FCTM Presentation 1.10.1 General O.I. (30 JUL 04) MODEL NUMBERS The aircraft models listed in the table below are covered in this Flight Crew Training Manual.
Text Previews (text result may be not accurate) 10.80.1
Thetouchandgoisprimarilyemployedduringapproachandlandingpractice.It
CarryoutavisualcircuitasdescribedinFCTMCh6.Confirmthatthespoilers
Thetraineeaccomplishesanormalfinalapproachandlanding.Aftertouchdown,
theinstructorselectsFlaps2,directsthetraineeto"standthemup",ensures
°
UP
Thisnormallyoccurs5secondsafterthepitchattitudeislessthan2.5
andifthe
FCTM
Reverse side blank
INTENTIONALLY
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Training Guide
IftherequiredDTGislessthanthatshownontheMCDU(lowonprofile),use
IftherequiredDTGismorethanthatshownontheMCDU(highonprofile),use
FCTM
10.70.1
IftheF-PLNweretobefollowedfromTODtotouchdown,thedescentprofile
wouldbemanagedbytheFMGS.However,ATCrequirementsorweather
avoidancemaytaketheaircraftofftheidealprofile.Consequently,itisimportant
tobeawareoftheaircraft'spositionrelativetotheidealdescentprofileandthe
timeavailableforanycorrectionstotakeeffect.Itisrelativelyeasyfortheaircraft
tocorrectfrombeing3000ftaboveprofileatFL350,whereasbeing3000ft
FCTM
INTENTIONALLY
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10.60.3
SPEEDALT (G)
SPEEDG/S* (G)LOC (G)CAT 3
GA TRK (G)AP1+2 (W)
FCTM
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Training Guide
SPEEDALT* (G)NAV (G)AP1 (W)
SPEEDALT (G)NAV (G)AP1 (W)
MACHALT CRZNAVAP1 (W)
THR IDLEDES (G)
NAVAP1 (W)
FCTM
10.60.1
AllchangesontheFMAaretobecalledbythePF,except"LANDGREEN"
whichiscalledbythePNFonAUTOLANDapproaches.Ifanychangehasnot
NAV (G)AP1 (W)
THR CLBOP CLB (G)
HDG (G)AP1 (W)
FCTM
INTENTIONALLY
BLANK
10.50.5
VFENEXTisthemaximumspeedforthenextflapleverselection(further
V1isthehighestspeed,duringtake-off,atwhichthereisachoiceofeither
continuingthetake-offorstoppingtheaircraft.Itisrepresentedby"1"onthe
VRisthespeedatwhichthepilotrotatesinordertoreachV2ataheightof35ft
abovetheendoftherunwaywithoneengineinoperative.Itisinsertedmanually
FCTM
Training Guide
VMAXisthemaximumpermittedspeed,representedbythebottomofthered
FCTM
10.50.3
REV 1 (6 JUN 05)
S Speed
·
Add 1 kt per 1000 ft above 20000 ft
·
Subtract 10 kt with one engine out.
TheprotectionspeedsV
PROT,V
MAX,VSWdisplayedonthePFDspeed
PROTisthespeedthatcorrespondstotheangleofattackatwhichtheAOA
protectionbecomesactive.Innormallawitisrepresentedbythetopofablack
FLOORisthespeedthatcorrespondstotheangleofattackatwhichthe
A/THRtriggersTOGAthrust.ThisvalueisnotdisplayedonthePFD,butis
FCTM
Training Guide
VSisthestallingspeedandisnotdisplayed.Forconventionalaircraft,the
referencestallspeed,VSmin,isbasedonaloadfactorthatislessthan1g.This
givesastallspeedthatislowerthanthestallspeedat1g.Alloperatingspeeds
areexpressedasfunctionsofthisspeed,e.g.VREF=1.3xVSmin.Because
Airbusaircrafthavealowspeedprotectionfeaturewhichthecrewcannot
override,theairworthinessauthoritieshavereconsideredthedefinitionofstall
Alltheoperatingspeedsmustbereferencedtoaspeedthatcanbe
demonstratedbyflighttest.ThisspeedisdesignatedasVS1g.Airworthiness
FCTM
10.50.1
ThecharacteristicsspeedsVLS,F,SandGreenDotaredisplayedonthePFD
VLS,F,SandGreenDotarealsodisplayedonthePERFTAKEOFF,APPR
andGO-AROUNDpages.Thespeedsdisplayedonthesepagesarecomputed
ComputationsmadebytheFEandtheFMGCarebasedonthegrossweight
FCTM
Training Guide
Sidestick
FCTM
10.40.1
REV 1 (6 JUN 05)
SIDESTICK CHARACTERISTICS
FCTM
INTENTIONALLY
BLANK
10.30.7
Elato1AarrivaltoILS07L,chart11-1,checkaltitudeof1300ftat4.0
FCTM
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Training Guide
Weatheravoidancewillberequiredondeparturewithpossiblewindshear
(discusswindshearactions).Cabincrewwillnotbereleasedtillclearof
FCTM
10.30.5
O.I. (30 JUL 04)
Operational
Consider the following:
·
FCTM
Training Guide
AreaChartwithemphasisonnavigationaidstobeusedtoenhanceterrain
FCTM
10.30.3
DepartureArrival
Runway
Name of SID / Departure Transition
Name of STAR/Transition
Approach Chart ID
Type of Approach/Runway
Final profile altitude check
Minimums
Missed Approach. Initial actions only
i.e. Tracking and Altitude
Navigation Aids for approach and
go-around
Relevant Sector MSA and highest MSA
Relevant weather
Relevant Operational Considerations
Alternate
Relevant Fuel
FCTM
Training Guide
The"
FCTM
10.30.1
O.I. (30 JUL 04)
BRIEFING PROCEDURE
FCTM
Training Guide
TheCommanderisresponsibleforensuringthattheaircraftisineverywayfitfor
theintendedflight.TheMELrepresentsguidancetotheCommanderastowhat
defectiveitemsmightbereasonablyleftunrectified,withoutjeopardizingthe
FCTM
10.20.1
TheMasterMinimumEquipmentList(MMEL)ispublishedbytheaircraft
manufacturerandisacertifieddocument.Itallowsanaircrafttobedispatched
withsomeequipmentorsomefunctionsinoperative.Somelimitations,
operationalproceduresand/ormaintenanceproceduresmayhavetobecarried
out.TheMinimumEquipmentList(MEL)ispublishedbyCXandapprovedby
theCAD.ItisnecessarilyatleastasrestrictiveastheMMEL.TheMMELcannot
Thedispatchofanaircraftispossiblewithsomesecondaryairframepartorparts
missing.Insuchacase,refertotheConfigurationDeviationList(CDL)atthe
Eachitem/equipmentlistedintheMELisidentifiedusingATA(AirTransport
Association)format.Itistheofficialreferencefortheclassificationoftheaircraft
systemsand/orfunctions.Thisisachievedusingsixdigits.Forexample
FCTM
INTENTIONALLY
BLANK
10.10.1
Chapter10providesadditionaldataforinitialtraining.Theaimofthechapteris
Provideabasisforthehandlingofabnormalprocedures
tobeissued
FCTM
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10.00.2TrainingGuide
O.I.(30JUL04)
TableOfContents
TouchAndGo-around
Approach.....................................................................................................10.80.1
Landing.......................................................................................................10.80.1
FCTM
TrainingGuide10.00.1
TableOfContents
O.I.(30JUL04)
TABLEOFCONTENTS
TrainingGuide
Preface........................................................................................................10.10.1
ATA100Format..........................................................................................10.20.1
MELDescription..........................................................................................10.20.1
MELOperationalUse..................................................................................10.20.2
BriefingGuidelines
BriefingProcedure.......................................................................................10.30.1
C-TWOAcronym.........................................................................................10.30.1
BriefingAide-memoire.................................................................................10.30.3
ExpandedTwoŽBriefingItems...................................................................10.30.3
BriefingExamples.......................................................................................10.30.6
SidestickCharacteristics.............................................................................10.40.1
OperatingSpeeds
CharacteristicSpeeds.................................................................................10.50.1
ProtectionSpeeds.......................................................................................10.50.3
LimitSpeeds................................................................................................10.50.4
OtherSpeeds..............................................................................................10.50.5
PFD/FMACallProcedure
PFD/FMAChangesToBeCalled...............................................................10.60.1
DescentManagement
DescentProfileManagement......................................................................10.70.1
FCTM
COMMS & NAV
RNP
Without GPS PRIMARY
1.*Itisacceptabletoentertheradialequivalentofthespecifiedcross-track
Forexample,ifanairspaceorprocedurespecifiedanRNPof0.3nm,legacy
FMSwilldisplaytheradialequivalentvalue0.37nmonthePROGpage(0.3x
FCTM
9.90.1
TheaircraftnavigationsystemsrequiredbyregulationtoflywithinaRequired
NavigationPerformance(RNP)airspaceshallcomplywithRNAVfunctionality
criteria and with navigation position accuracy and integrity criteria.
WhenreferringtoRNP-X,thevalueofXisthenavigationaccuracyexpressedin
FCTM
COMMS & NAV
TCAS
FCTM
9.80.3
O.I. (30 JUL 04)
FCTM
COMMS & NAV
TCAS
FCTM
9.80.1
Ifanintruderrepresentsapotentialcollisionthreat,avisualandauralTRAFFIC
ADVISORYisgiven.Thisadvisoryaidsthecrewtoacquirevisuallytheintruder.
AlsoitpreparesthecrewforapossibleRESOLUTIONADVISORY.However,
Iftheintruderisconsideredasarealcollisionthreat,anauralandvisual
FCTM
INTENTIONALLY
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9.70.3
KIMMELbecomes KIMEL
COTTONbecomes COTON
RABBITTbecomes RABIT
ADOLPHbecomes ADLPH
BAILEYbecomes BAILY
BURWELLbecomes BURWL
ANDREWSbecomes ANDRS
BRIDGEPORTbecomes BRIDT
HORSBAbecomes HORSA
FCTM
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COMMS & NAV
UnnamedfixesalongaDMEarcprocedureareidentifiedbyafivecharacter
Charactersfromtwotofourindicatetheradialonwhichthefixlies.Thelast
FCTM
9.70.1
O.I. (30 JUL 04)
UN-NAMED OCEANIC CONTROL AREA REPORTING POINTS
FCTM
INTENTIONALLY
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9.60.1
O.I. (30 JUL 04)
FCTM
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INTENTIONALLY
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9.50.21
ThecurrentATCcentresendsthe"NEXTDATAAUTHORITY"information
ThecurrentATCcentresendsthe"ENDSERVICE"message.Itmayindicate
FCTM
COMMS & NAV
ATSU And CPDLC
FCTM
9.50.19
EMERGENCY................................................................................SELECT (1)
PANPAN.........................................................................................SELECT (2)
1.TheemergencycanbecancelledbyusingtheCANCELEMERGENCY
EMERG DISPL...............................................................................SELECT (5)
ThemessageisdisplayedontheDCDU.Thecrewhastosendit,thenclose
FCTM
COMMS & NAV
OTHER................................................................................................SELECT
WILCO.................................................................................................SELECT
FCTM
9.50.17
ATC MSG..............................................................................................PRESS
OTHER...........................................................................................SELECT (1)
LOAD..............................................................................................SELECT (2)
LOADmustbeselectedatthispoint.Anyotherselectionmaypreventfurther
loadingoftheclearance.The"LOADOK"informationisdisplayedtoconfirm
thatloadingissuccessful.TheclearancecanbereviewedontheSECF-
FCTM
COMMS & NAV
SEND..............................................................................................SELECT (1)
WhentheAOCSECF-PLNUPLINKmessageisdisplayedonthescratchpad
INSERT*.........................................................................................SELECT (2)
TheflightplansentbytheADCisinsertedinthesecondaryflightplan.The
REQ DISPL*...................................................................................SELECT (3)
TheDCDUautomaticallypreparesamessage.Thecrewhastosenditto
FCTM
9.50.15
O.I. (30 JUL 04)
FCTM
COMMS & NAV
About30secondsbeforeDINTYtheappropriatepartofthemessage(relatedto
FCTM
9.50.13
Inthisexample,ATChavegivenaclearancetoclimbataspecificpoint.The
ATSUtriggersvisual(ATCMSGlight)andauralalertsanddisplaysthemessage
FCTM
COMMS & NAV
ATC MSG..............................................................................................PRESS
WILCO............................................................................................SELECT (1)
SEND..............................................................................................SELECT (3)
FCTM
9.50.11
Inthisexample,anATCmessageisreceivedinresponsetotheprevious
TheATSUtriggersvisual(ATCMSGlight)andauralalertsanddisplaysthe
FCTM
COMMS & NAV
Inthisexample,thecrewmakesarequestwhenalateralflightplandeviationis
desiredduetoweatherreasons.Theuseofthe"WXDEVUPTO"prompt
ensuresthattheATCattributesprioritytothisrequest.Thefollowingactions
LAT REQ........................................................................................SELECT (1)
REQ DISPL....................................................................................SELECT (3)
TherequestisdisplayedontheDCDUwithabluebackground.Itisreadyto
SEND..............................................................................................SELECT (4)
CLOSE...........................................................................................SELECT (5)
FCTM
9.50.9
AsforreportsthatareautomaticallygeneratedbytheFMGS,thepilotcan
modifyamessagedisplayedontheDCDU.ItisthensenttotheATCbyusing
theSENDfunctionkeyandisremovedfromthescreenbyusingtheCLOSE
FCTM
COMMS & NAV
ThishastobedonewhentheAUTOPOSREPORTontheATCREPORTS
FCTM
9.50.7
Whensequencingawaypoint,theFMGSautomaticallygeneratestheposition
ThepilotmaymodifyitbyusingtheMODIFYfunctionkey.Then,hesendsitto
FCTM
COMMS & NAV
Thissectiongivesonlyafewtypicalexamplesofthemessagesthatare
FCTM
9.50.5
O.I. (30 JUL 04)
Connection
Before connection, the DCDU screen appears as below:
FCTM
COMMS & NAV
TheFMGCprovidestheATCFLTnumber.Thenotificationprocedureisusedby
theATCtocorrelatetheaircraftwiththeICAOflightnumber.Consequently,itis
essentialtoenterexactlythesamenumber,shownontheICAOflightplan(with
FCTM
9.50.3
O.I. (30 JUL 04)
FCTM
COMMS & NAV
IftheARNisnotvalid,theMCDUscratchpaddisplaysthe"ENTERA/C
REGISTER"message.Afterhavingclearedthescratchpad,thecrewinsertsthe
ARNinthescratchpad.Pressingthe2LkeyontheCOMMINITpageentersthe
IftheA/LIDisnotvalid,theMCDUscratchpaddisplaysthe"ENTERA/LIDENT"
FCTM
9.50.1
Successfuldatalinkcommunicationsrequiresthatallinformationiscorrectly
enteredinaccordancewiththeICAOflightplanduringATSUinitialisation.ATSU
isautomaticallyinitialisedprovidedalistofserviceprovidershasbeenscanned
FCTM
INTENTIONALLY
BLANK
9.40.3
IftheSATCOMcallisonHOLD,thecrewmustcanceltheHOLDbefore
DonotselectthePAimmediatelyafteraSATCOMcall.Thismayresultinthe
PAbeingpermanentlyselected.FirstselectanothersystemontheACP,e.g.
