right Elevator”
 “Spoiler 2, 3 & 4”
 “Speed Brake”
 “AP 1&2”
 “Altn Brake”
 “NW Steering”
 “Cargo Door”
Page 219 of 719

 “Reverser 2”
 “Blue Electric Pump”
 “Emergency Generator”
 “Yaw Damper 2”
 “CAT 2”
“REMOVE STATUS”
“Open the QRH SUMMARY, and review PM then gets the QRH and computes for
the Cruise section” corresponding Trip Fuel Penalty, VAPP,
“Compute for the trip fuel penalty and QRH tables.
landing distance”
Page 220 of 719

 Main limitations (Fuel & landing Distance penalties)
Page 221 of 719

Page 222 of 719
Page 223 of 719


Formula:
Formula:

 Determine VAPP
Page 224 of 719

 SAMPLE DATA:
 SYS FAIL: HYD - B+Y LO PR (see INOP SYS below), FOB: 7000kg, EFOB: 3500
TFP = (7000 – 3500) x 10% = 350kg

consumption against EFOB, i.e. 5670kg... (no longer an option). This is for CREW AWARENESS!
s
s
Page 225 of 719

VAPP = 133 + 0 + 5 = 138kt
LW – 63T
VREF – 133
APPR COR - 5
SPD = APPR COR
VREF – 0
(see IFP, PER-29)
Page 226 of 719

PL = Good
i.e. GOOD
Page 227 of 719

 Determine Landing Distance: HYD – B+Y LO PR

SPD: +160 (per 5kt)
WIND/SLOPE: NA (No WIND/ No SLOPE)
ALT: NA (PA+FE = 0 + 200ft = 200ft)
REV/OVW: - 60 (Only 1 reverser operative / No OVW)
Page 228 of 719

(If time permits, PM checks FCOM, as follows)
Page 229 of 719

Page 230 of 719
 After getting the TFP, VAPP and Landing Distance (or FCOM review if time
permits), the PM gives the result to PF.
DECISIONTIME>>>

approach.

approach”

things to do:
prepare the cabin
 Inform IOCC
 Get ATIS info

+
 HYD B + Y SYS LO PR
SUMMARY data
Page 231 of 719

 Use of the ff’ SUMMARY SECTION to prepare the Approach:
Page 232 of 719

Reason for using L/G Gravity extension method, instead of normal extension:
 FMGS (HAT)
Page 233 of 719

 Only Reverser 2 is operative (may pull down both THR LVR to reverse upon
touchdown, though only one is functioning)
 No speedbrake (do not use speedbrake)
 No nosewheel steering (may opt to stop on runway after landing and request
for towing or may taxi the aircraft using differential braking technique, to clear
off the runway)
NOTE:
The briefing will concentrate on safety issues since this will be a hand-flown approach
with certain handling restrictions::

Page 234 of 719


*Press STS (ECAM)
 “Technical status: we have a DUAL HYDRAULIC FAILURE, BLUE & YELLOW”. INOP
SYSTEMS are __ (Read ECAM INOP Systems)
(NOTAMS)
(Weather)
*Press PERF Page

(Fuel)

(Descent)
*Press FPLN Page
(Approach)
check!”
 “CONFIG sequence is standard; that is, Flaps 1, 2, Gear Down, Flaps-3, Flaps-full. Controls remain
at NORMAL LAW after gear down”
Page 235 of 719

section of the SUMMARY Tasble on QRH)... see below:
(Landing)
wind is 060 at 12 kts, direct headwind”
 “ FACTORED LANDING DISTANCE per QRH computation is 2,127m”
 “We’ll taxi off the runway using differential braking technique, and request towing thereafter to the gate due to
loss of nose wheel steering”
Page 236 of 719

PF PM

(Request done)
(press APPR p/b)
“Checked”
 ”L/G GRAVITY EXTSN

handcrank - Pull & Turn, 3x
“Gear down” (NORMAL LAW) clockwise until resistance felt”
* [L/G gravity extension is performed for the purpose of  Gear Down indications – Check”
maintaining the integrity of the Green System]

complete”
Page 237 of 719

“FLAPS full” “Speed checked – Flaps full”
“Checked”
“4000’ set”

At 1000ft pressure altitude (VMC),
“One Thousand”
“Checked”
“Continue”
“Continue”
-- TOUCHDOWN -- “Spoilers, Reverse Green, Decel”
“70kts”
THR/LVR to idle
Taxi using Differential Braking Technique to clear
off the runway.
Page 238 of 719

NOTE:

GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD and A/THR
still remain. Additionally, depending on the affected hydraulic circuits, aircraft handling
characteristics may be different due to the loss of some control surfaces. The PF will maneuver with
care to avoid high hydraulic demand on the remaining systems. The PF will be very busy flying the
aircraft and handling the communications with the flight controls in Alternate Law.
MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in
mind, however, that the ECAM actions should be completed prior the approach.
procedure” and the QRH summary should be referred to upon completion of the ECAM procedure.
Refer to OP-040 USE OF SUMMARIES. While there is no need to remember the following details, an
understanding of the structure of the hydraulic and flight control systems would be an advantage.
The F/CTL SD page and the OPS DATA section of the QRH provide an overview of the flight controls
affected by the loss of hydraulic systems.
The STATUS page requires, in each case, a landing gear gravity extension. The LANDING
GEAR GRAVITY EXTENSION procedure will be completed with reference to the QRH.
Page 239 of 719

Page 240 of 719
Page 241 of 719

HYD – G+B SYS LO PR
1
“HYDRAULIC”

 “HYD – G RSVR LO LVL
 Read ECAM:
 HYD_Green System Low Level
 Green Engine Pump Low Pressure
 Green System Low Pressure
Page 242 of 719

3
 WHEEL
 Loss of Normal Brake & Auto Brake
 F/CTL
 Loss of spoilers 1 & 5
Page 243 of 719

5
 Read STATUS
6 “AUTOFLT”

 “AUTOFLT”
Page 244 of 719

7
 “HYD – G+B SYS LO PR”
 Read ECAM
 Maneuver with Care
 Read ECAM
 F/CTL- Alternate Law
 Protection Lost
 Max Speed – 320kts or .77mach
 Speed Brake – Do Not Use
Page 245 of 719

9
 WHEEL
 Loss of Normal Brake
 Loss of Auto Brake
10
 F/CTL
 Loss of Spoilers 1, 2 & 5
 Loss of L & R Ailerons
 Loss of L Elevator
Page 246 of 719

11
 Read STATUS
12
Page 247 of 719

Page 248 of 719
Page 249 of 719
(*For SIM recurrent purpose, either CM1 or CM2 may act as PF in Dual Hydraulic Failure)

“TING!” < HYD – G RSVR LO LVL>
PF PM
announces – “Hydraulic”

of automation
communication)
“HYD - G RSVR LO LVL”
“Checked”
“PTU – OFF” (press PTU p/b - OFF)
“Green Engine 1 Pump - OFF (press G-
“Checked”
pump p/b – OFF)
“HYD Green Reservoir Low Level”
“Checked”
“Green Eng 1 Pump – Low Pressure”
“Green System Low Pressure”
“Checked”
“Secondary Failures”
“Checked” See Lower ECAM for System Analysis:

“F/CTL: Lost of Green System”
Page 250 of 719
“ Loss of spoilers – 1&5”
“CLEAR F/CTL?”
“Wheel: Loss of Normal Brake & Auto

Brake”
“CLEAR Wheel?”
“CLEAR Wheel” (press CLR p/b on ECP)
“STATUS?”
“Read STATUS” Read the STATUS:

“STATUS:”
 “L/G - Gravity Extension”
 “Landing Distance Proc. – Apply”
 “Fuel Consumption Increased”
 “FMS Prediction Unreliable”
 Alternate Y Brake with Anti-skid”
 Slats/Flaps Slow”
 “CAT 3 Single Only”
“INOPERATIVE SYSTEMS”:
 “Green Hydraulic”
 “Spoiler 1 & 5”
 “CAT 3 Dual”
 “L/G Retraction”
 “Yaw Damper 1”
“Remove STATUS?”

“Remove STATUS”
“I have communication”
“TING!” <AUTO FLT – AP OFF>
“TING!” < HYD – G+B SYS LO PR>
immediately
“TING!”
Page 251 of 719

“AP is now OFF” “Checked”

“Set heading ___” (route heading 130 to
“Heading ___ set”
IPATA)
(Continue climb to assigned altitude or may
request to level off to lower altitude as necessary,
while maintaining present course)

“Declare EMERGENCY to ATC” on Dual Hydraulic Failure, request to
(Expect radar vectoring by ATC back to station. PF commands change of heading, altitude
and speed setting to PNF)
“Set DIRECT MIA with ABEAM” “DIRECT MIA with ABEAM set”
Follow the flight profile to MIA using FD with
A/THR (if DIRECT TO), or follow ATC
instruction as directed.
“ECAM ACTION” “AUTO FLT – Auto Pilot OFF”

Page 252 of 719

“HYD – G & B System Low Pressure”
“Blue Electrical Pump – OFF”

(press B-Elec. Pump p/b to OFF)
“Maneuver with Care”
“Checked” “CLEAR Hydraulic?”
“CLEAR Hydraulic”
“FLT CTL – Alternate Law”
“Protection Lost”
“Maximum Speed 320kts / Mach .77)”
“Speed Brake – Do not use”
“CLEAR F/CTL?”
“Checked” “Secondary Failures”
See Lower ECAM for System Analysis:

“WHEEL: Loss of Normal Brake & Auto
Brake”
“CLEAR WHEEL?”
“CLEAR_ WHEEL” (press CLR p/b on ECP)
Page 253 of 719

“F/CTL”
“Loss of G & B Hydraulic System”
“Consequent loss of Spoilers 1, 3, & 5”
“Left Aileron / Right Aileron, & Left
Elevator, (in amber)
“CLEAR F/CTL?”
“STATUS?”