FCTM
Reverse side blank
COMMS & NAV
OnceallinformationregardingthephonenumberisenteredintheMCDU,the
crewusestheACPtoinitiatetheSATCOMcall.OntheSATCOMMAINMENU
TheSATCOMchannel,usedtoinitiatethecall,isdisplayedabovethephone
OntheACP,PRESStheSATtransmissionkeycorrespondingtotheselected
SATCOMchannel.ThegreenlinesontheSAT1(2)transmissionkeyflash.
OntheSATCOMMAINMENUpage,theDIALINGindicationreplacesthe
READYTOCONNECTindicationinfrontofSAT1(2).Whenthecallis
established,thegreenlinesontheSAT1(2)transmissionkeybecomesteady
ontheACP.OntheSATCOMMAINMENUpage,CONNECTEDindication
PROCEEDasforaVHForHFcall.However,withSATCOM,thetransmitbutton
Incaseofanincomingcall,theamberlinesontheACPsSAT1(2)transmission
keyflashandtheSATCOMALERTgreenmemoistriggeredontheECAM,
OntheACP,thegreenlinesontheSAT1(2)transmissionkeybecome
steady.OntheSATCOMMAINMENUpage,theCONNECTEDindication
Ifthecrewselectsaradioforcommunication(HForVHF)whenaSATCOMcall
ThegreenlinesontheSAT1(2)transmissionkeyflash.Thegreenlinesonthe
selectedradio(HForVHF)transmissionkeycomeon.TorecovertheSATCOM
callreselectthesameradio(HForVHF)ortheSAT1(2)transmissionkey.This
FCTM
9.40.1
REV 1 (6 JUN 05)
SATELLITE COMMUNICATION (SATCOM)
FCTM
INTENTIONALLY
BLANK
9.30.1
O.I. (30 JUL 04)
AIRINC COMMUNICATION ADDRESSING AND REPORTING
SYSTEM (ACARS)
FCTM
Reverse side blank
INTENTIONALLY
BLANK
9.20.1
TheRMPisusedtotuneallVHFandHFradiosaswellasallowingmanual
FCTM
Reverse side blank
INTENTIONALLY
BLANK
9.10.1
Thischapterdiscussesvariouscommunicationsystems,includingSATCOMand
CPDLC,themonitoringofnavigationaccuracy,RNPcriteria,theHoneywell
NamingConventionandTCASdisplays.Sometechniquesrelatedtoequipment
FCTM
Reverse side blank
COMMS & NAV
Traffic Alert And Collision Avoidance System (TCAS)..................................9.80.1
RNP...............................................................................................................9.90.1
RNP Capability..............................................................................................9.90.1
Radial Equivalence........................................................................................9.90.2
FCTM
9.00.1
Preface..........................................................................................................9.10.1
Radio Management Panel (RMP).................................................................9.20.1
Audio Control Panel (ACP)............................................................................9.20.1
AIRINC Communication Addressing And Reporting System (ACARS)........9.30.1
Satellite Communication (SATCOM).............................................................9.40.1
Air To Ground Communication......................................................................9.40.1
Ground To Air Communication......................................................................9.40.2
Hold Function................................................................................................9.40.2
Call Termination............................................................................................9.40.3
Air Traffic Service Unit (ATSU)......................................................................9.50.1
Controller/Pilot Datalink Communication (CPDLC).......................................9.50.6
FCTM
INTENTIONALLY
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8.110.5
Dependingofthecauseofthefailure,thealtitudeindicationmayalsobe
unreliable.However,thereareanumberofcorrectindicationsavailabletothe
Whenflyingtheaircraftwithunreliablespeedand/oraltitudeindications,itis
FCTM
Non-normal Operations
TheADRsprovideanumberofoutputstomanysystemsandablockageofthe
Alphaflooractivation(becauseAOAoutputsfromthesensorsare
AlwaysapplytheECAMprocedure.IfthefailureisnotannunciatedonECAM,
Earlyrecognitionoferroneousairspeedindicationsrequiressomefamiliaritywith
Ifitispositively
confirmedthattheoutlierADRisatfaultandthattheothertwoADRsare
correct,selectthefaultyADROFF.ThisactionwillgenerateanECAM
procedure,whichshouldbeappliedinordertoreconfigurethePFDtodisplay
However,inveryextremecircumstances,twoorallthreeADRsmayprovide
identicalbuterroneousdata.Ifthereisanydoubt,then
donotinstinctivelyreject
theoutlierADR,althoughthetemptationmayexistiftheothertwoADRoutputs
areconsistent.Inmostcases,thisdecisionwouldbecorrect,butnotinthecase
wheretwospeed/altitudeindicationsareconsistentbutwrong.Applytheinitial
actionsoftheUNRELIABLESPEEDINDICATIONQRHprocedurefrommemory
astheyquicklyprovideasafeflightconditioninallphasesofflightandaircraft
AfterapplyingtheQRHprocedure,andwhentheaircraftflightpathisstabilised,
attempttoidentifythefaultyADR(s).OncethefaultyADR(s)has/havebeen
positivelyidentified,it/theyshouldbeswitchedOFF.Thiswilltriggerthe
corresponding ECAM procedure, which should be applied.
FCTM
8.110.3
Normally,eachPRIMreceivesspeedinformationfromeachADIRUand
comparesthethreevalues.Pressurealtitudeinformationisnotusedbythe
PRIM.EachFEcomputerreceivesbothspeedandpressureinformationfrom
Inafailuresituation,variouscombinationsofADRfaultsmayoccur,each
aircraft,thereisnoECAMalert,howeveronePFDwilldisplay
andenhanced
aircraft,if
oneADRoutputiserroneous,andifthisADRisusedtodisplaythespeed
informationoneitherPFD,aNAVIASDISCREPANCYcautionis
triggered.Inallcases,CAT3DUALwillbedisplayedasanINOPSYSon
TwoADRoutputsareerroneousbutdifferentandtheremainingADR
iscorrect,orifallthreeADRoutputsareerroneousbutdifferent.
APandA/THRwilldisconnect.Ifthedisagreementlastsformorethan10
seconds,thePRIMtriggerstheNAVADRDISAGREEECAMcaution.
FlightcontrolsreverttoALTN2law.TheSPDLIMflagisdisplayedon
bothPFDs,howeverVLSandVSWarenotdisplayed.Thisconditionis
FCTM
Non-normal Operations
Takingintoaccounttherunwaylandingdistanceavailable,modulatetheuseof
brakestoavoidveryhotbrakesandtheriskoftyredeflation.Ingeneralfor
A333/A343,brakeenergyandtyrespeedconsiderationsarenotlimitingevenin
Initiatetheemergencydescentonlyuponpositiveconfirmationthatcabinaltitude
andrateofclimbisexcessiveanduncontrollable.Carryoutthisprocedurefrom
memory.TheuseofAPandA/THRisstronglyrecommendedforanemergency
descent.TheFCUselectionsforanemergencydescentprogressfromrightto
Athighflightlevels,extendthespeedbrakeslowlywhilemonitoringVLStoavoid
theactivationofangleofattackprotectionThiswouldcausethespeedbrakesto
Thefaultsensinglogicreliesonavoting
principlewherebyifonesourcedivergesfromtheaveragevalue,itis
automaticallyrejectedandthesystemcontinuestooperatenormallywiththe
remainingtwosources.Thisprincipleappliestoflightcontrolsandflight
However,theremaybesomecaseswheretheairspeedoraltitudeoutputis
erroneouswithoutbeingrecognisedassuchbytheADIRS.Inthesecases,the
cockpitindicationsappearnormalbutareactuallyfalseandpilotsmustrelyon
theirbasicflyingskillstoidentifythefaultysourceandtaketherequired
correctiveaction.Whenonlyonesourceprovideserroneousdata,asimple
FCTM
8.110.1
Shouldanoverweightlandingberequired,alongstraightinapproach,orawide
visualpattern,shouldbeflowninordertoconfiguretheaircraftforastabilised
Therearenoadversehandlingcharacteristicsassociatedwithoverweight
landings.LandingdistancewithCONF3orFULLatallgrossweightsisnormally
lessthantake-offdistance.However,verifyrunwayfieldlengthrequirements
fromthelandingdistancechartsintheQRHorFCOM2.Tyredeflationmay
AutomaticlandinghasbeendemonstrateduptotheweightsspecifiedinFCOM
3.01.32.CONFFULListhepreferredlandingconfigurationprovidedthatthe
approachclimbgradientcriteriacanbeachievedusingCONF3forthe
go-around.Athighweightsandtemperatures,aCONF3approachisrequiredto
satisfygo-aroundcriteria(QRHMaximumWeightForGo-AroundinCONF3
tablerefers).Inallcases,ifthelandingconfigurationisdifferentfromCONF
FULL,selectFlaps1(CONF1+F)atinitiationofthego-around.Theapproach
climbgradientcriteriaisneverlimitinginCONF1+F.Toensurethatmaximum
thrustisavailableintheeventofago-around,selectthepacksoff,orusethe
Ifago-aroundisperformedusingCONF1+F,VLSCONF1+Fmaybehigher
thanVLSCONF3+5kt(VAPP).Inthiscase,followtheSRSorder,whichwill
acceleratetheaircraftuptothedisplayedVLS.VLSCONF1+Fequatesto1.23
VS1gwhereastheminimumspeedforgo-aroundrequiredbyregulationis
Anormalapproachisflownexceptthatinthefinalstagesoftheapproach,the
FCTM
Non-normal Operations
Anenginetailpipefiretypicallyoccursatenginestartandresultsfromexcess
fuelinthecombustionchamberoranoilleakinthelow-pressureturbinerace.A
tailpipefireisaninternalfirecontainedwithintheenginewherenosensitive
Shouldatailpipefirebereported,applythechecklistprocedure,whichrequires
TheFIREpbmustnotbepushedasthiswouldde-energisetheFADECsand
preventthemotoringsequence.TheAGENTpbsmustnotbepushedasthey
providenobenefitwithextinguishinganinternalfire.Theprioritymustbegiven
Ifatailpipefireisreportedwithnobleedairreadilyavailable,agroundfire
FCTM
8.100.1
FollowinganAllEngineFlameout,theflightdeckindicationschangesignificantly
asthegeneratorsdropoff-line.TheRATisdeployed,theEMERELECCONFIG
warningisinhibitedandtheECAMprioritisesthechecklists.Controlofthe
aircraftmustbetakenimmediatelybytheleftseatpilotandasafeflightpath
TheAP,pitchtrimandruddertrimarenotavailable.Ifenginewindmillingis
sufficient,additionalhydraulicpowermayberecoveredfromtheEDPsupplying
Dependingontheexactsituation,assistancemaybeavailablefromATC
regardinginformationsuchaspresenceofotheraircraftandsafeheadings.In
Commencetheprocedurewithattentiontotheoptimumrelightspeedwithout
starterassistwhichisinitially(
:300kt/.82M)
(A346:270kt)
.Ifthereis
norelightwithin30seconds,theQRH/ECAMordersenginemasterofffor30
secondsandthenonagain.Thisistopermitventilationofthecombustion
chamber.Withoutstarterassist,allenginemasterswitchesmaybeselectedon
StarttheAPUbelowFL250.BelowFL200,attemptanenginerelightusingAPU
bleedforstarterassist.