“Standby STATUS, Check MEL, check
QRH for OEBs or possible computer “No computer reset, No In Flt MEL for G
reset” & B Hydraulic Failure”
“STATUS:”
 “Maximum speed – 320kts/mach .77”

 “Maneuver with care”
 “Speed Brake – Do not use”
APPROACH PROCEDURES:
 ATHR - Off
 “For landing – Use Flap3”
 “GPWS Flap 3 – ON” (press p/b – off)
 When Speed 200kts
 “L/G – Gravity Extension”
 “Approach Speed – VREF+25”
 “Landing Distance Proc. – Apply”
ADVISORY:
 “Alternate Law – Protection lost”
 “When L/G down – Direct Law”
 “Fuel Consumption Increased”
 “FMS Prediction Unreliable”
 “Flaps slow”
 “G & B Hydraulic”
 “F/CTL Protection”
 “Left Elevator”
 “Left & Right Aileron”
Page 254 of 719
 “Spoilers 1, 3 & 5”
 “Slats”
 “AP 1 & 2”
 “Landing Gear Retraction”
 “Emergency Generator”
 “Blue Electric Pump”
 “Yaw Damper1”
 “CAT 2”
corresponding Trip Fuel Penalty, VAPP,
“Compute for the trip fuel penalty and
QRH tables.
landing distance”
Page 255 of 719

 Main limitations
Page 256 of 719

Page 257 of 719
Page 258 of 719


Formula:
Formula:

 Determine VAPP
Page 259 of 719

SAMPLE DATA:
 SYS FAIL: HYD - G+B LO PR (see INOP SYS below), FOB: 7000kg, EFOB: 3500
TFP = (7000 – 3500) x 15% = 525kg

consumption against EFOB, i.e. 5355kg... no longer an option. This is for CREW AWARENESS!
s
s
Page 260 of 719

VAPP = 133 + 25 + 0 = 158kt
LW – 63T
VREF – 133
APPR COR -0
SPD = NA
VREF – 25
(see IFP PER-29)
Page 261 of 719

PL = Good
i.e. GOOD
Page 262 of 719

 Determine Landing Distance: HYD – G+B LO PR

SPD/ WIND/SLOPE: NA (No SPD/No WIND/No SLOPE)
ALT: NA (PA+FE = 0 + 200ft = 200ft)
REV/OVW: -150 (Only 1 reverser operative / No OVW)
Page 263 of 719

(If time permits, PM checks FCOM, as follows)
Page 264 of 719

Page 265 of 719
Page 266 of 719
 After getting the TFP, VAPP and Landing Distance (or FCOM review if time
permits), the PM gives the result to PF.
DECISIONTIME>>>

approach.

approach”

things to do:
prepare the cabin
 Inform IOCC
 Get ATIS info
 Review of ECAM Status
 Preparation of FMGS (MCDU)

+
 Manual insertion of VAPP
+
(use of HYD G+B SYS
LO PR SUMMARY data)
Page 267 of 719
 Only Reverser 1 is inoperative (may pull both THR LVR to full reverse upon
touchdown though only left reverser is functioning)
 Nosewheel steering is available; normal braking is not, but alternate braking
is available. (may taxi the aircraft to the gate)
 No autobrake (do not select the AUTOBRAKE during approach preparation)
 No to CAT 2 (CAT 1 only)
Page 268 of 719

 Use of the ff SUMMARY SECTION to prepare the Approach:
Page 269 of 719

 FMGS (HAT)
Page 270 of 719

NOTE:
The briefing will concentrate on safety issues since this will be a hand-flown
approach with certain handling restrictions::

Page 271 of 719

 Perform the Approach Briefing:


*Press STS (ECAM)
 “Technical status: we have a DUAL HYDRAULIC FAILURE, GREEN & BLUE”. INOP
(NOTAMS)

(Weather)
*Press PERF Page

(Fuel)

(Descent)
*Press FPLN Page

 No Holding expected
Page 272 of 719

(Approach)
check!”
 “CONFIG sequence is Flaps 1,Gear Down, Flaps 2, then 3. Anticipate DIRECT LAW after gear down”
section of the SUMMARY Table on QRH)... see below:
Page 273 of 719

(Landing)
wind is 060 at 8 kts”
 FACTORED LANDING DISTANCE per QRH computation is 2,806m.
 “Only 1 reverser available, use manual alternate braking, provide call outs, LEFT OR RIGHT”
Page 274 of 719

Reason for CONFIG sequence of F-1, L/G Down, F-2, F-3:
CM1 CM2
“That ends my briefing! I have control” “You have control”

(Request done)
(press APPR p/b)
-- When commencing approach, set A/THR to OFF --
“A/THR - OFF” (press Instinctive Disconnect button) “Checked”

“Set Speed to Green Dot”
“Green Dot set”
Manually reduced speed to Green Dot
Approaching stn or NLT 6NM to FAF, “FLAPS 1” “Speed checked – Flaps 1”
“Set speed to 195kt”
“195kt set”
Manually reduce speed to 195kt
Page 275 of 719
“Checked”
 ”L/G GRAVITY EXTSN

handcrank - Pull & Turn, 3x
clockwise until resistance felt”
At 200kt, “Gear down” (DIRECT LAW)

complete”
“Use Manual Pitch Trim”
“Checked”
“ DIRECT LAW”
“CLEAR F/CTL?”
“CLEAR F/CTL”
“Set Speed to 175 kts (or 5 kts below VFE
NEXT”)
“175kts set”
Manually reduced speed to 175kt
Page 276 of 719

“Set speed to VAPP”
“VAPP set”
Manually reduce speed to VAPP (about 50%N1)
“Checked”
After passing FAF, “set GA Alt 4000”
“4000 set”

At 1000ft pressure altitude, (VMC)
“One Thousand”
“Checked”
“Continue”
“Continue”
-- TOUCHDOWN --
Full Reverse (Nr 2 Reverser ok) “Spoilers, Reverse Green, Decel” (No
Decel light)
Alternate Braking
Page 277 of 719

TECHNICAL BACKGROUND:
Cause: Loss of AC BUS 1 and 2

Effect:
 RAT extends automatically
 RAT powers the blue hydraulic circuit which drives the Emergency Generator
 Emergency Generator supplies both AC and DC ESS BUS
 Below 125kt, RAT stops and Emergency Generator is no longer powered
 The Emergency Generation Network is automatically transferred to the batteries.
AC SHED ESS and BUS are now shed.
 Below 100kt, the DC BAT BUS is automatically connected
 Below 50kt, the AC ESS BUS is shed
Page 278 of 719

GENERAL GUIDELINES:
 Only PFD1 available (L/H seat pilot as PF)

 ECAM actions will be carried out, once safe flight is established and aircraft under
control
 Notify ATC (“MAYDAY”), since this is a serious emergency
 ECAM displays “LAND ASAP” in red, so land in appropriate airport. Prolonged flight
is not recommended
 AP/FD & ATHR are lost. Fly manually in ALTN LAW, then in DIRECT LAW when L/G
DN
 Only EWD is available, disciplined use of ECAM Control Panel (ECP) is essential
 Consider starting the APU as indicated by ECAM to probably restore the system
 Read the STATUS clearly to properly sequence the actions during the approach
 Keep the approach speed at least min RAT speed (140kt) to keep the Emergency
Generator supplying the network
 BSCU, NWS & Anti-skid are lost. Alternate braking with yellow hydraulic pressure
modulation up to 1000psi will be used.
 Reversers are not available and RA 1+2 are lost with their associated call out. Call out
will be made by PNF
 Approaching 50kt during landing roll, all CRTs will be lost
Page 279 of 719

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Page 285 of 719
ELEC EMER CONFIG
MEL Dispatch with

APU Inoperative
“AUTOFLT”

Page 286 of 719

3
 Read ECAM:
 Minimum RAT Speed – 140kts
 Generator 1 & 2 – OFF then ON
 If unsuccessful,
 BUS TIE - OFF
Page 287 of 719

5
 Read ECAM:
 Engine Mode Selector - IGN
 VHF1/HF1/ATC1 – USE
 Fuel Gravity Feed
 Procedure: Gravity Fuel Feeding
Page 288 of 719

7
 APU if avail – START
 APU is inoperative (DISREGARD!)
Page 289 of 719

9
 Read ECAM:
 F/CTL- Alternate Law
 Protection Lost
 Max Speed – 320kts
10
Page 290 of 719

“TING!” < ELEC – EMER CONFIG>
CM1 CM2
DETECTION:
Reset the MASTER AUTION/WARNING p/b, &
announces – “AUTO FLT”
Continue FLY (using PFD1in ALTN LAW) and
NAVIGATE (using ND1, FMGC1, RMP1,
VOR1/ILS1, DME1)
10
Page 291 of 719

(This failure results to loss of AP1+2, PFD2 & A/THR)
“Removing Thrust Lock” “Checked”
“Flight Directors – OFF” “Flight Directors – off”
“TRK/FPA - ON” “TRK/FPA – set”
“Set heading ___” (present course), set

speed 270kts” “Heading ___ set, 270kts set”
(continue navigation per last ATC instruction)
Declare EMERGENCY to ATC:

“MAYDAY! MAYDAY! MAYDAY!, Cebu __,
we have Total Electrical Failure,
maintaining heading __, climbing to FL __,
request to proceed back to station for
landing”
(Expect to be vectored by ATC to station for landing, hence follow ATC instruction. PF
commands change of heading, altitude and speed setting to PNF)
Safe flight established / aircraft under control:

“ECAM ACTION”
Page 292 of 719

PF PNF
READ DO
“AUTO FLT – AP OFF/A/THR OFF”
“AUTO FLT Clear?”
“Clear AUTO FLT” (Press CLR)
“Electrical Emergency Configuration”
“Minimum RAT speed 140kts”
“Generator 1 & 2, OFF then ON” “Generator 1 & 2, OFF then ON”
“If unsuccessful, BUS TIE OFF” “BUS TIE OFF”
“Generator 1 & 2, OFF then ON” “Generator 1 & 2, OFF then ON”
“VHF1 / ATC1 use” “In use”
“Checked” “Appr NAV Aid on RMP 1”
“Set Appr NAV Aid on RMP 1” “App NAV Aid on RMP1 selected”
“IR 2+3, if IR1 OK, OFF”
Check IR1: (Pull out STBY COMPASS)
“IR1”
“Check attitude – 2 degrees up,
Heading 170, Standby Horizon - 2
degrees up, Standby Compass,
Heading 170” ... IR1 is OK”
“IR2 - OFF, CONFIRM?”
“CONFIRM” “IR2 switch to OFF”
“IR3 - OFF, CONFIRM?”
“CONFIRM” “IR3 switch to OFF”
“Fuel Gravity Feed”
“Procedures – Gravity Fuel Feeding”
“STOP ECAM, Gravity Fuel (Get the Checklist)
Feeding Checklist”
“Gravity Fuel Feeding Checklist” (Read the Checklist)
“ENG MODE SELECT - IGN”
“Avoid Negative G Factor”
“Determine Gravity Feed Ceiling...
“It’s determined”
“Gravity Fuel Feeding Checklist
complete”
Page 293 of 719

“Continue ECAM” “FAC1 - OFF, then ON” “FAC1 OFF, then ON”
“Blower - Extract - Override” “Blower - Extract - Override”
“Landing Elev - Manually adjust” “Adjusted”
“ELECTRICAL CLEAR?”
“CLEAR ELECTRICAL” (Press CLR)
“Flight Control Alternate Law -
“Protection Lost - Max speed 320kt”
“FLT CTL CLEAR?”
“CLEAR FLT CTL” (Press CLR)
“AUTO FLT -- A/THR CLEAR?”
“CLEAR AUTO FLT – A/THR” (Press CLR)
“RED, LAND As Soon as Possible”
“Checked” “READ STATUS?”
“Standby STATUS, check MEL, (Get MEL, QRH manuals & Check)
QRH for OEBs or possible “No MEL OEBs, no computer reset”
computer reset”
“READ STATUS” STATUS key on ECP...Press and Hold...
Read STATUS & INOP Systems:
Note: Press RECALL key on ECP within 2sec to display the next
STATUS page, everytime the page disappears.
Page 294 of 719

VAPP, and Landing Distance using the
appropriate QRH tables.
“Compute for the landing distance”
Page 295 of 719

 Main limitations
Page 296 of 719

SIGNIFICANT REMAINING SYSTEMS
FLY PFD1, alternate law
NAVIGATE ND1, FMGC1, RMP1, VOR1/ILS1, DME1
COMMUNICATE VHF1, HF1, ATC1
Note: On BAT, some additional loads are lost such as FAC1 and FMGC1

(see “LANDING DISTANCE COMPUTATION” procedures on p.584)
 Determine VAPP
Page 297 of 719

VAPP = 133 + 10 + 4 = 147kt
LW – 63T
VREF – 133
APPR COR -4
SPD = 0
VREF – 10
(see IFP, PER-24)
Page 298 of 719

PL = Good
i.e. GOOD
Page 299 of 719

 Determine Landing Distance: ELEC – EMER CONFIG

WGT of 63T: -30 (10m per 1T below 66T)
SPD/ WIND/SLOPE: NA (No SPD/No WIND/No SLOPE)
ALT: NA (PA+FE = 0 + 200ft = 200ft)
REV/OVW: NA (Both reversers inoperative / No OVW)
Page 300 of 719

Page 301 of 719

Page 302 of 719
 After getting the VAPP and Landing Distance (and FCOM review if time permits),
the PM gives the result to PF.
DECISIONTIME>>>
>>>The PF and the PM, both agrees that:
- the runway length is sufficient for landing based on the computed landing
distance
 The PF then order the PM to prepare the approach, and conduct the approach
briefing.
“I still have control and communication, You have control and communication, I
you prepare the approach” will prepare the approach”
Expect to hold over TARA (or any appropriate waypoint) to complete the ECAM
actions and approach preparation.
MCDU 1 Before approach preparation, 4 important

things to do:
prepare the cabin
 Inform IOCC
 Get ATIS info
 Prepare using MCDU 1

+
 ELEC EMER CONFIG
SUMMARY data
Page 303 of 719

 Use of the ff SUMMARY SECTION to prepare the Approach:
Page 304 of 719

 FMGS (HAT)
Page 305 of 719

NOTE:
The briefing will concentrate on safety issues since this will be a hand-flown approach
with certain handling restrictions::


“Ready”
Page 306 of 719


*Press STS (ECAM)
 “Technical status: we have a ELECTRICAL EMERGENCY CONFIGURATION”. INOP
(NOTAMS)
(Weather)
*Press PERF Page

(Fuel)

(Descent)
*Press FPLN Page
Page 307 of 719

(Approach)
check!”
 “CONFIG sequence is Flaps 1, 2, Gear Down, Flap 3. Anticipate DIRECT LAW after gear down”
section of the SUMMARY Table on QRH)... see below:
(Landing)
wind is 060 at 12 kts, a direct headwind”
 FACTORED LANDING DISTANCE per QRH computation is 2,840m.
 “No reversers, use manual alternate braking. Monitor brake pressure and provide call outs, LEFT OR RIGHT”
 “Expect to STOP on main runway due to loss of steering control”
Page 308 of 719

CM1 CM2
“That ends my briefing! Any
question Captain?”
“No question”
“I have communication”
“You have communication”
(Request done)
“Set speed to S-SPEED”
“S-SPEED set”
Manually reduce speed to “S” speed
“Set speed to F-SPEED” “F-SPEED set”
Manually reduce speed to “F” speed
“Set my STBY NAV1 - ON” “STBY NAV1 - ON set”

*If MASTER CAUTION aural warning continues to *Press the red EMER CANCEL p/b on
come up, order “Emergency Cancel” ECP
Page 309 of 719

“4000’ set”
Manually reduce speed to “VAPP”

Stabilized at VAPP, “Gear down” (DIRECT
(Gear down)
LAW)
*“ND1, MCDU1 lost” *“Checked”
“Use Manual pitch trim” “Checked”
“Reset speed to VAPP” “VAPP reset”

“Electrical essential buses on
Maintain VAPP
battery”, “Clear ECAM?”
“CLEAR ECAM” “ECAM is cleared”

“One Thousand”
“Checked”
“Continue”
“Continue”
“No reverse available, check braking” “Checked”
THR/LVR to idle
-- TOUCHDOWN -- “Brake pressure 1000psi”
THR/LVR (remain at Flt Idle) “Brake pressure is checked”
Page 310 of 719

“70kts”
“Brake pressure 1000psi”
*At 50kts all DU’s (Display Unit) will be lost
STOP ACFT ON THE RUNWAY
Page 311 of 719

Page 312 of 719
SMOKE / FUMES PROCEDURE ARCHITECTURE
Page 313 of 719

QRH Paper Procedure
Page 314 of 719

Page 315 of 719
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Page 319 of 719
Page 320 of 719
SMOKE – AFT CARGO SMOKE
1+2 FAULT
1
“SMOKE”
PF STARTS EMERGENCY DESCENT

 “SMOKE – AFT CARGO SMOKE”
Page 321 of 719

3
4
RED, LAND ASAP
Page 322 of 719

SMOKE – FWD CARGO SMOKE
“SMOKE”
PF STARTS EMERGENCY DESCENT

 “ SMOKE – FWD CARGO SMOKE
Page 323 of 719

3
RED, LAND ASAP
Page 324 of 719

SMOKE – AVIONIC SMOKE
1 PERCEPTIBLE SMOKE
“SMOKE”
 OXYGEN MASKS – ON
 PF STARTS EMERGENCY DESCENT
2 PERCEPTIBLE SMOKE

 “ AVIONIC SMOKE”
 If PERCEPTIBLE SMOKE:
Refer to QRH:
OXYGEN MASK / GOGGLE - ON
Page 325 of 719

3 PERCEPTIBLE SMOKE
4 PERCEPTIBLE SMOKE
Refer to QRH:
Page 326 of 719

5 SMOKE CLEARED
SMOKE CLEARED!
6 SMOKE CLEARED
Follow QRH Procedures
Page 327 of 719

SMOKE – LAVATORY SMOKE
SMOKE FROM REAR LAVATORY

1
CONFIRMED BY CABIN CREW
“SMOKE”
 Cabin Crew confirms the smoke

and notifies the Flight Crew
 SMOKE CONFIRMED BY CABIN CREW

o PF STARTS EMERGENCY DESCENT
Page 328 of 719

3

 “SMOKE – LAVATORY SMOKE”
Page 329 of 719

CM1 CM2
DETECTION
MODERATE SMOKE in the Cockpit

FLY the aircraft... NAVIGATE...
COMMUNICATE...
Apply - SMOKE / FUMES /AVIONIC
SMOKE Procedures on QRH (ABN 26
Order: “SMOKE / FUMES /AVIONIC SMOKE...”
– FIRE PROTECTION)
(These actions have to be applied, regardless of the origin of the smoke / they might be
displayed on the ECAM)
If PERCEPTIBLE SMOKE,
apply immediately
Keep in mind:
If DENSE SMOKE,
at any time of the procedure
Page 330 of 719

DETECTION
AIR CONDITIONING SMOKE

COMMUNICATE... Apply - SMOKE / FUMES /AVIONIC

Order: “SMOKE / FUMES /AVIONIC SMOKE...” – FIRE PROTECTION)
MODERATE SMOKE persists...
If AIR COND SMOKE, suspected

apply
Keep in mind:
If DENSE SMOKE,
Page 331 of 719

DETECTION
CABIN EQUIPMENT SMOKE

COMMUNICATE...
If CABIN EQUIPMENT, suspected

apply
Keep in mind:
If DENSE SMOKE,
Page 332 of 719

DETECTION
SMOKE SOURCE NOT DETERMINED

COMMUNICATE...
You CANNOT DETERMINE

the SOURCE, apply
Keep in mind:
If DENSE SMOKE,
Page 333 of 719

Actions considered if, during the procedure:
 Smoke becomes the greatest threat:

 SMOKE/FUMES REMOVAL
 ELEC EMER CONFIG
 Situation becomes critical and can no longer be controlled;
 DIVERSION
Removal of Smoke/Fumes (QRH-ABN 26.02A - Fire Protection)
Page 334 of 719

DETECTION
DENSE SMOKE
COMMUNICATE...
DENSE SMOKE now...
DENSE SMOKE, apply
Page 335 of 719

DENSE SMOKE, apply
To set ELEC EMER CONFIG
Page 336 of 719

(REF: FCOM - PRO ABN 70 Powerplant 29)
(*
PF PM
“MANFLEX 65, SRS, RUNWAY, A/THR
BLUE” “CHECKED”
“THRUST SET”
“100 KNOTS”
“CHECKED”
“V1”
BOOG! BOOG! BOOG! (Engine Failure)

“TING!” < ENG 1 – FAIL>
First pilot who notices, announce – “Failure”
“CONTINUE!”
Maintain centerline (directional control)
& wait for VR (“ROTATE”) before lift off...
“ROTATE”
Rotate smoothly to 12.5° & maintain
runway heading
 CRITICAL INITIAL ACTION!!!

 FLY MANUALLY FIRST BY FOLLOWING SRS... PUSH & LOCK RUDDER FOR DIRECTIONAL
CONTROL (MAINTAIN RUNWAY HEADING)
 WHEN STEADY ON COURSE, START TRIMMING BY AT LEAST 12 SECONDS (TRIM TO THE
DIRECTION OF PUSHED RUDDER). THIS WILL PUT THE BETA TARGET ”nearly” CENTERED
Page 337 of 719

“POSITIVE CLIMB!”
“GEAR UP!”
BETA TGT “centered” / SRS steady, (Press AP2 p/b)

“AP 1 ON” “AP 1 is ON”
At 400FT AGL, aircraft established on Perform the ECAM actions:

climb:
“ECAM ACTION”
(PF now in-charge of communication)
“MAYDAY! MAYDAY! MAYDAY!