WhenusingAPUbleedforstarterassist,onlyoneengine
mustbestartedatatime.Theoptimumspeedforstarterassistisgreendot,
whichisnotdisplayedonthePFD.Consequently,usetheoptimumspeedwith
APUbleedavailablefromthechecklistuntiltheQRHPart4canbeconsultedto
FCTM
Non-normal Operations
FCTM
8.90.1
ShouldasingleFMGCfailureoccur,theAP/FDontheaffectedsidewill
disconnect.It
possibletorestoretheAP/FDusingtheotherFMGC.The
A/THRremainsengaged.Furthermore,flightplaninformationontheNDand
berecoveredbyusingtheFMswitching
toestablishFMGCSINGLE
ItispossibletorestoreAP/FDandA/THR
WithoutAP/FDandA/THR,deselecttheFDpbs.
SelectTRK/FPAtoallowthe
FPVandbluetrackindextobedisplayed.Movethethrustleverstorecover
manualthrust,
selectNAVB/UPontheMCDUMENUpagetoestablishbackup
andusetheRMPstotunethenavigationaids.RefertotheQRHfor
FCTM
INTENTIONALLY
BLANK
8.80.1
REV 1 (6 JUN 05)
LANDING WITH NON-NORMAL GEAR
FCTM
Reverse side blank
Non-normal Operations
Thefollowingsummarisestheconditionoftheaircraftfollowingthepossible
WithaHYDB+Yfailure,thestabiliserandmostofthespoilersarelost.
TherewillbenoNWS,asthelandinggearwillhavebeenextendedusing
thegravitysystem(toprotectthegreensystemintegrityfortheflight
controls).Duetothelossofthestabiliserandthepartiallossofspoilers,
VLSisincreasedby10kt.However,theelevatorsstilloperatenormally
andautotrimisstillavailablethroughtheelevator.Normalbrakingis
WithaHYDG+Bfailure,theslats,mostspoilers,theleftelevator,the
innerailerons,normalandalternatebraking,anti-skidand(
NWS)arealllost.Brakingisonlyavailableusingthebluesystem
accumulator.Ifthisfailureoccursbeforeanyslathasbeenselected,a
longrunwaywillberequired.Afterstopping,theparkingbrakemaybe
WithaHYDG+Yfailure,theflaps,mostspoilers,therightelevator,outer
ailerons,normalbrakingandNWSarelost.Again,ifthisfailureoccurs
beforeanyflaphasbeenselected,alongrunwaywillbeneeded.Braking
ThePNFshouldnotethecalculatedVAPPspeedandlandingdistance.The
tableintheQRHgivesincrementsfordifferentslat/flapconfigurationsanditis
FCTM
8.70.1
Singlehydraulicfailureshaveverylittleeffectonthehandlingoftheaircraftbut
causeadegradationofthelandingcapabilitytoCat3Single.However,double
ExtensiveECAMprocedureswithassociatedworkloadandtask-sharing
Theelectricalpumpssupplyonlylimitedpowerandshouldnotbeusedto
replacetheenginedrivenpumpstosupplytheflightcontrolsastheycannot
coveranyhightransientdemands.Consequently,aircrafthandlingcouldbe
degradedduetoflightcontrol“jerk”.Asageneralrule,donotselecttheELEC
TheRATisdesignedtosupplytheEmergencyGeneratorandflightcontrols
usingthegreenhydraulicsystem,andcancoverhightransientdemands.
However,theRATflowissignificantlylessthananenginedrivenpumpflowand
isdependentontheaircraftspeed.TheRATmaystillpressurisethegreen
hydraulicsystemeveninthecaseofLOLVL.Itmustnotbeusedincaseof
greenhydraulicsystemoverheat.Atlowspeed,theRATstalls.Consequently,
Adoublehydraulicfailureisanemergencysituation,withLANDASAPdisplayed
inred.DeclareaMAYDAYtoATCandlandassoonaspossible,however
FCTM
Non-normal Operations
DESTINATION
FCOM 3.04.28 refers.
ADVOIDANCE OF NON-STANDARD FUEL DISTRIBUTIONS ON
ARRIVAL
FCOM 3.04.28 refers.
AVOIDANCE OF FUEL INDUCED WING ICING ON ARRIVAL
FCOM 3.04.28 refers.
FCTM
8.60.1
FUEL LEAK
Alifethatwillbeendangeredunlessimmediatemedicalattentionis
Atimecriticalin-flightsituationthatrequiresanimmediatediversionand
Theplanningandexecutionofanoverweightlandingrequiresgoodjudgement
FCTM
Non-normal Operations
TheFlightEnvelopecomputercomputesCGasafunctionoftheTHSposition,
andthisvalueisusedtomonitortheFCMC-computedCGandtriggertheAFT
FCTM
8.50.3
TheQRHNOFLAPSNOSLATSLANDINGchecklistisarelativelysimple
procedure.However,moredistanceisrequiredformanoeuvring.Duringthe
approachtheaircraftpitchattitudeishigh,increasingtheriskofatailstrike.
Consequently,onlymakeasmallpitchadjustmentintheflaretoreducetherate
ofdescentpriortoapositivetouchdown.Duetothehightouchdownspeed,
avoidaprolongedfloat.Theuseof(
:MED)
(A346:3/4)
autobrakeis
Duringtheapproachbriefing,emphasisetheconfiguration,callstobemadeand
speedstobeflownintheeventofamissedapproach.Attheacceleration
altitude,useselectedspeedtocontroltheaccelerationtotherequiredspeedfor
Considerthefuelavailableandtheincreasedconsumptionassociatedwitha
diversionwhenflyingwithflapsand/orslatsjammed.Cruisealtitudeislimitedto
TheF/CTLELEVREDUNDLOSTprocedure,whichistriggeredincaseofdual
failuresaffectingtheflightcontrols,isdesignedtopreparetheaircraftforathird
relatedfailurewhichwouldresultinthesimultaneouslossofoneorboth
elevatorsandsomeailerons.Theprocedurehastwoentrypointsdependingon
Inanticipationofathirdfailurethatwouldresultinthelossofbothelevators,the
Ifathirdfailurewouldresultinthelossofonlyoneelevator,thereisnoaileron
FCTM
Non-normal Operations
canbeslightlyconfusingbutisdesignedtoallowtheextensionoftheflaps/slats
totherequiredlandingconfigurationwhilecontrollingthespeedinasafe
manner.Thisisparticularlyrelevantatheavyweights.Thepaperchecklist
appearstocircumventnormaluseoftheECAMprocedureassociatedwiththe
initialslatslockedmessage.However,itsintentistoresolveallSFCCissues,
ratherthanjusttheinitialslatsSFCCissueandthusmorequicklyidentifythe
achievablelandingconfiguration.UsethelowerofVFENextorPlacardSpeed.
(VFENextonthePFDandplacardspeedsareidentical,exceptforFlap2where
thePFDinitiallydisplaysVFENEXTforCONF1*againstaplacardspeedfor
CONF2).Thespeedreductionandconfigurationchangesshouldbecarriedout
ThefollowingscenarioonanA333assumesafailurewiththeslatslocking
FCTM
8.50.1
Non-normaloperationoftheflapsand/orslatsmaybeduetooneofthefollowing
Non-normaloperationoftheflapsandslatshassignificantoperational
consequencessincethecontrollawsmaychange.Theattitudeonapproach
changes,approachspeedsandlandingdistancesincreaseandthego-around
proceduremayhavetobemodified.Themostsignificantfailureisadouble
SFCCfault,whichleadstonotonlythelossofAPandA/THRbutalsoa
FCTM
Non-normal Operations
Fire Protection
CARGO SMOKE
Ontheground,smokewarningsmaybetriggeredduetohighlevelsofhumidity
orfollowingsprayingofacompartmenttocomplywithquarantineregulations.If
aSMOKEwarningoccursonthegroundwithcargocompartmentdoorsopen,do
notimmediatelydischargetheextinguishingagentwithoutfirstorderingthe
groundcrewtoinvestigateandeliminatethesmokesource.Ifthewarningis
FCTM
8.40.1
Fireand/orsmokeinthefuselagepresentthecrewwithpotentiallydifficult
situations.Notonlywilltheyhavetodealwiththeemergencyitself,butalsothe
passengersarelikelytopanicshouldtheybecomeawareofthesituation.Itis
essentialtherefore,thatactiontocontrolthesourceofcombustionisnot
FCTM
INTENTIONALLY
BLANK
8.30.3
PresstheLANDRECOVERYpbpriortocommencingtheapproach.Thisallows
therecoveryofanumberofsystemsrequiredforlanding,e.g.ILS1,SFCC1,
LGCIU1
(andA333:BSCU1,LHWHC1,LHLandingLight)
.Italsoshedsa
numberofsystemsthatarenolongerrequired,e.g.theoperativefuelpump(s)
Duringtheapproach,thecharacteristicspeedsmaynotbedisplayedonthePFD
andcanbeextractedfromtheQRHpriortodescent.Onlyrawdataisavailable
fortheapproach.Thelandinggearisextendedusingthegravitysystemto
preventfluctuationsinthegreenhydraulicsystemwhilsttheEmergency
Generatorisoperating,therebypreventingitfrompossiblydisconnecting.
Consequently,asthedoorsremainopen,theNWSisnotavailable.Whenthe
gearisextended,theaircraftrevertstoFlareLaw(Direct)and"USEMANPITCH
TRIM"isdisplayedonPFD1.Thrustreversersautobrakeandantiskidarenot
IftheRATpowerstheEmergencyGenerator,theavailablesystemsarefurther
reducedandtherequirementtolandismoreurgent.Ofparticularnoteisthat
thereisnopitchtrim,noruddertrim,noFMGC1andnoAP1.Uponselecting
LANDRECOVERY,onlytheslatchannelofSFCC1isrecovered,sotheflaps
arenotavailableforthelanding.Atslatextension,theEmergencyGeneratoris
WhenELECEMERCONFIGoccurs,theLANDRECOVERYACandDC
BUSESareinitiallyshedandwillremainsheduntiltheLANDRECOVERYpbis
selectedON.Thisistrueevenifnormalelectricalconfigurationisrestored.
Consequently,afterrestoringnormalelectricalpower,theLANDRECOVERYpb
FCTM
Non-normal Operations
OnlyPFD1isavailable.TheAPwilldisengagewhenthefailureoccursbutAP1
canbereengagedonthe
iftheEMERGENispoweredbyanEDP.As
thereisnoAPavailableinthisconfigurationintheA340,theCaptainmusttake
controlandflytheaircraftmanually.TheA340aircraftisoutoftriminrolldueto
rightoutboardaileronupfloat,causedbynopowerbeingavailabletoPrim3or
Sec2,andneitherpitchtrimorruddertrimisavailable.TheaircraftisinALTN
law(
duelossofslat/flapposition;A340duelossof2ADRs).
Consequently,paycloseattentiontobankangleandheading.
:isin
N1degradedmode.Onceasafeflightpathisestablishedandtheaircraftis
Itisimportanttocorrectlyidentifythefailure,asitispossibletoconfuse
EmergencyElectricalConfigurationwithanAllEngineFlameout.Therefore,itis
veryimportantthattheECAMtitleisreadaccuratelybeforestartingtheECAM
actions.Theprocedureislengthyandcomplicatedand,asonlyoneECAM
displayisavailable,disciplineduseoftheECPisessential.FCTMCh2refers.