Tower, CEBU __ on Engine Failure,
performing Engine Out SID”
Tower instructs to follow published EO SID...or may give other instructions...
“ENG 1 FAIL”
“ENG Mode Selector – IGN” (switch to IGN)
“THRUST LVR 1 to FLT IDLE”

Hold Thrust Lever 1, “THR/LVR 1 to
Visually check, then “CONFIRM”
FLT IDLE, CONFIRM?”
Move the THR/LVR 1 to FLT IDLE after “If no ENG relight... parameters check! No
confirmation. relight”
“ENGINE MASTER 1 to OFF, CONFIRM”

Move the ENG MASTER 1 to OFF after
Visually check, then “CONFIRM”
confirmation
Page 338 of 719

Special EO SID for Rwy 06: Continue climb to 1000 then turn right to a heading of 150 within
5NM. At 1500ft, push V/S to level off, stop ECAM, then clean up. At Green Dot Speed, pull ALT to 3000’ and
set thrust lever to MCT. Continue ECAM actions, proceed to TARA, or as instructed by ATC. Before STATUS,
do the AFTER TAKEOFF/CLIMB Checklist.
At 1000ft, turn right to heading 150°, set
altitude 3000ft
(Read FMA)
“Heading, 3000’ Blue” “Checked”
“If Damaged”
“N2 reading is 0, damaged is confirmed”
“ENG 1 FIRE Pushbutton PUSH! CONFIRM?”
Visually check, then “CONFIRM” PUSH the ENG 1 FIRE p/b...
“Pushed”
“AGENT 1 Discharge”
Page 339 of 719

“Discharged”
“ENGINE IS SECURED!”
Note: In one ENG FAIL event in flight: if the engine is damaged, the ECAM requires
“ENG FIRE P/B PUSH”, then “AGENT 1 DISCHARGE AFTER 10S”. That is enough to
confirm that the ENGINE IS SECURED.
However, if the engine is still on fire after AGENT 1 was discharged, then only after the
discharge of AGENT 2 that you can declare that the ENGINE IS SECURED.
(Engine is secured when: if damaged, ENG MASTER is switched to OFF, ENG FIRE P/B pushed & AGENT 1
discharged. If still on FIRE, AGENT 2 discharged; if no damage, ENG MASTER is switched to OFF only...)
At 1000ft AGL or above (once engine is

secured), “CHECKED”
“STOP ECAM”
“PUSH V/S TO LEVEL OFF”

(accelerate to speed for clean up)
At F-SPEED,
“SPEED CHECKED, FLAPS 1”
“FLAPS 1”
... “FLAPS at 1”
At S-SPEED, “SPEED CHECKED, FLAPS 0”
“FLAPS 0” ... “FLAPS at 0”
“CONTINUE ECAM” “SHUTDOWN”
“FUEL CROSS FEED - ON” (standby for

observation first and confirmation that no fuel
leak has occurred as a result of such failure)
(Note current FOB + Fuel Used, then repeat later

to assess if there is fuel leak)
Page 340 of 719

(if no fuel leak observed after monitoring {after 30 min} and fuel imbalance is significant {i.e.
>500kg}, set FUEL X-FEED to ON)
At Green Dot,
“PULL ALT” to 3000’ (OP CLB)
“THR/LVR to MCT” (pull down THR/LVR
to CLB detent then back to MCT)
(Read FMA)
“CHECKED”
“OPEN CLIMB, 3000 BLUE”
“CONTINUE ECAM” “Avoid Icing Condition”
“CHECKED”
“CLEAR ENG 1?”
“CLEAR ENG 1” (Press CLR p/b on ECP)
“ENG 1 START VALVE FAULT”
“START VALVE NOT OPEN”

“There is damaged on ENG 1”
“CLEAR ENG 1?”
“CLEAR ENG 1” (Press CLR p/b on ECP)
“AMBER, LAND AS SOON AS POSSIBLE”
“CHECKED”
“SECONDARY FAILURES”
“BLEED – Loss of BLEED 1, X-BLEED is close”
“BLEED 2 supplying PACK 2”
Page 341 of 719

“CLEAR BLEED?”
“CLEAR BLEED” (Press CLR p/b on ECP)
“ELECTRICAL”
“Loss of GEN 1”
“GEN 2 is supplying AC 1 & AC 2”
“GALLEY is shed”
“APU MASTER SW - ON” (Press APU MASTER SW p/b)
“APU MASTER SW is ON”
“CLEAR ELECTRICAL?”
“CLEAR ELECTRICAL” (Press CLR p/b on ECP)
“HYDRAULIC – Loss of Green ENG1 Pump”
“Green System pressurized by the PTU”
Page 342 of 719

“CLEAR HYDRAULIC” (Press CLR p/b on ECP)
“STATUS?”
“STANDBY STATUS, AFTER TAKE
(After T/O Climb Checklist performed)
OFF CLIMB CHECKLIST”
“Read STATUS” (Read STATUS)...
“Avoid Icing Conditions”
“INOPERATIVE SYSTEMS”
1. “Wing Anti Ice”
2. “CAT 3 Dual”
3. “ENG 1 Bleed”
4. “PACK 1”
5. “Main Galley”
6. “GEN 1”
7. “Green ENG 1 Pump”
“Start APU” (Press APU START p/b)
“APU Starting”
Page 343 of 719

At 3000’, heading 150, order:
“DIRECT TO TARA” (as required by EO

“DIRECT TO TARA set”
SID) or, follow ATC instruction if given...
You may ask ATC “to hold” at TARA to prepare the approach; or the ATC will vector you
right away for landing to Runway 06.
“ACTIVATE APPROACH PHASE” “APPROACH PHASE ACTIVATED”
“YOU HAVE CONTROL, I WILL “I HAVE CONTROL”

PREPARE THE APPROACH”
Before approach preparation, 4

important things to do:

prepare the cabin
 Inform IOCC
 Get ATIS info
Approach Preparation

 F-PLN: select nearest or first
waypoint, insert RPLL, NEW
DEST, insert arrival RPLL 06
VOR-DME. Insert VAPP on FAF
(CD06).
 RADNAV: hardtune both sides,
insert C-063 my side, C-063 your
side.
 PROG: chk GPS primary High,

insert RPLL06.
 PERF: insert ATIS info
Page 344 of 719

 FUEL PRED: check fuel to ALTN/
extra/time.
 SEC F-PLN: copy active, set to

Rwy 06 ILS. Go to PERF page,
insert MDA (280). (press
MEDIUM AUTOBRAKE).
“READY FOR MY BRIEFING?”

“READY!”

*Press STS (ECAM)
 “Technical status: we have no. 1(2) ENGINE FAILURE, all other systems normal”
(NOTAMS)
(Weather)
*Press PERF Page
 “Runway in use is Rwy 06 VOR”
(Fuel)
 *Press FUEL PRED Page
 “Extra time of ___mins”
(Descent)
*Press FPLN Page
 “Position: we are presently holding over TARA at 3000”
(Approach)
 “For the approach, we’ll use this approach plate IAC 5-A-1, Ninoy Aquino Int’l Airport dtd 23 Aug 2016, ILS Rwy 06, communication as
published”. “MSA is 5000’ initially to the south, highest MSA is at 7200 north”
 “This will be a managed-stabilized approach for VOR DME Rwy 06. We should be fully stabilized before reaching the FAF at 6DME..
 “LOC IML 109.1 – check! final approach course 061 – check! approach gradient of 3.0 – check! GS intercept at 2500’ / 7.8 IML – check!
MDA of ___ blue, check! runway elevation of 75’ – landing elev auto at 0 - check!”
 “From present position, once cleared for approach, switch to TRK/FPA & intercept the final approach course 063 for VOR 06”
 “For SEC F-PLN, I copy the active and set for VOR ILS Rwy 06 landing”
 “ In case of missed approach, the command is GO AROUND FLAPS”, and follow the published procedures” (read procedures
while pointing at missed approach profile on FPLN page).
(Landing)
 “Runway data: runway length is 3410m, surface is smooth, condition is DRY, braking action is GOOD, expected wind is 080 at 8 kts”
 “Monitor my pitch during landing” / “Auto Brake – MEDIUM
 “Expect to exit via R1, then continue taxi either cross 31 for D or R2, J to P, and from there follow ATC instruction for Bay assignment”
(Radio Aids)
*Press RAD NAV
Page 345 of 719

“THAT ENDS MY BRIEFING’ “YOU HAVE CONTROL”
I HAVE CONTROL”
“APPROACH CHECKLIST” (APPROACH CHECKLIST performed)

“REQUEST TOWER THAT WE ARE READY TO
(Done)
COMMENCE APPROACH FOR VOR RWY 06”
-- Tower will vector the flight for the VOR-DME approach Rwy 06 --
NON-PRECISION APPROACHES WITH ENGINE-OUT
 FINAL APP is now applicable for all A-320/319 models.
At downwind leg or as appropriate, “FLAPS 1” “SPEED CHECKED - FLAPS 1”
Once cleared for approach, “BIRD – ON”,
ROSE VOR on your side” Switch to ROSE VOR
-- Intercept 063 course using selected -selected guidance --
At 5NM to CD06 or base leg, “FLAPS 2 “SPEED CHECKED, FLAPS 2”
At 4NM to CD06, “GEAR DOWN” “GEAR DOWNED”
At 3NM to CD06, “FLAPS 3”

“SPEED CHECKED, FLAPS 3”
Page 346 of 719

“FLAPS FULL”
“SPEED CHECKED, FLAPS FULL”
-- Stabilized before FAF (6DME) at 1560ft --
At FAF, “Passing CD06, 1500FT”
“CHECKED”
“4000’ set”

“One Thousand, Stabilized”
“CONTINUE”
“CONTINUE”
No visual, “GO AROUND FLAPS”
- RETRACT FLAPS to 3 -
(*Push both THR LVR to TOGA)
Pull up positively to 12.5° then follow SRS. “POSITIVE CLIMB!” (indicated by
Trim the aircraft as necessary. 1000VSI)
“GEAR UP”
“TOWER CEBU__ GOING AROUND”
-- Tower advises to follow published procedures or as directed --

Established on climb & aircraft trimmed, “AP1 –
ON” “AP 1 – ON”
Push NAV for published procedures or Pull HDG
if directed.
At 1000ft, PUSH TO LEVEL OFF, ...accelerate
“F-SPEED, FLAPS 1” “SPEED CHECKED - FLAPS 1”
“S-SPEED, FLAPS 0” “SPEED CHECKED - FLAPS 0”
Page 347 of 719

At Green Dot, PULL ALT 4000, THR/LVR TO
MCT (fm TOGA to MCT – one click only)
“AFTER TAKE OFF CLIMB CHECKLIST”

(AFTER T/O CLIMB CHECKLIST
performed)
“ACTIVATE APPROACH PHASE” “APPROACH PHASE ACTIVATED”
“YOU HAVE CONTROL & COMMUNICATION, I “”I HAVE CONTROL &

WILL PREPARE THE APPROACH” COMMUNICATION”
 Advise LI re situation & to prepare the cabin

 Make a PA to inform passenger re situation
(Activate SECONDARY FLT PLN)
 Recheck inserted data as necessary, e.g
MDA, new ATIS info...
“READY FOR MY APPROACH BRIEFING?” “READY!”
 Conduct same briefing, except for the

approach. This time use the ILS approach
Rwy 06.
 Fully managed DECELERATED APPROACH
“THAT ENDS MY BRIEFING’
I HAVE CONTROL”
“APPROACH CHECKLIST” (APPROACH CHECKLIST performed)

“REQUEST TOWER THAT WE ARE READY TO
(Done)
COMMENCE APPROACH FOR ILS RWY 06”
-- Tower will vector the flight for the ILS approach Rwy 06 --
Page 348 of 719

At downwind leg or as appropriate, “FLAPS 1” “SPEED CHECKED - FLAPS 1”
Once cleared for approach, “ARM – APPR”,
AP1 - ON” Switch to ND ROSE
“CHECKED”
At one dot to GS or as appropriate, “FLAPS 2 “SPEED CHECKED FLAPS 2”
At GS*, “SET GA ALT 4000” “4000FT SET”

At 6NM, 2000FT, “GEAR DOWN”
“GEAR DOWNED”
“FLAPS 3”
“SPEED CHECKED FLAPS 3”
“FLAPS FULL”
“SPEED CHECKED FLAPS FULL”
-- Stabilized before 1000FT --

“ONE THOUSAND, STABILIZED”
“CONTINUE”
“FIVE HUNDRED, STABILIZED”
“CONTINUE”
At MDA, “MINIMUM”
“CONTINUE”
“SET RUDDER TRIM TO ZERO” “RUDDER TRIM – ZERO SET” (press)
-- TOUCHDOWN --
Full Reverse ENG2 or Manual Braking as “SPOILERS... REVERSE GREEN...
appropriate DECEL”
THR/LVR to Reverse IDLE “70 KTS”
Page 349 of 719