AlthoughtheECAMdisplaysLANDASAPinred,itisunwisetoattemptan
approachatapoorlyequippedairfieldinmarginalweather.Considerthepower
sourcefortheEmergencyGeneratorastheemergencygeneratoroutputs
approximatelytwiceasmuchelectricalpowerwhenpoweredbytheEDP.The
one)
(A346:two)
fuelpump(s)is/arepoweredandthecross-feed(s)
FCTM
8.30.1
TheEmergencyElectricalConfigurationistriggeredbythelossofallAC
busbars.ThisresultsintheautomaticengagementoftheEmergencyGenerator,
drivenbytheGreenhydraulicsystemandpoweredbyeithertheEngineDriven
Pump(EDP)ortheRAT,dependinguponthecauseofthefailure.Itismost
unlikelythatthisconfigurationwilleverbeencountered,butbeawarethat
workloadisimmediatelyincreasedinEmergencyElectricalConfiguration,The
handlingofthisfailureisreferredtoasa"complexprocedure".Asummaryfor
handlingtheprocedureisincludedintheQRH,whichshouldbereferredtoupon
EMER GEN Powered by EDPEMER GEN Powered by RAT
EMER GEN Powered by EDPEMER GEN Powered by RAT
FCTM
Non-normal Operations
InthecruiseanencounterwithCAT,windshear,orstandingwavesmaycause
thespeedtoincreaserapidly.Therecommendedtechniqueforrecoveryisto
initiallyselectalowerspeedontheFCU,butnotbelowgreendot.Thiswillhave
theeffectofcommandingtheautothrustsystemtoreducethethrust,whichmay
IftheaircraftacceleratesaboveVMO/MMOandtriggersthehigh-speed
protectiontheautopilotwilldisengageandthehigh-speedprotectionwillprovide
anose-uporder.IfVMO/MMOisexceededsignificantlytheassociated
overspeedauralwarningmayhaveoverwhelmedtheautopilotdisconnectaural
Thepilotshouldnotpitchuptoreducespeed,butshouldattempttomaintainthe
cruisealtitudebymakingsmoothinputsonthesidestick.Theautothrustsystem
willbereducingthethrust,anditshouldnotbenecessarytodisconnectthe
autothrust.Itispreferabletoleavetheautothrustengagedtoreduceworkload
oncethecauseoftheoverspeedispassed.Inextremecasesthespeedbrakes
Whenbelowthehigh-speedprotectionrange,checkautopilotengagement
FCTM
8.20.15
Inalternateanddirectlaws,anauralstallwarning“STALL,STALL,STALL”
soundsatlowspeeds.Recoveryisconventional.Applythefollowingactions
FCTM
Non-normal Operations
AsTOGAisselected,PFcalls“GoAround,Flaps1,GearUp”.Thesedirectives
Pitchcontrolwillresumethenormalloadfactorlawifthestickispushedforward
ofneutral,butwillre-enteralphaprotectionifthestickisreleasedwiththe
indicatedairspeedstillbelowV
PROT.Consequently,toexitalphaprotection
ThePFDshowstherecoveryclearly,becausetheindicatedspeedwillbeabove
theblackandamberstripwhenoutofalphaprotection.Whennolongerinalpha
protection,increasespeedaboveVLS(topoftheamberstrip)assoonasother
Alphafloorwillnormallybetriggeredjustafteralphaprotectionisentered,and
TOGAthrustwillbeappliedautomatically.Torecovertoanormalflight
condition,alphaprotectionshouldbeexitedbyeasingforwardonthesidestick,
asdescribedabove.The“alphafloor”thrustconditionshouldbecanceledby
usingtheA/THRdisconnectpushbuttononeitherthrustleverassoonasasafe
FCTM
8.20.13
Controloftheaircraftismorecomplicatedfollowingthelossoftwoenginesona
singlewing.Thecriticalfactorisspeed,whichmustnotreducebelowVMCL-2
(157kt)untillandingisassured.VLSdisplayedonthePFDwillneverbelower
thanVMCL-2.SpeedreductionbelowVMCL-2ispermissibleoncelandingis
Autothrustisdisconnectedoncestabilisedonfinalapproach.AttheCommit
Altitudewiththelandingassured,speedmaybereducedtonormalVAPP.Inthe
caseoftwoenginesinoperativeonthesamewing,VAPPwillbebelowtheVLS
displayedonthePFD(VMCL-2),e.gbasedontheMCDUVLSincaseoflossof
twoenginesonthesamewing.SpeedreductionbelowVMCL-2isacceptableat
thisstage,asVMCL-2isbasedontheuseofTOGAthrustontheremaining
engines,andadequatemarginsremainatnormalapproachspeedsandthrust
IfalandingisnotassuredbytheCommitAltitude(orimmediatelypriortoL/G
extensionwithengines1and4inoperative),thenago-aroundshouldbe
TOGAthrustshouldbeselected.AtcertainweightsandCGpositions,itmaynot
bepossibletosatisfythe
FCTM
Non-normal Operations
Aoneengineinoperativego-aroundissimilartothatflownwithallengines
operating.OntheapplicationofTOGA,ruddermustbeappliedpromptlyto
General
Forthelossofanytwoenginesfromoppositewings,VLSontheMCDUand
PFDislimitedtoVMCL(
A343:125kt)
(A346:132kt
).Thelossofengines1and
4doesnothaveamajoreffectoncontrol,howeverwithoutthegreenhydraulic
FCTM
8.20.11
Autolandisavailablewithoneengineinoperative.MaximumuseoftheAP
Ifanautolandisnotpossible,e.g.duetoairportequipmentlimitations,flya
manualapproach.Amanualapproachandlandingwithoneengineinoperative
isconventional.Useruddertrimtokeepthesideslipindicationcentred.The
sideslipindicationremainsyellowaslongasN1ontheremainingengine(s)is
below80%
Withflapselectedandthrustabove
80%N1,theindicatorchanges
totheengine-outmodeblue
Acirclingapproachwithoneengineinoperativerequiresthedownwindlegtobe
flowninCONF3,withlandinggearextended.Inhotandhighconditions,the
aircraftmaynotbeabletomaintainlevelflightinCONF3withlandinggear
down.Inthiscase,landinggearextensionshouldbedelayeduntilleavingthe
circlingaltitude.Untilthegearislockeddownanddependingonthecircling
altitude,itispossibletoreceivetheL/GGEARNOTDOWNECAMwarning
(below750ftRA)oraGPWS“TOOLOWGEAR”(below500ftRA).However,
withaminimumcirclingaltitudeof1000ftAALitisunlikelythatthisproblemwill
FCTM
Non-normal Operations
Operating Techniques
Standard Strategy (Long Range Strategy)
FCTM
8.20.9
Proceedasabove.IfthefailureoccursaboveV2however,theSRSwill
commandanattitudetomaintainthespeedatwhichthefailureoccurred.Inany
FCTM
Non-normal Operations
Whenanenginefailureoccursaftertake-off,noiseabatementproceduresno
FCTM
8.20.7
ForaFLEXtake-off,selectingtheoperatingengine(s)toTOGAprovides
anadditionalperformancemargin,butisnotareducedthrusttake-off
certificationrequirement.TheapplicationofTOGAveryquicklyprovidesa
largethrustincrease.However,thiscomeswithasignificantincreasein
yawingmomentandanincreasedpitchrate.TheselectionofTOGA
ALT/NAVmodechangesmayoccurifTOGAisselectedaftertheALTpb
FCTM
Non-normal Operations
IfanenginefailsafterV1thetake-offmustbecontinued.Stabilisetheaircraftat
thecorrectpitchattitudeandairspeedandestablishcorrecttrackingpriortothe
Theuseoftheautopilotisstronglyrecommended.Followinganenginefailure,
trimouttherudderforcespriortoautopilotengagement.Thisrequires
Ontheground,usetherudderconventionallytomaintaintheaircraftonthe
FCTM
8.20.5
Case123456789
--
305535
--
450+250
250+160+470+275
--
3550325
320+230+480+190+1000
Asuccessfulrejectedtake-off,atornearV1,isdependentupontheCaptain
FCTM
Non-normal Operations
Operating Techniques
FCTM
8.20.3
Duringtherejectedtake-off,theFirstOfficermonitorsandcalls"Spoilers,Rev
Green,Decel"asappropriateand"70kt"duringdeceleration.Itisimportantto
Ifthetake-offisrejectedpriorto72kt,thespoilerswillnotdeployandthe
Iftheautobrakeresponsedoesnotseemappropriatefortherunway
Iftheautobrakeisunserviceable,theCaptainshouldsimultaneouslyapply
Ifnormalbrakingisinoperative,immediatelyselecttheA/SKID&N/W
(A346:A/SKID)
switchtoOFFandmodulatebrakepressureas
Donotattempttocleartherunwayuntilitisabsolutelyclearthatan
evacuationisnotnecessaryandthatitissafetodoso.Iftheaircraft
FCTM
Non-normal Operations
Toassistinthedecisionmakingprocess,thetake-offisdividedintolowandhigh
speedregimes,with100ktbeingchosenasthedividingline.Thespeedof100
ktisnotcritical,butwaschoseninordertohelptheCaptainmakethedecision
andtoavoidunnecessarystopsfromhighspeed.Below100kt,theCaptain
shouldseriouslyconsiderdiscontinuingthetake-offifanyECAMwarningis
activated.Above100ktandapproachingV1,theCaptainshouldbe“go-minded”
andonlyrejectthetake-offintheeventofamajorfailuresuchasafirewarning
orseveredamage,suddenlossofthrust,anyindicationthattheaircraftwillnot
flysafely,orifanECAMwarningoccurs.
ExamplesofECAMwarningsthatmay
occurareENGorAPUFIRE,ENGFAIL,CONFIG,SIDESTICKFAULT,
REVERSERUNLOCKED,andL+RELEVFAULT
Ifatyrefailswithin20ktof
FCTM
8.20.1
Ifanenginefailureoccursatlowspeed,theresultantyawmaybesignificant,
leadingtorapiddisplacementfromtherunwaycentreline.Forthisreason,itis
essentialthattheCaptainkeephishandonthethrustleversoncetake-offthrust
FCTM
Non-normal Operations
Theactuallandingdistanceismeasuredfrom50ftabovetherunwaysurface
IfanemergencyprocedurecausesLANDASAPtoappearinredonthe
Followingthefailureofanengineonatwin-enginedaircraft,anemergency
situationexistsandtheCaptainshalllandatthenearestsuitableairfield.The
FCTM
8.10.3
1.WhencomputingVAPP,windcorrectionisnormally1/3ofthetower
headwindcomponent.If
VLS20kt,then
VLS+wind
correctionshouldnotexceed20kt.Nowindcorrectionshouldbeappliedif
2.EnsureCONFFULLisselectedforthelandingconfigurationwhenusing
IftheQRHdoesnotrequirea
VREF,thenproceedasfornormaloperations
FCTM
Non-normal Operations
General
LANDING DISTANCE PROCEDURE
Shouldafailureoccurwitha“LDGDISTPROCAPPLY”actiondisplayedonthe
ECAMSTATUSpage,thepilotshouldentertheLDGCONF/APPSPD/LDG
DIST/CORRECTIONSFOLLOWINGFAILUREStableinQRHPart2to
Somefailures(typicallyslatorflap)increasetheVLS.Inthiscase,the
VLSdisplayedonthePFDtakesintoaccounttheactualconfiguration.
Forsomeotherfailures,thereisarequirementtoflyatspeedhigherthan
VLStoimprovethehandlingcharacteristicsoftheaircraft.Inthiscase,
ECAMprovidesaspeedincrement,called
VLS,whichisdisplayedonthe
STATUSpage.ThisspeedincrementistobeaddedtotheVLSdisplayed
Inordertopreparetheapproachandlanding,thepilotneedstoknowVAPPin
advance.TheappropriateVLSisnotnecessarilyavailableatthattimeonthe
FCTM
8.10.1
Thischapterhighlightstechniquestobeusedinsomenon-normaloperations.