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ENG 1 FIRE
1
“ENGINE”

 “ENG 1 - FIRE”
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3
Page 353 of 719

5
6
 NOTIFY ATC
Page 354 of 719

7
8
 IF NO DAMAGE:
 Engine is damaged – DISREGARD
 SHUTDOWN:
 Fuel Crossfeed - CONSIDER (DISREGARD)
 Avoid Icing Condition
Page 355 of 719

9
 AMBER, LAND ASAP
 SECONDARY FAILURES: (press ea system on SD page)
 AIR BLEED
 PACK2 is supplying Bleed System 2
 Press APU MASTER SW - ON
10
 (Press ELEC on SD page)

 ELECTRICAL
 AC2 is supplying System 2 thru AC1
 Press APU START SW - ON
Page 356 of 719

11
 (Press HYD on SD page)

 HYDRAULIC
 Yellow System is supplying the Green System thru the PTU
12
 Read STATUS
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13
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Page 360 of 719
ENGINE FAILURE AFTER V1
ON THE GROUND:
 Rudder is used conventionally to maintain the aircraft on the runway centreline.
 At VR, rotate the aircraft smoothly, at a slower rate than with all engines, operation,
using a continuous pitch rate to an initial pitch attitude of 12.5 °.
 The combination of high FLEX temperature and low V speeds requires precise
handling during the rotation and lift off. The 12.5 ° pitch target will ensure the aircraft
becomes airborne.
WHEN SAFELY AIRBORNE:
 The SRS orders should then be followed which may demand a lower pitch attitude to
acquire or maintain V2.
 With a positive rate of climb and when the Radio Altitude has increased, the PNF will
call "positive climb". This will suggest to the PF for landing gear retraction.
 Shortly after lift off, the lateral normal law commands some rudder surface deflection
to minimize the sideslip (there is no feedback of this command to the pedals). Thus,
the lateral behavior of the aircraft is safe and the pilot should not be in a hurry to
react on the rudder pedals and to chase the beta target.
 The blue beta target will replace the normal sideslip indication on the PFD. Since the
lateral normal law does not command the full needed rudder surface deflection, the
pilot will have to adjust conventionally the rudder pedals to center the beta target.
 When the beta target is centred, total drag is minimized even though there is a small
amount of sideslip. The calculation of the beta target is a compromise between drag
produced by deflection of control surfaces and airframe drag produced by a slight
sideslip.
 Centering the beta target produces less total drag than centering a conventional ball,
as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are
all taken into account.
 The crew will keep in mind that the yaw damper reacts to a detected side slip. This
means that, with hands off the stick and no rudder input, the aircraft will bank at about
5 ° maximum and then, will remain stabilized. Thus, laterally, the aircraft is a stable
platform and no rush is required to laterally trim the aircraft.
Page 361 of 719

 Control heading conventionally with bank, keeping the beta target at zero with rudder.
Accelerate if the beta target cannot be zeroed with full rudder. Trim the rudder
conventionally.
 The use of the autopilot is STRONGLY recommended. Following an engine failure, the
rudder should be trimmed out prior to autopilot engagement. Once AP is engaged, the
rudder trim is managed through the AP and, hence, manual rudder trim command,
including reset, is inhibited.
THRUST CONSIDERATIONS
 Consider the use of TOGA thrust, keeping in mind the following:
 For a FLEX takeoff, selecting the operating engine to TOGA provides additional
performance margin but is not a requirement of the reduced thrust takeoff certification.
 The application of TOGA will very quickly supply a large thrust increase but this comes
with a significant increase in yawing moment and an increased pitch rate.
 The selection of TOGA restores thrust margins but it may be at the expense of
increased workload in aircraft handling. Takeoff thrust is limited to 10 minutes.
INITIATION OF THE PROCEDURE
 The PNF will closely monitor the aircraft's flight path. He will cancel any Master
Warning/Caution and read the ECAM title displayed on the top line of the E/WD.
 Procedures are initiated on PF command. No action is taken (apart from cancelling

audio warnings through the MASTER WARNING light) until:
 The appropriate flight path is established and,

 The aircraft is at least 400 ft above the runway.
 A height of 400 ft is recommended because it is a good compromise between the

necessary time for stabilization and the excessive delay in procedure initiation.
 Priority must be given to the control of aircraft trajectory. Once the PF has stabilized
the flight path, the PNF confirms the failure and the PF orders ECAM actions. The
flight crew should delay the acceleration for securing the engine. An engine is
considered as secured when the ECAM actions of the procedures are performed until:
 "ENG MASTER OFF" for an engine failure without damage

 "AGENT 1 DISH" for an engine failure with damage
 Fire extinguished or "AGENT 2 DISH" for an engine fire.
Page 362 of 719

 Note: If the decision has been taken to delay the acceleration, the flight crew must not
exceed the engine out maximum acceleration altitude. (The engine out maximum
acceleration altitude corresponds to the maximum altitude that can be achieved with
one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10
min.)
ACCELERATION SEGMENT
 At the engine-out acceleration altitude, push ALT to level off (or set V/S =0) and allow
the speed to increase. If the aircraft is being flown manually, the PF should remember
that, as airspeed increases, the rudder input needed to keep the beta target centred
will reduce. Retract the flaps as normal. When the flap lever is at zero, the beta target
reverts to the normal sideslip indication.
FINAL TAKEOFF SEGMENT
 As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR
MCT when the LVR MCT message flashes on the FMA (triggered as the speed index
reaches green dot) and resume climb using MCT. If the thrust lever are already in the
FLX/MCT detent, move lever to CL and then back to MCT.
 When an engine failure occurs after takeoff, noise abatement procedures are no
longer a requirement. Additionally, the acceleration altitude provides a compromise
between obstacle clearance and engine thrust limiting time. It allows the aircraft to be
configured to Flap 0 and green dot speed, which provides the best climb gradient.
Once established on the final takeoff flight path, continue the ECAM until the STATUS
is displayed. At this point, the AFTER T/O checklist should be completed, computer
reset considered and OEBs consulted (if applicable). STATUS should then be
reviewed.
ONE ENGINE OUT FLIGHT PATH
 The one engine out flight path will be flown according to the takeoff briefing made at
the gate:
• The EOSID (with attention to the decision point location)

• The SID
• Radar vectors...
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1
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IV
1
Page 370 of 719

DECISION TO ABORT TAKE-OFF
5 AMBER ECAM CAUTIONS
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2
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3
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5
Page 374 of 719

ENG 1 FIRE ON GROUND
1
RTO Complete
 Park Brake – ON
 Power – FWD IDLE

 “ENG 1 - FIRE”
Page 375 of 719

3
 NOTIFY ATC
Page 376 of 719

5
Page 377 of 719

(
ENGINE FIRE OR FAILURE BEFORE V1:
CM1 CM2
“TAKE OFF!” “CHECKED”
“MANFLEX 65, SRS, RUNWAY, A/THR BLUE”

“CHECKED”
“THRUST SET”
“100 KNOTS”
“CHECKED”
“TING!” < ENG 1 – FIRE>
Announces:
“FAILURE!”
“STOP!”
(THR/LVR to FULL REVERSE) “SPOILERS”
 If MAX AUTO BRAKE decelerates the aircraft, avoid pressing the pedals (which might be a reflex action)
 If DECELERATION is not felt, press the brake pedals fully down.
(Maintain runway centreline)

“REVERSE GREEN”
“DECEL”
(THR/LVR to Reverse IDLE)
Page 378 of 719

(At 40kts, THR/LVR to Forward IDLE)
-- ACFT STOPPED --
“PARKING BRAKE - ON” “CHECKED”
“ADVISE ATC” “TOWER, CEBU__ STOPPING,

RWY 06”
“ATTN, CREW AT STATIONS”
“ECAM ACTIONS” DO THE ECAM ACTIONS:
“ENG1 FIRE”
“ENG MASTER 1 SW – OFF?”
(Switched to OFF)
Monitor actions...
“ENG1 FIRE P/B PUSH”
(Pushed)
“AGENT 1 DISCHARGE”
(Discharged)
“AGENT 2 DISCHARGED”
(if, still on fire, DISCHARGE AGENT 2)
(If no more fire, do not discharge AGENT 2)
No Emergency EVAC required...
Note: Stop ECAM before “ENG MASTER 2 – OFF” action, and order “Get the EMER EVAC Checklist.
“Continue ECAM” “ENG MASTER 2 OFF”
(OFF)
“ENGINE 1 CHECK ON FIRE!”
(see ENG MASTER switch p/b, if “fire” light still “STILL ON FIRE” (based on
illuminating) indications at ECAM , on ENG FIRE p/b
or from ENG MASTER p/b)
“ IF EVACUATION REQUIRED, EVAC
COMMAND – ON”
Page 379 of 719

“Still on fire, Evacuation is required.”
Announce thru PA:

“APU MASTER SW - OFF”
“PASSENGERS EVACUATE”
Press EVAC COMMAND – ON
Press EVAC HORN SHUT OFF (to silence

“BATTERY 1 & 2, if time permit before
HORN in the cockpit)
leaving aircraft - OFF”
“EVACUATION CHECKLIST!”
READ & DO THE EVAC CHECKLIST
IF NO EVACUATION
ANNOUNCE: “CABIN CREW &

PASSENGERS REMAIN SEATED”
Page 380 of 719

Rejected Take-off Flow Pattern
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REJECTED TAKEOFF
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Announcing the deceleration means that the
deceleration is felt by the crew, and confirmed by the
Vc trend on the PFD. The deceleration may also be
confirmed by the DECEL light (if the autobrake is on).
However, this light only comes on when the actual
deceleration is 80 % of the selected rate, it is not an
indicator of the proper autobrake operation. For
instance, the DECEL light might not appear on a
contaminated runway, with the autobrake working
properly, due to the effect of the antiskid.
If the takeoff is rejected prior to 72 kt, the

spoilers will not deploy and the auto-brake will not
function. If a rejected takeoff is initiated and MAX
auto brake decelerates the aircraft, the captain will
avoid pressing the pedals (which might be a reflex
action). Conversely, if deceleration is not felt, the
captain will press the brake pedals fully down.
If takeoff has been rejected due to an engine fire,

the ECAM actions will be completed until shutting
down the remaining engines.
Page 386 of 719

V
10 EMERGENCIES
Note: Three (3) of the above memory items, i.e Windshear, TCAS & GPWS, have already been
taken up on previous pages.
Page 387 of 719

“TING”
*MEMORY ITEM PROCEDURES:

PF PNF
As soon as any stall indication (aural
warning, buffet...immediately APPLY,
NOSE PITCH DOWN (use Fixed Aircraft Monitor situation, assist as necessary
Symbol as pitch reference to reduce angle of
attack)
WINGS LEVEL
When out of stall, THRUST INCREASE

SMOOTHLY, as needed
SPEEDBRAKE CHECK RETRACTED
If in clean configuration and below 20,000ft, FLAPS 1
RECOVER SMOOTHLY, resume flight path
Page 388 of 719