Someoftheproceduresdiscussedinthischapteraretheresultofdoubleor
triplefailures.Whilstitisveryunlikelythatanyofthesefailureswillbe
encountered,itisusefultohaveabackgroundunderstandingoftheeffectthat
theyhaveonthehandlingandmanagementoftheaircraft.Inallcases,handle
Inthecaseofenginefailure,withoutanyrestrictionincludingautolandor
Incaseofotherfailures,downto500ftAGLinallmodes,howevertheAP
hasnotbeencertifiedinallconfigurationsanditsperformancecannotbe
guaranteed.IftheAPisusedinsuchcircumstances,remainvigilantand
bepreparedtodisconnecttheAPiftheaircraftdeviatesfromthedesired
Monitoringandcross-checkingareessentialcomponentsofeffectiveprocedures
andremainprimarytasksforallcrewmembers.ThePFshallmonitorall
FCTM
Non-normal Operations
Fire Protection...............................................................................................8.40.1
Smoke...........................................................................................................8.40.1
Cargo Smoke................................................................................................8.40.2
Non-Normal Flaps/Slats Configuration..........................................................8.50.1
Elevator Redundancy Lost............................................................................8.50.3
Fuel Leak.......................................................................................................8.60.1
FCTM
8.00.1
Preface..........................................................................................................8.10.1
Use Of Autopilot............................................................................................8.10.1
Monitoring And Cross-Checking....................................................................8.10.1
Memory Items................................................................................................8.10.1
Landing Distance Procedure.........................................................................8.10.2
)..........................................8.20.12
Recovery From Alpha Protection And Alpha Floor......................................8.20.14
Stall Recovery.............................................................................................8.20.15
Recovery From High Speed Protection.......................................................8.20.15
Emergency Electrical Configuration..............................................................8.30.1
FCTM
INTENTIONALLY
BLANK
FCTM Presentation
TheFCTMdescribeshowtooperatetheAirbuswithdescriptionsofoperational
techniques.Italsoincludesbackgroundinformationofamoretechnicalnature
forreference.Someofthechaptershaveapreface,describingthechapterin
FCTM
General Information
General
OPERATIONAL PHILOSOPHY
FCTM
2.10.1
ThischapterprovidesthefollowinggeneralinformationonAirbusdesign
FCTM
General Information
General..........................................................................................................2.60.1
Normal Law...................................................................................................2.60.1
Alternate Law..............................................................................................2.60.10
Direct Law...................................................................................................2.60.11
Backup System...........................................................................................2.60.11
Abnormal Attitude Law................................................................................2.60.12
General..........................................................................................................2.70.1
Manual Thrust Control...................................................................................2.70.1
Autothrust......................................................................................................2.70.2
Autothrust Operational Aspects.....................................................................2.70.5
General..........................................................................................................2.80.1
Information Presentation...............................................................................2.80.1
Practical Uses Of The FPV...........................................................................2.80.2
FPV Considerations......................................................................................2.80.4
FCTM
2.00.1
Preface..........................................................................................................2.10.1
Manual Structure...........................................................................................2.10.1
Operational Philosophy.................................................................................2.10.2
General..........................................................................................................2.20.1
AP And A/THR Disconnect............................................................................2.20.1
Flight Mode Annunciator...............................................................................2.20.2
Reversion And Automatic Speed Protection Modes.....................................2.20.2
Triple Click.....................................................................................................2.20.3
Interface........................................................................................................2.20.3
FCU Handling................................................................................................2.20.3
Flight Directors..............................................................................................2.20.3
Non-normal Configurations...........................................................................2.20.4
General..........................................................................................................2.30.1
Flight Phase Specific Pages..........................................................................2.30.2
ECAM Handling.............................................................................................2.30.2
Use Of Summaries........................................................................................2.30.9
Crew Resource Management (CRM)............................................................2.40.1
Threat And Error Management (TEM)...........................................................2.40.1
Callouts.........................................................................................................2.50.1
Standard FMA Callouts.................................................................................2.50.1
Standard Phraseology...................................................................................2.50.1
FCTM
2.60.7
Onmostcommercialaircraft,themaximumloadfactorrangeis2.5g/
1gclean
and2g/0gwithslatsand/orflapsextended.Theloadfactorprotectionis
designedtomaintaintheaircraftwithintheselimitswhileallowingthecrewto
Oncommercialaircraft,highloadfactorsaremostlikelytobeencounteredwhen
thepilotrespondstoaGPWSwarning.Airlinepilotsarenotaccustomedtousing
FCTM
General Information
Thesefeaturesareaerodynamicprotections.Additionally,therearethreeenergy
WiththeA/THRengaged,theaircraftwillnotdeceleratebelowVLS
FCTM
2.60.5
Ifthepilotmaintainsthebackpressure,AlphaFloor(coveredbelow)willactivate.
IfthepilotdisconnectstheA/THRwhilemaintainingfullbackstick,AlphaMax
maybereached.ThespeedwhichequatestoAlphaMax(V
MAX)isdisplayed
asthetopoftheredstriponthePFDspeedscale.AlphaMaxiscloseto,but
shortofthe1gstall.WhenflyingatV
MAX,thepilotcanmakegentleturnsif
necessary.Inturbulence,airspeedmayfalltemporarilybelowV
MAXwithout
FCTM
General Information
Toperformtheflareandlanding,theflightcontrolsneedtoberesponsiveand
linear.Thereforeonreaching100ftontheapproachthepitchlawismodifiedto
beafullauthoritydirectlawwithnoauto-trim.Anosedowntermisintroduced
whichrequiresthepilottomaintainabackpressureonthesidesticktoachievea
progressiveflare,asinaconventionalaircraft.Aftertouchdown,thecontrollaw
However,itisimportanttorememberthatthenormalflightenvelopeisdefined
asVLStoVMO/MMO.Pilotsshouldnotdeliberatelyflyataspeedoutsideofthe
Thehighangleofattack(AOA)protectionallowsthepilottoconsistentlyachieve
Thefollowingdescriptionillustratesasequenceofeventsthatwouldleadtothe
FCTM
2.60.3
Inroll,whenaninputismadeonthesidestick,theflightcontrolcomputers
FCTM
General Information
Inpitch,whenaninputismadeonthesidestick,theflightcontrolcomputers
FCTM
2.60.1
TheAirbusflightcontrolsurfacesaremovedbycommandsfromseveralflight
controlcomputersinresponsetopilotinput.Thissystemisreferredtoas
FCTM
INTENTIONALLY
BLANK
2.50.1
Avoidcasualandnon-essentialconversationduringcriticalphasesofflight,
particularlyduringtaxi,take-off,approachandlanding.ThePFmakescallouts
basedonFMAchangesappropriatetotheflightmode.ThePNFverifiesthe
conditionfromtheFMAandacknowledges.IfthePFdoesnotmaketherequired
FCTM
Reverse side blank
General Information
Effectivemonitoringrequiressensibleworkloadmanagementtoensurethatthe
PNFisnotoverloadedatacriticalphaseofflight.Thismayinvolvedelaying
certaintaskstoamoreappropriatetime(Aviate,Navigate,Communicate).
EffectivemonitoringalsoinvolvesthesharingofamentalmodelwiththePNF.
Thisprincipleisknownascommunicationofintent.Initssimplestform,
communicationsofintentisachievedthroughtheC-TWOdepartureandarrival
AllcrewmembershavetheresponsibilitytoadvisetheCommanderanytime
thatanunsafeorpotentiallyunsafeconditionexists.Thefollowingstrategyis
Supportivestatement:expresspersonalconcern,usingstandardcallsif
FCTM
2.40.1
Crewresourcemanagementistheapplicationofteammanagementconcepts
andtheeffectiveuseofallavailableresourcestooperateaflightsafely.In
additiontotheaircrew,itinvolvesallothergroupswhoareinvolvedinthe
decisionsrequiredtooperateaflight.Thesegroupsinclude,butarenotlimited
to,aircraftdispatchers,flightattendants,maintenancepersonnelandairtraffic
Throughoutthismanual,techniquesthathelpbuildgoodCRMhabitpatternson
theflightdeckarediscussed.Situationalawarenessandcommunicationsare
stressed.Situationalawareness,ortheabilitytoaccuratelyperceivewhatis
goingonintheflightdeckandoutsidetheaircraft,requireson-goingquestioning,
Itisimportantthatallflightdeckcrewidentifyandcommunicateanysituation
thatappearsunsafeoroutoftheordinary.Experiencehasproventhatthemost
FCTM
General Information
ECAM Philosophy And Use
QRH Summary Sequence
FCTM
2.30.9
ThesummariesconsistofQRHprocedures.Theyhavebeencreatedtohelpthe
crewhandletheactionsassociatedwithcomplexfailuresthatinvolve
FCTM
General Information
ECAM Philosophy And Use
FCTM
2.30.7
REV 1 (6 JUN 05)
Example Of Crew Coordination And Crosschecking
FCTM
General Information
Allscreensareidentical,providingredundancyeitherautomaticallyorby
switching.Thevariousoptionstoallowswitchingofscreensintheeventof
FCTM
2.30.5
ECAMproceduresandSTATUS,supplementedbyacheckonthePFD/NDare
sufficientforhandlingthefault.Iftimepermits,andwhenECAMactionshave
TheSTATUSpageisautomaticallyrecalledduring
Mostfailuresarestraightforwardandshouldnotpresentanydifficultywhen
handlingtherelatedECAMprocedure.Somefailures,however,canproduce
multipleECAMproceduresandinthesecasesthefollowingpointsshouldbe
FCTM
General Information
ThePFshallmonitorallECAM/checklistactions.Actionsassociatedwith
FCTM
2.30.3
WhentheECAMdisplaysawarningorcautionthefirstpriorityistomaintaina
safeflightpath.ThesuccessfuloutcomeofanyECAMprocedureisdependent
ontheprecisereadingandactioningoftheprocedure,maintenanceofcorrect
tasksharinganddeliberatemonitoringandcross-checking.Itisimportantto
Incaseofafailureduringtake-off,approachorgo-around,ECAMactions
shouldbedelayeduntiltheaircraftreachesatleast400ftAALandis
stabilisedonasafetrajectory.However,anyauralwarningshouldbe
cancelled using the MASTERWARN pb.
ThePFistoflytheaircraft,navigateandcommunicate.TheuseoftheAP
ThePNFistodealwiththefailureoncommandofthePF.Heis
responsibleforreadingaloudandexecutingtheECAMorchecklist
actions,whichincludesmanipulationofthrustleversandenginemaster
ECAMactionsmaybestoppedbythePFatanytime,ifotherspecific
actionsmustbeperformed;e.g.normalchecklist,applicationofanOEB,
FCTM
General Information
TheECAMcontrolpanelisdescribedinFCOM1.31.30.Theoperationaluseof
TheEMERCANCpbmaybeusedtocancelanycautionsthatare
considerednuisancecautions,oraredisplayedasaresultofan
acceptabledefectwiththeaircrafthavingbeendispatchedundertheMEL.
ThisisindicatedontheSTATUSpageundertheCANCELLEDCAUTION
TheRCLpbisusedtoeitherrecovercancelledcautionssuppressedby
theEMERCANCpbortoreviewwarningsorcautionswhichhavebeen
TheEMERCANCpbmayalsobeusedtoinhibitanyauralalert
associatedwitharedwarning,butitdoesaffectthewarningitselfonthe
OntheSD,somepagesarephasespecific,e.g.theWHEELpageis
automaticallydisplayedafterenginestart.TheCRUISEpageisnotselectable
butiscontinuouslydisplayedfrom1500ftaftertake-offtolandinggearextension
unlessawarningorcautionisdisplayed,orasystempagehasbeenmanually
TheTake-offandLandingmemosareonlydisplayedattheappropriatetime.
ThefinalitemoneithertheBeforeTake-offchecklistortheLandingchecklistis
toconfirmthatnoblueitemispresentonthememo,whichwouldindicatethata
particularactionhadnotbeencarriedout.Beforeresponding"noblue",ensure
thatthecorrectmemoisdisplayedbyreferencetothememotitle,i.e.T.O.or
LDG.Incertaincircumstances,e.g.abasetrainingcircuit,theLDGMEMOwill
notautomaticallyappear.Inthiscase,thePNFshallreadtheFINALITEMS,
includingeachitemofexpandedLDGMEMO,fromthechecklistwhenthe
WhencarryingoutECAMprocedures,bothpilotsmustbeawareofthepresent
display.Beforeany“clear”action,bothpilotsshallcrosschecktheECAMdisplay
toconfirmthatnoblueactionlinesremainthatcanbeeliminatedbydirect
action,otherthanthoseactionsthatarenotsensedbyECAM,e.g.thrustleverat
FCTM
2.30.1
TheECAMmonitorsanddisplaysallinformationconcerningaircraftsystemsas
wellassystemfailures.Itisasystemwhich,throughtextandgraphicdisplays,
Memoshouldbe
included in the pilots routine scan.
ECAMwarnings
intheeventofafailure,theE/WDdisplayscrew
actionsnecessarytodealwiththefailure,replacingthetraditional
QRH.Whenthecorrectactionhasbeencarriedouttheapplicable
lineoftheECAMchecklistwill,onmostoccasions,becleared.
However,beawarethatnotallactionlinesareclearedbycarrying
theSTATUSpageprovidesanoperationalsummaryofthe
aircraftsystemsatanystageoftheflightandspecificallyfollowinga
failure.IfSTSisdisplayedontheE/WD,theSTATUSpageis
automaticallydisplayedontheSDwhenFlap1isselectedforthe
FCTM
General Information
Withoneengineinoperative,theAPcanbeusedthroughouttheentireflight
Innon-normalconfigurations,e.g.noflapsornoslats,theAPcanbeuseddown
to500ftAALonapproach.Insuchcases,bereadytointervenemanuallyshould
FCTM
2.20.3
TRIPLE CLICK
The“tripleclick”isanauralalertdesignedtodrawthepilotsattentiontothe
FMA.TheFMAhighlightsamodechangeorreversionwithawhiteboxaround
ReversiontoCLB(OPCLB)mode,ifthepilotselectsaspeedontheFCU
InhibitionofV/Smodeengagement,ifthepilotpullstheV/Sknobwhilein
TheAPcanbehandledintwoways;"selected"forshort-termguidanceand
"managed"forlong-termguidance.Short-termguidanceappliestoactionsthat
arecarriedoutbythepilotontheFCU,e.g.inresponsetoanATCinstruction.
Long-termguidanceappliestoinstructionsthathavebeenprogrammedintothe
This ensures that the A/THR, if active, will operate in SPEED mode.
FCTM
General Information
TheFMAislocatedatthetopofthePFDscreens.Itisdividedinto5columns
whichindicatetheoperationalmodesoftheAP,A/THRandFD.Thecolumns
ModechangesontheFMAarecalledbythePF,thencross-checkedand
Asameansofattractingthecrew'sattentiontoachangeontheFMA,awhite
boxisdisplayedfor10secondsaroundeachnewannunciation.Inthecaseofa
modereversion,e.g.LOC/GStoHDG/V/S,theboxisdisplayedfor15seconds
AmodereversioniswhentheAPand/orA/THRmodeschangeautomaticallyto
ensuremodecompatibility.ThenewmodeisdisplayedontheFMAand
FCTM
2.20.1
Theautopilotisdesignedtoflytheaircraftwithinthenormalflightenvelope.It
canbeengagedshortlyaftertake-offandiscertifiedtoCat3Blimits.The
autopilotisengagedusingthepush-buttons(pbs)ontheFCUandshouldbe
Theautopilotautomaticallydisengagesiftheaircraftfliessignificantlyoutsidethe
WhentheAPisdisconnectedusingthetakeoverpbonthesidestick,theaudio
andvisualalerts(cavalrycharge,masterwarninglight,ECAMmessage)are
cancelledbyasecondpushofthesidestickprioritypb.Similarly,whenthe
A/THRisdisconnectedusingtheinstinctivedisconnectpbonthethrustlevers,
theaudioandvisualalerts(singlechime,mastercautionlight,ECAMmessage)
arecancelledbyasecondpushoftheinstinctivedisconnectpb.Inbothcases,
FCTM
1.10.1
TheaircraftmodelslistedinthetablebelowarecoveredinthisFlightCrew
Modelnumbersareusedtodistinguishinformationpeculiartooneormore,but
notalloftheaircraft.Whereinformationappliestoallmodels,noreferenceis
TheFlightCrewTrainingManualprovidesinformationandrecommendationson
1.FCTM Presentation.
2.General Information.
3.Pre-start, Start And Taxi.
4.Take-off And Initial Climb.
5.Climb, Cruise And Descent.
6.Holding And Approach.
7.Landing, Go-around & Taxi-in.
8.Non-normal Operations.
9.COMMS & NAV.
10.Training Guide.
Chapter2coversproceduresandtechniquesnotassociatedwithaparticular
manoeuvreorphaseofflight.Chapters3to7aretitledbyphaseofflightand
containinformationaboutaircraftoperationsinthatphaseincluding,where
appropriate,operationsinadverseweatherconditions.Chapter8covers
non-normalsituationsandmanoeuvresassociatedwithallphasesofflight.
Chapter9coversoperationalinformationonuseofcommunicationsand
navigationequipmentandTCAS.Chapter10containsfurtherinformationto
clarifystandardcall-outs,theCompanybriefingguideandvisualisationsofthe
FCTM
7.30.1
Thermaloxidationisacceleratedathightemperature.Therefore,ifthebrakes
absorbtoomuchheat,carbonoxidationwillbeincreased.Thisisthereasonwhy
thebrakesshouldnotberepeatedlycycledabove500°Cduringnormal
operation.Furthermore,afterheavybraking,theuseofbrakecoolingfanscould
increaseoxidationofthebrakesurfacehotspotsifthebrakesarenotthermally
equalised.Thermalequalisationisachievedabout5minutesafterthehigh
ReleasingtheParkBrakedoesnothaveasignificanteffectonbrakecooling.
FCTM
Reverse side blank
INTENTIONALLY
BLANK
7.20.3
Ifasecondapproachistobeflown,activatetheapproachphaseviathePERF
IftheALTNF-PLNisintheactiveF-PLNperformalateralrevision,preferablyat
theTOWPT,toaccesstheENABLEALTNprompt.OnselectingtheENABLE
ALTNprompt,thelateralmoderevertstoHDGifpreviouslyinNAV.Flythe
aircrafttowardsthenextwaypointusingHDGorperformaDIRTOtoengage
IftheALTNF-PLNisintheSECF-PLN,activatetheSECF-PLNandperforma
DIRTOasrequired.TheACTIVATESECF-PLNpromptwillonlybedisplayedin
IftheALTNF-PLNisnotstored,makealateralrevisionatanywaypointtoinsert
Arejectedlandingisdefinedasago-aroundmanoeuvreinitiatedafter
Oncethedecisionismadetorejectthelanding,committothego-around
FCTM
Reverse side blank
Landing, Go-around & Taxi-in
GATRKguidestheaircraftonthetrackmemorisedatthetimeofTOGA
selection.ThemissedapproachroutebecomestheACTIVEF-PLNprovidedthe
waypointshavebeencorrectlysequencedontheapproach.Thepreviouslyflown
approachisplacedbackintotheF-PLN.Ifasecondapproachisrequired,it
becomesavailablewhentheapproachphaseisre-activated.PushingforNAV
enablesthemissedapproachF-PLNtobefollowed.IfbothAPshadbeen
engagedpriortotheselectionofTOGA,thego-aroundwillbeflownwithboth
APsremainingengaged.Wheneveranyothermodeengages,AP2disengages.
TheFMGSmakesnopredictionsinthego-aroundphase.ConsequentlyCLB
FCTM
7.20.1
Failuretoexecuteago-around,whenrequired,isamajorcauseofapproach
andlandingaccidents.Asago-aroundisaninfrequentoccurrence,itis
importanttobe"go-aroundminded".Thedecisiontogo-aroundshouldnotbe
delayed,asanearlygo-aroundissaferthanonecarriedoutatthelastminuteat
FCTM
Landing, Go-around & Taxi-in
PHASERECOMMENDED
Phase(Expedite
Selectmaximum
Immediatelylowerthe
nosegearontothe
runwayandholdlight
forwardsidestick
Checkthe
speedbrakesdeploy
immediatelyafter
Theautobrakesystem
FCTM
7.10.21
PHASERECOMMENDED
Flyawell-executed
finalapproachwith
theaircraftpositioned
onglidepath,on
runwaycentrelineand
atthespeed
recommendedfor
Go-aroundifapproach
LO/2 or 3/4)
Autobrakeis
recommendedprovided
contaminationisevenly
Withacrosswind,do
notbemisledbythe
relativebearingofthe
runwayduetocrab
anglewhenbreaking
Donotfloatorallow
drifttobuildupduring
Userunwaylightingand
markingsasdrift
referenceindrifting
Atouchdowninacrab
establishesmaingear
crabeffectandactuates
theautospoilersandthe
Driftingsnowcanlead
toanillusionof
Withacrosswind,do
notde-crabpriorto
Accomplishapositive
touchdownasnearto
thecentrelineas
possibleat
approximately1,500±
Apositivetouchdown
improveswheelspinup
Decelerationonthe
runwayisaboutthree
timesgreaterthaninthe
air.Donotallowthe
Theaircraftshouldbe
flownpositivelyonto
therunwayevenifthe
Ifalongtouchdownis
FCTM
Landing, Go-around & Taxi-in
Duetothepotentialdirectionalcontrolproblemsassociatedwithlandingon
contaminatedrunwaysincrosswindconditions,thecrosswindlimitationsare
TheautomaticROLLOUTmode,hasnotbeendemonstratedonsnowcovered
oricyrunways.TheROLLOUTmodereliesonacombinationofaerodynamic
ruddercontrolandnosewheelsteeringtomaintaintherunwaycentrelineusing
localizersignalsforguidance.Onacontaminatedrunway,nosewheelsteering
effectivenessandthereforeaircraftdirectionalcontrolcapability,isreduced.Use
themorerestrictiveoftheautolandorcontaminatedrunwaylandingcrosswind
FCTM
7.10.19
Atermcommonlyusedtodescriberunwayconditionsiscoefficientoffriction.
FCTM
Landing, Go-around & Taxi-in
Whenlandingonrunwayscontaminatedwithice,snow,slushorstandingwater,
thereportedbrakingactionmustbeconsidered.TermsusedincludeGOOD,
FCTM
7.10.17
Operationsonslipperyorcontaminatedrunwayshaveasignificantimpacton
(A346:LO/2or3/4)
autobrakeisrecommendedwhen
landingonanevenlycontaminatedrunway.TheDECELlightontheAUTOBRK
FCTM
Landing, Go-around & Taxi-in
Landing
FCTM
7.10.15
REV 1 (6 JUN 05)
FCTM
Landing, Go-around & Taxi-in
Landing
FCTM
7.10.13
Abouncedlandingmaybecausedbyeitherone,oracombination,ofthe
Shouldashallowbounceoccur,holdthepitchattitude.Donotattempttosoften
Shouldasignificantbounceoccur,donotattempttocontinuethelandingbut
holdthepitchattitudeandgo-around.Donottryandavoidasecondtouchdown
duringthego-aroundbyincreasingpitchattitude.Shouldasecondtouchdown
Themostcommoncausesfortheaircraftstructuremakinggroundcontacton
Groundcontactoccursifthefiguresshowninthefollowingchartsareexceeded
FCTM
Landing, Go-around & Taxi-in
AmaximumcrosswindforlandingisspecifiedinFCOM3.01.20.Thefiguresare
FCTM
7.10.11
Heightoftheaircraftovertherunwaythresholdhasasignificanteffectontotal
landingdistance.Forexample,ona3
glidepath,passingovertherunway
thresholdat100ftratherthan50ftcouldincreasethetotallandingdistanceby
approximately300m/950ft.Thisisduetothelengthofrunwayusedbeforethe
A5ktspeedincrementonVAPPwillresultina5%increasetothedistance
Aprolongedperiodoflevelflightabovetherunwaypriortotouchdownmustbe
avoidedasitusesasignificantamountoftherunwaylengthavailable.Landthe
aircraftasneartothenormaltouchdownpointaspossible.Decelerationonthe
Theminimumstoppingdistanceisachievedbyapplyingmaximummanual
antiskidbrakingwithmaximumreversethrustselectedandgroundspoilersfully
FCTM
Landing, Go-around & Taxi-in
Landing
Autobrakemaybedisengagedbybrakepedalapplicationorby(
deselectingtheAUTO/BRKpb)
(A346:rotatingtheselectortoDISARM)
.The
Theuseofautobrakedoesnotabsolvethepilotoftheresponsibilityofachieving
Normallydelaymanualbrakinguntilafternosewheeltouchdowntovacatethe
runwayattheappropriateturn-off.Toreducebrakewear,thenumberofbrake
applications shouldbe limited.
Manualbrakingmaybeappliedpriortonosewheeltouchdowne.g.onalimiting
.Anticipateanincreasednosedownpitchrate.Applybrakessmoothly
ThefieldlengthrequirementsarecontainedintheLandingPerformancesection
ofFCOM2.Thelandingdistancemarginisreducedifthecorrectlanding
FCTM
7.10.9
Theantiskidsystemadaptspilotappliedbrakepressuretorunwayconditionsby
sensinganimpendingskidconditionandadjustingthebrakepressuretoeach
individualwheelasrequired.Theantiskidsystemmaintainstheskiddingfactor
(slipratio)closetothemaximumfrictionforcepoint.Thisprovidestheoptimum
decelerationwithrespecttothepilotinput.Whenbrakingmanually,antiskid
performanceisoptimisedbysmoothlyapplyingandmaintainingthedesired
isnot
Onveryshortrunways,theuseofmanualbrakingmaybeenvisagedsincethe
pilotmayapplyfullmanualbrakingwithoutdelayaftermaingeartouchdown.
(A346:TheACTIVlightilluminatestoindicate
FCTM
Landing, Go-around & Taxi-in
Theimportanceofthetimelyuseofallmeansofstoppingtheaircraftcannotbe
overemphasised.Executionofthefollowingactionswithoutdelaypermits
stoppingtheaircraftwiththeleastlandingroll.Threesystemsareinvolvedinthe
Thegroundspoilerscontributetoaircraftdecelerationbyincreasing
aerodynamicdragandsoaremoreeffectiveathighspeed.Groundspoiler
extensionalsomarkedlydecreaseslift.Thisincreasesloadonthewheelsand
thereforeimprovesbrakingefficiency.Additionally,thegroundspoilerextension
Selectreversethrustimmediatelyaftermaingeartouchdown.Thrustreverser
efficiencyisproportionaltothesquareofthespeedandisthereforemost
efficientathighspeeds.Below70kt,reverserefficiencydecreasesrapidly.
Below60ktwithmaximumreverseselected,thereisariskofenginestall.
Smoothlyreducethereversethrusttoidleat70kt.However,incaseof
Normallyfullreversethrustshouldbeused.However,onlong,dryrunwayswith
notailwindcomponent,idlereversemaybeused.Stowthereverserswhentaxi
Ifairportregulationsrestricttheuseofreversethrust,selectandmaintain
Wheelbrakescontributethemosttoaircraftdecelerationontheground.Many
factorsmayaffectbrakingefficiency,e.g.loadonthewheels,tyrepressure,
runwaypavementcharacteristics,runwaycontaminationandbrakingtechnique.