“TING”
(Note: Spurious stall warning may sound in NORMAL law, if an angle of attack probe is
damaged. In this case, apply immediately the following actions)
PF PNF
As soon as any stall indication (aural

warning, buffet...immediately APPLY,
Monitor situation, assist as necessary
• TOGA!
At the same time:
• PITCH UP 15° (use Fixed Aircraft

Symbol as pitch reference
• WINGS LEVEL
Note: If stall warning continues when a safe flight path & speed are achieved and
maintained, consider it as SPURIOUS.
Page 389 of 719

*STALL RELATED INFO:
QRH: ABN 80.08A - STALL
Page 390 of 719

*STALL RELATED INFO:
GENERAL STALL RECOVERY PROCEDURE
Page 391 of 719

Note: If windshear is detected or reported:
• BEFORE TAKEOFF: Delay takeoff, or select the most favourable runway
• DURING TAKEOFF RUN: Reject takeoff
 WHEN AIRBORNE:
TOGA! Announces excessive flight

parameters (airspeed, airspeed
* FLAPS config can be changed, trend, V/S, RA, altitude) and wind
provided the windshear is not components
entered.
* If windshear is entered:
Notify the ATC
- Follow SRS (for optimum escape
maneuver)
- Full backstick (if necessary)
- If FD is not displayed, set pitch
to 17.5° initially, (then adjust as
necessary
(*AP disconnects automatically)
When out of shear, recover Notify the ATC

smoothly to a normal climb
Press A/THR p/b to re-engage auto-

thrust, if disconnected)
Press AP p/b to re-engage

autopilot
Resume normal navigation, follow

ATC instructions...
Page 392 of 719

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WINDSHEAR RELATED INFO:
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*MEMORY ITEM Operational Procedures:
CM1 CM2
Assume control, return aircraft to safe
flight
Announce:
Press the side stick priority p/b (for

40 sec), if necessary to ensure the
incapacitated pilot does not interfere with
aircraft handling
Call the cabin crew via PA system
“ATTENTION, PURSER TO THE COCKPIT

PLEASE”
-- Purser or any other cabin attendant must proceed to the cockpit immediately --
Page 398 of 719

*CREW INCAPACITATION RELATED INFO:
FCOM: PRO ABN - 80-Miscellaneous
Page 399 of 719

OM 4.30 – Crew Incapacitation
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CM1 CM2
Call out:
“LOSS OF BRAKING” “CHECKED”
*FULL REVERSE, if needed only
RELEASE BRAKE PEDALS A/SKID & N/W STRG – OFF
APPLY BRAKE in modulation to a

max of 1000psi
Monitor brake pressure on the
BRAKE PRESS trifle indicator
Adjust use of brake pressure as
required
If still no braking,
Use SHORT & SUCCESSIVE

PARKING BRAKE APPLICATION to
stop the aircraft (if possible, delay use of
parking brake until low speed to avoid tire
burst & lateral control difficulties)
Page 403 of 719

LOSS OF BRAKING RELATED INFO:
QRH: ABN 32.01A – Loss of Braking
FCOM: PRO ABN 32 – Landing Gear (p13/50)
Page 404 of 719

LOSS OF BRAKING RELATED INFO:
FCTM: AO 032 – Landing Gear (p3/4)
Page 405 of 719

PF PNF
If safe conduct of flight is affected, APPLY these Memory Items

“Auto Pilot – OFF” (double click on side stick p/b) “Checked”
“Flight Directors – OFF” “Flight Directors – OFF, set”
“Auto Thrust – OFF” (press Instinctive

“Checked”
Disconnect p/b on T/LVR)
If below THRUST RED ALT:
“THRUST - TOGA”
“Checked”
“PITCH UP - 15deg”
If above THRUST RED ALT and below FL100:
“THRUST - CLB”
“Checked”
If above THRUST RED ALT and above FL100:
“THRUST - CLB”
“Checked”
FLAPS (if CONFIG 0/1/2/3):
Maintain Current CONFIG
FLAPS (if CONFIG Full):
“FLAPS 3” and maintain “Speed Checked – FLAPS 3”
“SPEEDBRAKE – Check retracted” “Checked”
“GEAR UP” “GEAR UP, Checked”
When at MSA or Circuit Altitude
LEVEL OFF for troubleshooting

(Check GPS altitude – display on MCDU)
Page 406 of 719

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UNRELIABLE SPEED RELATED INFO:
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SEQUENCE OF ACTIONS
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FCTM Data
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FCOM Data
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“TING!” < CAB PR – 1 + 2 FAULT>
PF PNF
Announce: “EMERGENCY DESCENT”
“Checked”
(for crew protection)
-- Pilots don oxygen masks --
-- Establish communication through interphone --
FIRST LOOP
ALT -- Turn left, then pull SIGNS -- On
HDG -- Turn left, then pull ENG MODE SEL -- IGN
SPD -- Pull ATC -- Notify...”Mayday! (3x),
Cebu __ Emergency Descent”
(for aircraft protection) EMER DESCENT (PA) -- Announce
Transponder -- 7700 (Consider)
FMA -- Announce FMA -- Check

If CAB Alt > 14000ft,
SPDBRK -- Full PAX OXY Masks -- MAN ON
SECOND LOOP
(Refinement of Targets)
ALT -- reset to FL100 or MORA
HDG -- reset towards alternate or intended
landing airport
Press SPD/MACH p/b -- to go to SPD value
SPD (if damaged) -- maintain present speed
SPD (if no damage) -- select SPD to MMO
(Maximum Operating Mach)
-- Perform ECAM (or QRH) ACTIONS --
When ALT* engages:

SPDBRK -- Retract
SPD -- Manage
For further descent, use only V/S selector - 500fpm max
LAND AS SOON AS POSSIBLE
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VI
1
Page 450 of 719

DC BUS 1+2 FAULT
DC Bus 1+2 Fault presents numerous inoperative systems, but the AP1, A/THR
and FDs guidance systems remain available. Since, the slats & flaps activation is
slow, a stabilized approach and early configuration for landing is recommended.
Page 451 of 719

Hereunder is the list of INOPERATIVE SYSTEMS:
Page 452 of 719

The following are the key reminders in handling the DC Bus 1+2 Fault:
 Both Reversers inoperative (do not reverse upon touchdown)
 Brake systems 1&2 inoperative (normal braking not available)
 No nosewheel steering, no anti-skid (alternate braking only,
monitor the trifle indicator when applying brake pressure)
 No autobrake (do not select AUROBRAKE p/b during approach
preparation)
 No VHF2, no RMP2, no RMP3 (use only VHF1/RMP1)
 No FMGC2, no AP2 (CM1 will prepare the MCDU / only AP1 can
be armed and operative)
 No FCU2 (use only FCU1)
 APU ECB (Electronic Control Box) inoperative (do not start APU)
 Both wipers inoperative (do not use wipers, if needed)
 LGCIU2 (Landing Gear Control Interface Unit) inoperative (still
can use normal L/G extension if only 2 is out / if both LGCIUs are
out, L/G Gravity extension is required)
Page 453 of 719

DC BUS 1+2 FAULT
“AUTOFLT”
 Perform ECAM Actions:

 “AUTOFLT AP OFF”
 “ELECTRICAL – DC BUS 1+2 FAULT”
Page 454 of 719

3
 Read ECAM:
 BARO Reference – CHECK
 Max Brake Pressure – 1000psi
 CABIN PRESSURE:
 Ventilation Extract Valve Out
Page 455 of 719

5
 FUEL:
 Left Inboard and Right Outboard Tanks
Low Pressure (unusable)
 Both Center Tanks – OUT
 Fuel On Board indication not reliable
 AIR CONDITIONING: BLEED

 Fixed temp at cabin
Page 456 of 719

7
 WHEEL:
 No Nosewheel Steering
 No Antiskid
 No Brake Temp Indications on 4 Wheels
 F/CTL:
 No Speedbrake
 Elevator – Aileron Computer 2 – Out
 Spoiler – Elevator Computers 2 & 3 - Out
Page 457 of 719

9  Read STATUS:
10  Continue Reading STATUS:
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11
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AIR PACK 1+2 FAULT
Page 483 of 719

AIR PACK 1+2 FAULT
EXPEDITE DESCENT TO FL100!!!
Page 484 of 719

3
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5
 Read STATUS:
Page 486 of 719

FUEL LEAK
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CONFIRMATION OF FUEL LEAK
 FOB +FU < FOB at Engine Start
 Excessive fuel flow (leak from engine)
 Tank fuel quantity depleting too fast (leak from
engine/pylon or hole in tank)
 Fuel imbalance is developing
 EFOB turns amber on FPLN or FUEL PRED page
 “DEST EFOB BELOW MIN” on MCDU scratchpad
 Fuel smelt in the cabin
 A passenger observes fuel spray from
engine/pylon or wingtip
*If visible, leak source may be

identified from the cabin
Page 490 of 719

If leak from engine/pylon is
CONFIRMED, “DO this...”
If not CONFIRMED from

engine/pylon, “DO this...”
Suspected from an engine or a

wing, if either of the inner
tank depletes faster than the
other as stated, “DO this...”
If leak stops, engine leak is

CONFIRMED.
If leak continues, wing leak is

CONFIRMED.
Suspected from the center

tank or the APU feeding line,
if both inner tanks deplete at
a similar rate, “DO this...”
Page 491 of 719

Page 492 of 719
 If an engine shutdown is required, refer to QRH One Engine Out
“CEILINGS” on IN FLIGHT PERFORMANCE (see chart below); and obtain
the desired ceiling for one engine out at a given ISA. Set said altitude to
FCU window.
 Before performing an ENGINE SHUTDOWN, ask clearance from the ATC

first to descend to lower level, e.g “request to descend to FL240 due to
operational requirement, we will be shutting down one engine”
Page 493 of 719

FUEL LEAK
 Read ECAM:
 “ENGINE 1 SHUTDOWN”
 If No Damage:
 Engine 1 Relight – INITIATE (Disregard)
 Engine Mode Selector - IGNITION
Page 494 of 719

3
 Fuel Cross Feed – CONSIDER (DISREGARD)
4  AMBER, LAND AS SOON AS POSSIBLE

 AIR BLEED
 PACK 1 supplying system 2
 APU Master - ON
Page 495 of 719

5
 ELECTRICAL:
 AC2 supplying system 1 thru AC1
 APU START - ON
 HYDRAULIC:
 Yellow System supplying the
Green System thru the PTU
Page 496 of 719

7
 Read STATUS:
Page 497 of 719

SLATS FAULT / LOCKED
Page 498 of 719

Page 499 of 719
Page 500 of 719
SLATS LOCKED/FAULT ON APPROACH
Page 501 of 719

3
 F/CTL – Slats Locked

 Wing Tip Break On
 Read STATUS
 Perform the blue action lines:

 For Landing – use Flap 3
 Center Tank Pumps – OFF
 GPWS Landing Flap 3 – ON
 Approach Speed – VREF + 25kts
 Landing Distance Procedures - APPLY
Page 502 of 719

5
Page 503 of 719

Page 504 of 719
Fault of Both SFCC Slats channels
Page 505 of 719

Page 506 of 719
Page 507 of 719
ADDITIONAL INFORMATION
Page 508 of 719

Page 509 of 719
Page 510 of 719
Page 511 of 719
FLAPS LOCKED / FAULT
FCTM
Page 512 of 719

Page 513 of 719
FLAPS LOCKED/FAULT ON APPROACH
 No reaction yet, after F-1 extension!

 (at F-1, only slat is activated)
Page 514 of 719

3
 F/CTL – Flaps Locked

 Wing Tip Break On
Page 515 of 719

5
 Read STATUS
 Perform the blue action lines:

 For Landing – use Flap 3
 GPWS Flap Mode – OFF
 Approach Speed – VREF + 25kts
 Landing Distance Procedures - APPLY
 INOPERATIVE SYSTEM:
 Flaps
Page 516 of 719

Page 517 of 719
Page 518 of 719
Page 519 of 719
Page 520 of 719
Page 521 of 719
Page 522 of 719
LANDING WITH SLATS OR FLAPS JAMMED
Page 523 of 719

Page 524 of 719
FCOM
Page 525 of 719

ENGINE FAILURE in Cruise
(FCTM: AO-020/FCOM/QRH)
Note:
Page 526 of 719

Page 527 of 719
Page 528 of 719
SINGLE ENGINE FAILURE
1 2
3
 MEMORY ITEMS Procedures:
 T/LVR to MCT
 A/THR – OFF (press red button)
 Set speed to .78 (passing FL300, speed
automatically sets to 300kts)
 Deviate right 45-degrees initially
 Set REC MAX EO ALT fm PROG page (e.g. FL250),
then PULL ALT
 Read FMA “OP DES”
 Announce “ECAM actions...”
Page 529 of 719

4
 PF declares emergency
(MYDAY 3x)
Page 530 of 719

6
 IF NO ENG RELIGHT:

7
 IF DAMAGED:
 Engine is confirmed damaged
Page 531 of 719

8
9
 IF NO DAMAGE:
 Engine is damaged – DISREGARD
 SHUTDOWN:
 Fuel Crossfeed - CONSIDER (DISREGARD)
 Avoid Icing Condition
Page 532 of 719

10
 AMBER, LAND ASAP
 SECONDARY FAILURES: (press ea system on SD page)
 AIR BLEED
 PACK2 is supplying Bleed System 2
 Press APU MASTER SW - ON
11
 (Press ELEC on SD page)

 ELECTRICAL
 AC2 is supplying System 2 thru AC1
 Press APU START SW - ON
Page 533 of 719

12
 (Press HYD on SD page)

 HYDRAULIC
 Yellow System is supplying the Green System thru the PTU
13
 Read STATUS
Page 534 of 719

14
Page 535 of 719

Page 536 of 719
1. STANDARD STRATEGY
Recommended Procedures
Page 537 of 719

“TING!” “ENG < 1 (2) FAIL >”
Page 538 of 719

PF PNF
DETECTION
-- As soon as engine failure is recognized...
Simultaneously & immediately (to avoid

thrust reduction to idle):
 Notify ATC
 Thrust Levers -- MCT
 A/THR -- OFF (to freeze MCT)
At high FL close to limiting weights, crew actions should not be delayed as speed will
decay quickly. Avoid decelerating below Green Dot.
* No obstacle & time constraint: Use STANDARD STRATEGY
Set SPEED M.78/300KT and Pull
 This speed ensures the aircraft is within the stabilised windmill engine relight in-flight envelope
 The speed is now controlled by the elevator w/ thrust fixed at MCT
Select a HDG & Pull
Page 539 of 719

 if appropriate to keep clear of airway, head towards alternate
Determine EO LRC Ceiling:
 Press MCDU PROG Page, check REC MAX EO cruise altitude & set it on
FCU
Irreversible Action:
“loss of single engine computation”
or
 Check on QRH for ONE ENG OUT GROSS CEILING at Long Range Speed,
in case of double FM failure
Set REC MAX EO altitude in the FCU ALT

window
Pull ALT for OP DES

Order:
Perform the ECAM actions
“ECAM action”
Page 540 of 719
Reaching LRC ceiling,
LR speed -- SET & PULL
(see QRH: IFP-FPE-OEI p3/4)

Page 541 of 719
If V/S becomes less than 500fpm,
Select V/S-500fpm
 This is likely to occur as level off altitude is approached

 The 500 V/S is to maintain a minimum rate of descent in compliance with the performance computation
A/THR -- ON
(in order to maintain LR speed)
 Once established at level off altitude, Long Range Cruise performance w/ One Engine Out
maybe extracted from QRH or refer to FCOM/PER-OEI-GEN-10 PROCEDURE
 The speed is now controlled by the A/THR
Performance Check
Page 542 of 719

Compute for Fuel & Time Required to Reach Destination
Page 543 of 719

Ceiling Quick & Precise Check
Page 544 of 719

Page 545 of 719
Reference:
Descent to Landing:
Resume MANAGED mode
Page 546 of 719

2. OBSTACLE STRATEGY
Page 547 of 719

“TING!” “ENG < 1 (2) FAIL >”
Page 548 of 719

DETECTION

 Thrust Levers -- MCT  Notify ATC
 A/THR -- OFF
At high FL close to limiting weights, crew actions should not be delayed as speed will
decay quickly. Avoid decelerating below Green Dot.
Use of OBSTACLE STRATEGY

(to ensure margin over obstacle)
 Adopt the Drift Down procedure to maintain the highest possible level due to terrain
Set SPEED to Green Dot & Pull

(One EO Gross Ceiling at Green Dot speed is also
available at QRH & FCOM)
Select a HDG & Pull
Page 549 of 719

 if appropriate to keep clear of airway, away of terrain and head towards
alternate
*Provided Green Dot is set:

 Press MCDU PERF Page, check Drift Down to FL __ & set it on FCU
Irreversible Action:
“loss of single engine computation”
or
 Check on QRH for ONE ENG OUT GROSS CEILING at Long Range Speed,
in case of double FM failure
Set DRIFT DOWN to FL__ in the FCU ALT

window
Pull ALT for OP DES
Page 550 of 719

Order:
“ECAM action” Perform the ECAM actions
 If having reached the Drift Down Ceiling altitude, obstacle problem remains,, just maintain the Drift
Down procedure so as to fly an ascending cruise profile.
 Long Range Cruise performance w/ One Engine Out maybe extracted from QRH or refer to
FCOM/PER-OEI-GEN-10 PROCEDURE
When clear of obstacle,
Page 551 of 719

LRC ceiling on FCU -- SET & PULL
 Press MCDU PROG Page, check REC MAX FL __ & set it on FCU
or
 Check on QRH for ONE ENG OUT GROSS CEILING at Long Range Speed, in case
of double FM failure
LRC Speed -- SET & PULL

(QRH: IFP-FPE-OEI p3/4)
Reaching LR ceiling,
A/THR -- ON
Performance Check
Page 552 of 719

Page 553 of 719

Page 554 of 719
Descent to Landing:
Resume MANAGED mode
Page 555 of 719

3. FIXED SPEED STRATEGY
Page 556 of 719

“TING!” “ENG < 1 (2) FAIL >”
DETECTION

 Thrust Levers -- MCT  Notify ATC
 A/THR -- OFF
At high FL close to limiting weights, crew actions should not be delayed as speed will decay
quickly. Avoid decelerating below Green Dot.
Page 557 of 719

Use of FIXED SPEED STRATEGY
(ETOPS Constraint)
 As established before dispatch, use M.78 / 320KT or M.80 / 350 KT for descent
Set SPEED to M.78 / 320KT (or M.80 / 350 KT)

& Pull
Select a HDG
(if appropriate, to keep clear of airway)
Set 15000ft in the FCU ALT window

(or value established before dispatch)
Pull ALT for OP DES
 Thrust is fixed at MCT, speed is controlled by the elevator
Order:
Perform the ECAM actions
“ECAM action”
Page 558 of 719

Page 559 of 719
LRC Speed -- SET & PULL
(QRH: IFP-FPE-OEI p3/4)
Reaching LR ceiling of 15000ft,
A/THR -- ON
Performance Check
Page 560 of 719

Page 561 of 719
Page 562 of 719

*Reference
Page 563 of 719

*Reference
Descent to Landing:
Resume MANAGED mode
Page 564 of 719

Page 565 of 719
Page 566 of 719
Page 567 of 719
ENGINE OUT LANDING GUIDELINES
Page 568 of 719

CHARTS & REFERENCES
Page 569 of 719
Page 570 of 719
Page 571 of 719
Page 572 of 719
Page 573 of 719
Page 574 of 719
Page 575 of 719
Page 576 of 719
DUAL ENGINE FAILURE
(FCTM//FCOM/QRH)
Page 577 of 719

Page 578 of 719
DUAL ENGINE FAILURE
1 2 3
 CM1 (PF) has control and start descent to MORA or 10000’

 Maintain optimum speed (ECAM) / set at 300kts
 Declare “MAYDAY 3x”
 Fly towards alternate airport
 When situation under control, order “ECAM actions!”
 Momentary loss of ND display, while RAT is automatically

extending (or manually)
 ND display comes back when RAT operates.
Page 579 of 719

4
 Perform ECAM actions...
 Get QRH: (Follow Procedures)
Page 580 of 719

6
 View fuel contents by “PRESS and HOLD”

of FUEL p/b on ECAM SD panel
Page 581 of 719

8
Page 582 of 719

 At FL250, APU Master SW p/b - ON
 10s later, APU START p/b - ON
10
 END of Simulation
 Follow QRH procedures....
Page 583 of 719

RELIGHT
Prepares for relight

attempt with wind milling
Relight sequence can be

repeated until successful
or APU bleed available
Relight with APU bleed
Page 584 of 719

Page 585 of 719
Page 586 of 719
Page 587 of 719
Page 588 of 719
Page 589 of 719
Page 590 of 719
Page 591 of 719
FCTM
Page 592 of 719
Page 593 of 719
ALL ENGINE FLAMEOUT PROCEDURE
Page 594 of 719

FCOM
Page 595 of 719

Page 596 of 719
VII


Page 597 of 719

TRIP FUEL PENALTY COMPUTATION
Page 598 of 719

For Single Penalty Factor:
Formula:
For Multiple Penalty Factors:
Formula:
Trip Fuel Penalty = (FOB – EFOB) x (FPF1 + FPF2+...)
Example:
 Failure: HYD G+Y LO PR

 FOB: 6500kg
 EFOB: 4200kg @ Destination
 Stabilizer: jammed (See table next page: 10% FPF)
 Spoilers: retracted as seen on ECAM page [not applicable– (4) min
value is 0%]
Trip Fuel Penalty = (6500 – 4200) x 10% = 230kg
“This is for crew awareness, and helps in decision making process”
In the event of Go-around, FPF increases to 180% due to full gear extension (NO RETRACTION),
hence TFP (6500-4200) x 180% = 4140kg. Therefore, you cannot make it to alternate, say RPLC, if
diversion is required.
Page 599 of 719

Page 600 of 719
Page 601 of 719
LANDING DISTANCE COMPUTATION
Page 602 of 719

Page 603 of 719
Page 604 of 719
1
Landing Distance Without Failure
ATIS / ATC (Landing Info)
“Calculate VAPP and FLD”