Theonlyfactoroverwhichthepilothasanycontrolistheuseofthecorrect
FCTM
7.10.7
REV 1 (6 JUN 05)
TAILSTRIKE PROTECTION AND PREVENTION
·
VAPP being decreased below the calculated value
·
A high flare with engine power at idle
·
A high sink rate just prior to flare
·
Attempting to touchdown too smoothly (higher pitch attitude)
·
A prolonged flare and float
·
Pitching up following a bounce to avoid a second hard touchdown
On
aircraft,thePNFshouldcall“PITCH”ifpitchattitudeexceeds
7.5ºin the flare.
TheA346tailstrikeprotectionsystemprovidespitchlimitindicationonthePFD
below400ftRAonapproachandanauralalertof“PITCH,PITCH”below14ft
RAincaseofexcessivepitchattitudeintheflare.Intheeventofatailstrike,an
Onlanding,therearmainwheelstouchdownfirst.Theaftsidestickinputapplied
fortheflareshouldthenberelaxedtowardstheneutralposition.Thisallowsthe
aircrafttoderotatenaturallyuntilfrontmaingearcontact.Aftermaingear
touchdown,flythenosedownconventionally,controllingthederotationrateto
ensureasmoothnosewheeltouchdown.Lowerthenosewheelwithoutdelay.Do
notkeepthenosehighinordertoincreaseaircraftdragduringtheinitialpartof
therollout.Thistechniqueisinefficientasitreducesbrakingefficiencyby
delayingfullweight-onwheels,increasestheriskofahardnosewheel
touchdownandalsoincreasestheriskoftailstrike.Ifbrakingisappliedwiththe
nosehigh,uptofullbackstickmayberequiredtocontrolthenosedownpitching
Aftertouchdown,withreversethrustselectedonatleastoneengineandone
mainlandinggearstrutcompressed,thegroundspoilerspartiallyextendto
furtherestablishgroundcontact.Thegroundspoilersfullyextendwhenboth
mainlandinggearsarecompressed.Asmallnosedowninputontheelevatorsis
introducedbythecontrollaw,whichcompensatesthepitchuptendencywith
Duringtherollout,usetherudderpedalstomaintaintheaircraftontherunway
centreline.Athighspeed,directionalcontrolisachievedwithrudder.Asthe
speedreduces,nosewheelsteeringbecomesactive.Thesteeringhandwheelis
FCTM
Landing, Go-around & Taxi-in
CAT IIICAT II
(
q
= 2
°
9)
(
q
= 4
°
2)
50 ft
(
q
= 2
°
1)
(
q
= 3
°
0)
100 ft
(
q
= 2
°
1)
(
q
= 3
°
0)
Visual
Segment
60 m (197 ft)
ft)
A38 ft44 ft77 ft127 ft
ft)]
ft)
ft)]
1.Where different, A346 values are shown in [ ].
FCTM
7.10.5
ThetechniquesbelowassumeastabilisedapproachatVAPPandonthe
glidepath.Unlessanunexpectedorsuddeneventoccurs,e.g.windshear,itis
notappropriatetousesuddenorabruptcontrolinputsduringlanding.Additional
considerationsapplicabletolandingsincrosswindandslipperyrunway
Autotrimceasesat100ftandthepitchlawismodifiedtotheflaremode,as
describedinFCTMCh2.Atthispoint,abackpressureonthesidestickis
Theflaretechniqueisconventional.Commenceagentle,progressiveflarejust
afterthe40ftauto-callout.Thetypicalpitchincrementintheflareis
approximately2
,associatedwithabouta5ktspeeddecayinthe
FCTM
Landing, Go-around & Taxi-in
ThePAPIisasystemof4lightswhicharenormallyinstalledontheleftsideof
therunway.TheprincipleofoperationissimilartotheVASIbutusingasingle
Whentheaircraftisonanormal3
glidepath,thepilotseestwowhiteandtwo
redlights.ThePAPImaybesafelyusedwithrespecttothresholdcrossing
height.ThestandardPAPIinstallationisarrangedsuchthattheapproachpath
FCTM
7.10.3
Onrareoccasions,atwobarVASIsystemmaybeencountered.Thesesystems
WhenflyinganapproachusingaT-VASIsystem,anindicationofonelighthigh
FCTM
Landing, Go-around & Taxi-in
Landing
FCTM
7.10.1
Whenavailable,PAPI,VASIorILSglideslope,providecuestoassistin
maintainingthecorrectpathinthelatterstagesoftheapproach.Thecorrect
approachpathbringstheaircraftto1000ftbeyondtherunwaythreshold.Thisis
thevisualaimpoint.Assumingaconstantspeedandattitude,thispointshould
notmoverelativetothewindscreen.Makesmallcontrolinputsasrequiredto
Closetotheground,highsinkratesmustbeavoidedevenattheexpenseof
maintainingglideslopeorthevisualaimpoint.Priorityshouldbegiventocorrect
attitudeandsinkrate.Ifrunwaylengthislimiting,ago-aroundshouldbe
initiated.
TheVASIisasystemoflightsarrangedtoprovidevisualdescentguidance
informationduringtheapproach.FlyingtheVASIglideslopetotouchdownisthe
sameasselectingavisualaimpointontherunwayadjacenttotheVASI
FCTM
INTENTIONALLY
BLANK
7.00.1
Visual Aim Point............................................................................................7.10.1
Visual Approach Slope Indicator (VASI/T-VASI)...........................................7.10.1
Precision Approach Path Indicator (PAPI)....................................................7.10.4
Flare..............................................................................................................7.10.5
Tailstrike Protection And Prevention.............................................................7.10.7
Derotation......................................................................................................7.10.7
Rollout...........................................................................................................7.10.7
Braking..........................................................................................................7.10.8
Factors Affecting Landing Distance.............................................................7.10.10
Crosswind Landing......................................................................................7.10.12
Bounced Landing Recovery........................................................................7.10.13
Ground Clearance.......................................................................................7.10.13
Adverse Weather.........................................................................................7.10.17
Preface..........................................................................................................7.20.1
AP/FD Go-around Mode Activation...............................................................7.20.1
Leaving The Go-around Phase.....................................................................7.20.2
Rejected Landing..........................................................................................7.20.3
Brake Temperature.......................................................................................7.30.1
Park Brake Use.............................................................................................7.30.1
Adverse Weather...........................................................................................7.30.1
FCTM
Reverse side blank
INTENTIONALLY
BLANK
6.70.3
REV 1 (6 JUN 05)
FCTM
Holding And Approach
RolloutoftheturnontheextendedrunwaycentrelineandmaintainVAPP.
Thrustshouldbestableby1000ft.Usethespeedtrendarrowtoanticipate
thrustchangesandtheFPVtomonitorapproachpathdeviations.Useavailable
G/Sand/orPAPIsaswellasthevisualpicturetoassistinmaintainingastable
Acontinuousvisual/instrumentscanisrequiredtoflyasuccessfulapproach.An
effectivescanwillassistinhighlightingsmallerrors,allowingsmall,early
A3
slopewillnormallybeflownwithaRODofapproximately700ft/min;a
higherRODisanindicationthattheaircraftisabouttodescendbelowtheideal
approachpath.Asmallcorrectionofapprox1
ofpitchwillchangetheRODby
approximately100ft/min.Azimutherrorswillrequirebankanglechangesbothto
stopthedriftandthentorecovertothecentreline.Avoidusingbankangles
FCTM
6.70.1
Plantostartavisualapproachat1500ftAAL,2.5nmabeamtheupwind
TheflightplanselectedontheMCDUshouldincludetheselectionof
thelandingrunwaysuchthatmanagedspeedisavailable.Thedownwindleg
mayalsobepartoftheflightplan.Thismayproduceausefulindicationonthe
FCTM
Holding And Approach
Ifamissedapproachisrequiredatanytimewhilecircling,makeaclimbingturn
towardsthelandingrunway.Considermaintainingthemissedapproachflap
FCTM
6.60.1
Aninstrumentapproachtoonerunway,followedbyavisualpatterntolandon
anotherrunway,istermedacirclingapproach.Companycirclingminimamaybe
FCTM
Holding And Approach
MonitortheapproachusingFPV/FPDandVDEVonthePFD,XTKand
F-PLNwaypointsontheNDwithGPSPRIMARY,andconfirmedby
navaidsforVOR,NDBandoverlayapproaches.ForLOCandLOCB/C
courseapproaches,monitorlateraldisplacementusingtheLOCpointeron
thePFD.Cross-checkaltitudesanddistanceswiththosepublishedonthe
FCTM
6.50.9
REV 1 (6 JUN 05)
·
V/DEV appears in approach phase with FINAL armed.
·
Ensure raw data is correctly displayed.
·
FINAL APP engages when the aircraft intercepts the vertical flight path.
·
FCTM
Holding And Approach
Ensurethattheaircraftislaterallystabilisedonthefinalapproachcoursebefore
reachingthefinalapproachfix(FAF).Itacceptabletogodirecttotheapproach
fixesorusetheRADIALINfunction,providedtheinboundcourseisclosely
alignedwiththefinalapproachcourseandtheresultingchangetoaircraftcourse
Tocommenceamanagedapproach,presstheAPPRpb.APPNAVisdisplayed
ingreenontheFMAwithFINALinblue.TheV/DEVscalebecomesactiveand
representstheverticaldeviationfromthemanageddescentprofile,whichmay
includealevelsegment.TheV/DEVscalewillonlybedisplayediftheLSpbis
IfFINALAPPdoesnotengageatthedescentpoint,selectanFPAvaluetoallow
convergencewiththefinalapproachpath.WhenVDEVisindicatingthatthe
verticalprofilehasbeenreached(VDEV=0),attempttore-engageFINALAPP
Foraselectedapproach,useTRKmodetoestablishfinalcoursetrackingwith
referencetorawdata.Whenestablishedonthefinalcourse,theselectedtrack
ShouldATCgivevectorstowardstheFAF,theuseofthe"DIRTORADIALIN"
functionwillprovidearepresentationoftheextendedcentrelineandcross-track
FCTM
6.50.7
SomechartsprovideatableofDMEversusaltitude.Onthosechartswhichdo
nothavethistable,anexpectedFPAforthefinalapproachcanbecalculatedby
dividingthefirst2digitsoftheheightattheFAFbythedistancetogo,e.g.2000
ftat6nmequatestoa3.3
FCTM
Holding And Approach
Non-precision Approach
FCTM
6.50.5
Theapproachinthenavigationdatabasemustbevalidatedbyscrupulous
FCTM
Holding And Approach
ThefollowingtwostrategiesareavailableforperformingRNAVandGPS
LateralandverticalguidancemanagedbytheFMinFINALAPPmode.
Thisistherecommendedstrategy.Thisstrategyshallbeusedfor
LateralguidancemanagedbytheFMandverticalguidanceselectedby
thecrewusingNAV-FPAmodes.Thisstrategymaybeusedforapproach
withminimadefinedasaminimumdescentaltitude(MDA),andshallbe
usedforapproacheswhichareconductedwhenthetemperatureisbelow
AmanagedapproachcanbecontinuedfollowingaNAVACCURDOWNGRADif
BothGPSsmustbeavailableandGPSPRIMARYdisplayedonbothMCDUs
priortocommencingtheapproach.Howeveroncetheapproachhas
commenced,notethatasinglefailure,suchasNAVGPS1FAULT,willnot
causethelossofGPSPRIMARY,sincetheremainingGPSwillupdateboth
FMGS.IfGPSPRIMARYLOSTisdisplayedontheND(s),itwillbe
accompaniedbyatriple-clickauralalert,eventhoughNAVACCURACYHIGH
CrewproceduresfollowingaNAVFM/GPSPOSITIONDISAGREEcaution,orif
FCTM
6.50.3
IftheLOCB/CisnotstoredintheFMSdatabase,entertheILSfrequencyand
theintendedfinalapproachcourseprecededbya“B”intheRADNAVpage.
“B/C”willbedisplayedinmagentanearthelocaliserdeviationscaleonboththe
PFDandND.ThiswillprovidedeviationindicationsonthePFDandNDinthe
correctsense,andproperdirectionalguidancebytheFGcomputers.However,
donotselecttheLSpbonISIS,sincetheISISdisplaysB/Clocaliserdeviationin
Insert ILSfrequency
WhentheLOCpbispressed,“LOCB/C”isannunciatedinblueontheFMAto
indicate that the localiser back course is armed.
FCTM
Holding And Approach
Non-precision Approach
FINAL APPROACH STRATEGY
FCTM
6.50.1
AnRNAVapproachisaninstrumentapproachprocedurethatreliesonaircraft
areanavigationequipment(FMS)fornavigationalguidance.TheFMSonAirbus
aircraftiscertifiedRNAVequipmentthatprovideslateralandverticalguidance
referencedfromanFMSposition.TheFMSusesmultiplesensorsforposition
AGPSapproachisanRNAVapproachrequiringGPSpositionupdate.Airbus
aircraftusingFMSastheprimarymeansofnavigationalguidancehavebeen
Non-ILSapproachesareflownusingFINALAPPorFPApitchmodesandLOC,
FCTM
Holding And Approach
CAT3SINGLEisannunciatedontheFMAwhentheaircraftsystemsare
fail-passive,whichmeansthatasinglefailurewillleadtoAPdisconnectwithout
anysignificantoutoftrimconditionordeviationfromtheflightpathorattitude.