Page 605 of 719
STEP 1 Performance Level Determination
Page 606 of 719

Page 607 of 719

STEP 2 VAPP Determination
VLS
Headwind
Page 608 of 719

APPR COR
VAPP
Page 609 of 719

SPD
Page 610 of 719

STEP 3 Landing Distance Determination
PERFORMANCE LEVEL
Page 611 of 719

LDG CONFIG / REF DIST
REF DIST
1 920
WGT
REF DIST
1 920
Page 612 of 719

SPD
REF DIST SPD

1 920 + 100
ALT (Pressure Altitude)
REF DIST SPD

1 920 + 100
Page 613 of 719

ALT (Pressure Altitude)...
Page 614 of 719

Pressure Altitude = Airport Elevation + QNH Correction
Page 615 of 719

REF DIST SPD ALT

1 920 + 100 + 70
WIND (Tailwind)
REF DIST SPD ALT

1 920 + 100 + 70
Page 616 of 719

TEMP
REF DIST SPD ALT

1 920 + 100 + 70
Page 617 of 719

ISA = OAT - ISA Temp (@ Airport Elevation)
REF DIST SPD ALT

1 920 + 100 + 70
Page 618 of 719

SLOPE
REF DIST SPD ALT SLOPE

1 920 + 100 + 70 + 110
REV
REF DIST SPD ALT SLOPE REV

1 920 + 100 + 70 + 110 - 2x120
Page 619 of 719

OVW
REF DIST SPD ALT SLOPE REV

1 920 + 100 + 70 + +110 - 2x120
AUTOLAND
REF DIST SPD ALT SLOPE REV AUTOLAND

1 920 + 100 + 70 + +110 - 2x120 + 320
Page 620 of 719

WT COR
REF DIST SPD ALT SLOPE REV AUTOLAND WEIGHT

1 920 + 100 + 70 + +110 - 2x120 + 320 - 2x20
LD
REF SPD ALT SLOPE REV AUTO- WEIGHT LD

DIST LAND
1 920 + 100 + 70 + +110 - 2x120 + 320 - 2x20 = 2 240
Page 621 of 719

FLD
REF SPD ALT SLOPE REV AUTO WT LD SAFETY FLD

DIST LAND FACTOR
1 920 + 100 + 70 + +110 - 2x120 + 320 - 2x20 = 2 240 x 1.15 = 2 576m
Page 622 of 719

2
Landing Distance With Failure /
Combined with MEL Dispatch
In-flight Failure
Page 623 of 719

Performance Level
Page 624 of 719

VREF
VREF
Page 625 of 719

VREF
Page 626 of 719

Headwind
APPR COR
Page 627 of 719

VAPP
SPD
Page 628 of 719

Page 629 of 719

LDG CONFIG / REF DIST
REF DIST
1 970
WGT
REF DIST WGT

1 970 + 2x40
Page 630 of 719

SPD
REF DIST WGT SPD

1 970 + 2x40 + 110
REF DIST WGT SPD ALT

1 970 + 2x40 + 110 + ?
Page 631 of 719

Pressure Altitude = Airport Elevation + QNH Correction

1 970 + 2x40 + 110 + 70
Page 632 of 719
WIND (Tailwind)

1 970 + 2x40 + 110 + 70
TEMP
REF DIST WGT SPD ALT TEMP

1 970 + 2x40 + 110 + 70 + ?
Page 633 of 719

ISA = OAT - ISA Temp (@ Airport Elevation)

1 970 + 2x40 + 110 + 70 +
Page 634 of 719

SLOPE
REF DIST WGT SPD ALT SLOPE

1 970 + 2x40 + 110 + 70 + 120
REV
REF DIST WGT SPD ALT SLOPE REV

1 970 + 2x40 + 110 + 70 + 120 - 2x110
Page 635 of 719

OVW
REF DIST WGT SPD ALT SLOPE REV OVW

1 970 + 2x40 + 110 + 70 + 120 - 2x110 + 630
AUTOLAND

1 970 + 2x40 + 110 + 70 + 120 - 2x110 + 630
Page 636 of 719

WGT COR

1 970 + 2x40 + 110 + 70 + 120 - 2x110 + 630
LD
REF DIST WGT SPD ALT SLOPE REV OVW LD

1 970 + 2x40 + 110 + 70 + 120 - 2x110 + 630 = 2760
Page 637 of 719

FLD
REF DIST WGT SPD ALT SLP REV OVW LD

1 970 + 2x40 + 110 + 70 + 120 - 2x110 + 630 = 2760
LD MEL LD w/ SAFETY FLD
Factor MEL Factor
2760 x 1.2 = 3 312 X 1.15 = 3 810
Page 638 of 719

NEW LAYOUT
Landing Distance With Multiple In-Flight Failures
Page 639 of 719

Landing Distance With Multiple
3
In-flight Failures
Page 640 of 719

Page 641 of 719
PERFORMANCE LEVEL
Page 642 of 719

Page 643 of 719
VREF
VREF
Page 644 of 719

VREF
Page 645 of 719

APPR COR
VAPP
Page 646 of 719

SPD
Page 647 of 719

FAILURE w/ LONGEST REF DIST
Page 648 of 719

REF DIST
REF DIST
2 470
WGT
REF DIST
2 470
Page 649 of 719

SPD
REF DIST
2 470
REF DIST ALT

2 470 + 90
Page 650 of 719

WIND (Tailwind)
REF DIST ALT

2 470 + 90
TEMP
REF DIST ALT

2 470 + 90
Page 651 of 719

SLOPE
REF DIST ALT SLOPE

2 470 + 90 + 130
REV
REF DIST ALT SLOPE REV

2 470 + 90 + 130 - 2x140
Page 652 of 719

OVW

2 470 + 90 + 130 - 2x140
AUTOLAND

2 470 + 90 + 130 - 2x140
Page 653 of 719

WGT COR
REF DIST ALT SLOPE REV WGT

2 470 + 90 + 130 - 2x140 + 2x20
LD
REF DIST ALT SLOPE REV WGT LD

2 470 + 90 + 130 - 2x140 + 2x20 = 2 370
Page 654 of 719

LD
LD = [ REF DIST w/ failure ] - [ REF DIST w/o failure ] = 2 180 – 1 860 = 320m
Page 655 of 719

REF DIST ALT SLOPE REV WGT LD LD LD*

2 470 + 90 + 130 - 2x140 + 2x20 = 2 370 + 320 = 2 690
Page 656 of 719

FLD
LD* MEL LD w/ SAFETY FLD

Factor MEL Factor
2 690 x N/A = N/A X 1.15 = 3 094
Page 657 of 719

VIII











Page 658 of 719

GO - AROUND
Page 659 of 719

Page 660 of 719
Page 661 of 719
CREW INCAPACITATION
Page 662 of 719

Page 663 of 719
Page 664 of 719
SLATS / FLAPS JAMMED
Page 665 of 719

Page 666 of 719
Page 667 of 719
Page 668 of 719
Page 669 of 719
Page 670 of 719
Page 671 of 719
Page 672 of 719
NO FLAPS / NO SLATS
Page 673 of 719

Page 674 of 719
Page 675 of 719
Page 676 of 719
UNRELIABLE SPEED INDICATION
Page 677 of 719

Page 678 of 719
Page 679 of 719
Page 680 of 719
MECHANICAL BACK UP
Page 681 of 719

Page 682 of 719
Page 683 of 719
SMOKE PROCEDURE & REMOVAL
Page 684 of 719

Page 685 of 719
Page 686 of 719
Page 687 of 719
ALL ENGINE FLAMEOUT
Page 688 of 719

Page 689 of 719
Page 690 of 719
RECONFIGURATION LAWS
Page 691 of 719

Page 692 of 719
Page 693 of 719
EMERGENCY ELECTRICAL CONFIGURATION
Page 694 of 719

Page 695 of 719
Page 696 of 719
Page 697 of 719
Page 698 of 719
Page 699 of 719
Page 700 of 719
EMERGENCY DESCENT
Page 701 of 719

Page 702 of 719
Page 703 of 719
Page 704 of 719
Page 705 of 719
Page 706 of 719
Page 707 of 719
Page 708 of 719
IX
TAKEOFF PROFILES
Page 709 of 719


Page 710 of 719


Page 711 of 719


Page 712 of 719


Page 713 of 719


Page 714 of 719

Page 715 of 719
Page 716 of 719
Page 717 of 719
Page 718 of 719
GODSPEED!!!
Page 719 of 719

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Revision Date: April 2016

Captain Jess Madlangbayan

GROUND ABNORMAL OPERATION

MEMORY ITEMS EMERGENCIES

SUPPLEMENT A (Synopsis of Emergencies)

It is important to remember that, after ECAM ACTIONS announcement by the PF:

SOME ADDITIONAL REMARKS:

• There are very few memory items:

• LAND ASAP (As Soon As Possible):

• Some procedures require reference to the QRH

IN CASE OF AN ECAM SYSTEM FAULT DISPLAY UNIT FAILURE:

SITUATION ASSESSMENT WITH THE CRUISE SECTION OF THE QRH SUMMARY:

Situation Assessment with the QRH Summary

Approach Preparation with the QRH Summary

CONFIG LEVEL PHASE OF FLT N1 SPD (kt)

CLIMB 90% 285+

LEVEL OFF @ CONFIG 1 55% 180+ (S)

PHASE OF FLT N1 SPD (kt)

Here’s a quick check, if you are high

Press INIT B Page:

Press PERF Page:

Press FPLN Page:

 “For Departure,” (3 options)

Press RAD NAV Page:

CPT SAFETY BRIEFING:

 Perform ECAM Actions:

 Perform ECAM Actions:

 Perform ECAM Actions:

 Perform ECAM Actions:

 Perform ECAM Actions:

ENG 2 TAIL PIPE FIRE!!!

 Perform a DRY CRANK

BURNING HAS STOPPED!!!

 PACK REGUL FAULT

 <WHEEL N.W. STEER FAULT>

 <BRAKE SYS 1 (2) FAULT>

Announce: Announces excessive flight

- Follow SRS (for optimum escape

- Full backstick (if necessary)

(*AP disconnects automatically)

- No CONFIG change *Notify ATC

- set pitch to 17.5° initially, (then

At THR Red Alt (“LVR CLB” flashing),

- reduce THR LVR to CL detent

Note: There is a tendency to over-speed during WINDSHEAR encounter. To avoid such,

When out of shear, *Notify ATC

- “set AP 1 – ON” “AP 1 – ON, set”

Order clean-up... “Speed Checked, Flaps 1, then

At Green Dot, order: Read & Check:

- Resume normal navigation,

Immediately & with no argument: *Monitor situation

(AP automatically disconnects)

- Full to back stick and

When flight path is safe and the

- Follow the Flight Director in level

. * if not yet busted, continue climb to

- Remove TOGA LOCK

* Wait for the SPD TREND to pass the

- passing Green Dot, set THR/LVR to

- “set A/THR – ON” “A/THR – ON, set”

- “set AP 1 – ON” “AP 1 – ON, set”

Set “managed flight” / Resume normal operation, follow ATC instructions...

‐ Mode 1: Excessive rate of descent.

“TCAS, I HAVE CONTROL” “YOU HAVE CONTROL”