Thefailuresthatmayaffecttheaircraft’sCAT2/3capabilityarelistedinthe
QRH.Mostofthesystemsrequiredforthedifferentautolandcapabilitiesare
thereducedapproachcategorywillnotbedisplayedontheStatuspage.In
addition,reducedapproachcapabilitiesdisplayedontheStatuspageare
removedandtransferredtotheFMAwhentheAPPRpbispushed
approachcapabilitiesthatcanbedisplayedontheFMAareCAT1,CAT2,CAT
3SINGLEorCAT3DUAL.Therearealsoanumberoffailureswhichaffectthe
aircraft’slandingcapabilitythatarenotmonitoredbytheFMGSandare
Followinganyfailurethatdoesnotincuralandingcapabilitydowngradeon
ECAMSTATUSorFMA,refertothe"LandingCapabilityEquipmentRequired"
Shouldafailureoccurabove1000ftRA,allECAMactions,includingDH
FCTM
6.40.7
AdditionalbriefingitemsshouldbeconsideredbeforecommencingCAT2/3
AirportcapabilitiesregardingLWMOandautolandarestipulatedontherelevant
PortPage.Theairportauthoritiesareresponsibleforestablishingand
maintainingtheequipmentrequiredforCAT2/3approachandlanding.Priorto
SpecificwindlimitationsforCAT2/3approachesandautolandsapply.FCOM
Correcteyepositionisparticularlyimportantduringlowvisibilityapproachesand
landings.Whentheeyereferencepositionistoolow,thevisualsegmentis
FCTM
Holding And Approach
ILSantenna
at50ftat
Pitchangle
3.7
°
)
3
°
)
Path
(
°
)
G/S
Trans
A
B
Touchdown
Point C
°
5
348 m
1142 ft
153 m
502 ft
661 ft
640 ft
481 ft
°
291 m
955 ft
132 m
433 ft
555 ft
522 ft
400 ft
FCTM
6.40.5
REV 1 (6 JUN 05)
MANUAL RAW DATA ILS
FCTM
Holding And Approach
Ifanairporthasanumberofactivelandingrunways,programmetheSECF-PLN
withtheILSforanalternativerunwayduringtheapproachpreparation,tocover
thepossibilityofalaterunwaychange.Thereisnorequirementtoenterthe
FCTM
6.40.3
REV 1 (6 JUN 05)
FCTM
Holding And Approach
Thefollowingprocedureshouldonlybeappliedwhenestablishedonthe
localiser,witheitherLOC*orLOCdisplayedingreenontheFMA.Thebestrate
ofdescentisachievedwiththelandinggearextended,Flaps2selectedand
flyingatVFE2
5kt.Speedbrakesmayalsobeused,notingtheconsiderations
FCTM
6.40.1
CheckthattheLSpbhasbeenpressedandthattheLOCandGSscalesare
FCTM
Holding And Approach
Thechecklistactionsforpredictive“WINDSHEARAHEAD”warningonapproach
allowthatintheevent“apositiveverificationismadethatnohazardexists,the
warningmaybeconsideredcautionary”.Thisnotetotreatthepredictivewarning
ascautionaryisincludedonlyasanacknowledgementofthePWSsystem
limitations.PWStechnologyreliesonDoppleranalysisofwaterparticle
movement,andthegeographicalsituationassociatedwithparticularwind
conditionsmaygeneratefalsewarningswherenohazardsexist.Itshouldonly
betreatedascautionaryoncarefulanalysisandwhereanearlypositive
SelectionoftheTERRONNDpbwillinhibitthedisplayoftheWINDSHEAR
Ingustywindconditions,theA/THRresponsetimemaybeinsufficienttocope
withaninstantaneouslossofairspeed.Amorerapidthrustresponsecanbe
FCTM
6.30.7
Ifseverewindshearordownburstconditionsareexpected,considereither
delayingtheapproachordivertingtoanotherairport
.Assessconditionsfora
The weather radar pictureand PWS alerts.
Choosethemostfavourablerunwayinconjunctionwiththemostappropriate
approachnavaid(e.g.ILSorGPS)andconsiderusingFLAPS3forlanding.
IftheAPisengaged,itshouldremainengaged.Itwilldisengageifand
Theconfigurationshouldnotbechangeduntilpositivelyoutoftheshear
FollowtheSRS,evenifthisrequirestheuseoffullbackstick.Asthe
speedbeginstorecover,thepilotcanreducebackstickwhilestillfollowing
Onreceiptofapredicitive“WINDSHEARAHEAD”warning,applythechecklist
actionsfrommemory.SelectTOGAandfollowtheSRS.ThePFcalls
FCTM
Holding And Approach
InNAVmode,theF-PLNwillsequenceautomatically.InHDG/TRKmode,the
F-PLNwillonlysequenceautomaticallyiftheaircraftfliesclosetothe
programmedroute.CorrectF-PLNsequencingisnecessarytoensurethatthe
programmedmissedapproachrouteisavailableintheeventofago-around.If
underradarvectorsandautomaticwaypointsequencingdoesnotoccur,the
F-PLNshouldbemanuallysequenced.Thiscanbeachievedbyeitherusingthe
FCTM
6.30.5
Managedspeedisrecommendedforthefinalapproach.Oncetheapproach
phasehasbeenactivated,theA/THRcontrolsthespeedtotheminimum
Toachieveaconstantdecelerationandminimisethrustvariation,selectthenext
(A343:CONF3)
(A333:CONFFull).
FCTM
Holding And Approach
Instrument Approaches
Example of GS MINI
FCTM
6.30.3
Theminimumenergylevelistheenergytheaircraftwillhaveatlandingwiththe
expectedtowerwind,representedbythegroundspeedatthattimewhichis
Inordertoachievethis,theaircraftgroundspeedmustneverdropbelowGSmini
duringtheapproachwhilethewindsarechanging.Therefore,theIAS(VAPP
FCTM
Holding And Approach
Donotcompromisethestabilisedapproachcriteriatosatisfynoiseabatement
procedures.Whereairportnoiseabatementproceduresspecifytheuseof
minimumflapforlanding,fullflapshouldbeusedunlessoperationalor
Activationoftheapproachphaseinitiatesadecelerationfrommanageddescent
speed.InNAVorLOCmode,theapproachphaseactivatesautomaticallywhen
sequencingthedecelerationpseudo-waypoint.WheninHDGmodeorifanearly
decelerationisrequired,theapproachphasecanbeactivatedviathePERF
FCTM
6.30.1
Thissectioncoversgeneralinformationapplicabletoallapproachtypes.
Techniqueswhichapplytospecificapproachtypesarecoveredlaterinthe
Duringtheapproachphase,theaircraftmaybeoperatingatorbelowMSA,often
inadverseweatherinahighworkloadenvironment.AlthoughATCmaybe
providingradarvectorstotheinitialorfinalapproachfix,maintaininggood
IfGPSPRIMARYisnotavailable,anavigationaccuracycheckistobecarried
FCTM
INTENTIONALLY
BLANK
6.20.1
Procedureturnsmustbeflownusingselectedmodes.Onsomeapproachesthe
FCTM
Reverse side blank
Holding And Approach
AsthenumberofholdingpatternstobeflowncannotbeinsertedintheFMGS,
theholddistanceisnotincludedinthedescentpathcomputation.Afterthe
holdingfixissequenced,theFMGSassumesthatonlythecurrentholding
patternwillbeflownandupdatespredictionsaccordingly.Onceintheholding
A333+ 1.5%+ 3.5%
A343+ 4%+ 5.5%
A346+ 1%+ 4%
FCTM
6.10.1
Wheneverholdingisanticipateditispreferabletomaintaincruiseleveland
reducespeedtoGreenDot,withATCapproval,tominimisetheholding
requirement.However,otheroperationalconstraintsmaymakethisoption
inappropriate.Aholdingpatterncanbeinsertedatanypointintheflightplanor
maybeincludedaspartoftheSTAR.Ineithercase,thecrewcanmodifythe
Ifaholdistobeflown,providedNAVmodeisengagedandthespeedis
managed,anautomaticspeedreductionwilloccurtoachieveaspeedcloseto
GreenDotwhenapproachingtheholdingpattern.GreenDotcorrespondstoan
approximationofthebestlifttodragratioandprovidesthelowesthourlyfuel
consumption.IfGreenDotisgreaterthantheICAOorstatemaximumholding
speed,requestahigherspeedfromATC.Ifthisisnotapproved,selectFlaps1
andflyattherequiredspeed.Fuelconsumptionwillbeincreasedwhenholding
TheFMGScomputestheapplicableholdentrywhichshouldbecross-checked.
FCTM
INTENTIONALLY
BLANK
6.00.3
Preface..........................................................................................................6.70.1
FCTM
Reverse side blank
Holding And Approach
Adverse Weather...........................................................................................6.30.7
One Engine INOP..........................................................................................6.30.8
Initial Approach..............................................................................................6.40.1
Interception Of Final Approach Course.........................................................6.40.1
Final Approach..............................................................................................6.40.1
Glideslope Interception From Above.............................................................6.40.2
Late Runway Change....................................................................................6.40.4
Manual Raw Data ILS...................................................................................6.40.5
Low Visibility Procedures..............................................................................6.40.7
Or When LVP Are Not In Force...............................................................6.40.8
Preface..........................................................................................................6.50.1
Final Approach Strategy................................................................................6.50.2
Navigation Alerts...........................................................................................6.50.4
F-PLN Crosscheck........................................................................................6.50.5
Initial Approach..............................................................................................6.50.7
Intermediate Approach..................................................................................6.50.7
FCTM
6.00.1
Preface..........................................................................................................6.10.1
ICAO/FAA Maximum Holding Airspeeds.......................................................6.10.1
Holding Speed And Configuration.................................................................6.10.1
Holding Entry Procedures.............................................................................6.10.1
In The Holding Pattern..................................................................................6.10.2
Adverse Weather...........................................................................................6.10.2
Procedure Turns............................................................................................6.20.1
Procedural Approaches.................................................................................6.20.1
Track Establishment......................................................................................6.20.1
Preface..........................................................................................................6.30.1
Navigation Accuracy......................................................................................6.30.1
Approach Briefing..........................................................................................6.30.1
Approach Category.......................................................................................6.30.1
Landing Minima.............................................................................................6.30.1
The Flying Reference....................................................................................6.30.1
Delayed Flap Approach (Noise Abatement)..................................................6.30.2
Approach Phase Activation...........................................................................6.30.2
Approach Speed Considerations...................................................................6.30.2
Deceleration And Configuration Change.......................................................6.30.5
F-PLN Sequencing........................................................................................6.30.6
Use Of A/THR...............................................................................................6.30.6
FCTM
Climb, Cruise And Descent
Descent
DESCENT ADJUSTMENT
FCTM
5.30.5
ThemanageddescentspeedcomputedbytheFMGSdefaultstoECONspeed
andprovidesthemosteconomicaldescentprofileasittakesintoaccount
weight,actualandpredictedwinds,ISAdeviationandCostIndex(CI).Ifaspeed
isinsertedintothePERFDESpageforoperationalorpolicyreasons,thenthis
becomesthemanagedspeedforthedescent.Oncethedescentphaseisactive,
themanageddescentspeedcannotbemodified.Themanageddescentspeed
alsotakesintoaccountanyspeedconstraints,whichmaybemodifiedduringthe
descentphase,e.g.thedefaultspeedlimit,whichisnormally250ktbelow
FCTM
Climb, Cruise And Descent
TheselectedAP/FDmodesindescentareOPDES,V/SorlesscommonlyFPA.
DuringaselecteddescentwithOPDES,V/SorFPAdisplayedontheFMA,
avalueof
1000ft/minisappropriatewheninclose
proximitytootheraircraft.TheA/THRmodewillautomaticallyreverttoSPEED
FCTM
5.30.3
WhenDESisengagedandspeedismanaged,theAP/FDguidestheaircraft
FCTM
Climb, Cruise And Descent
WiththeAP/FDinNAV,theaircraftwillfollowtheprogrammedSTAR.Ifa
deviationfromtheprogrammedSTARisrequired,e.g.ATCvectorsorweather
avoidance,selectHDG.IfHDGorTRKisselectedwhileinDESmode,reversion
toV/Smodeoccursatcurrentverticalspeed,accompaniedbyatripleclickaural
warning.Whenclearedtoaspecificwaypoint,performaDIRTOtoensure
FCTM
5.30.1
TheFMGScalculatestheTODpointbackwardsfromaposition1000ftonthe
finalapproachwithspeedatVAPP.Ittakesintoaccountanydescentspeedand
altitudeconstraintsandassumesmanagedspeedisused.Thefirstsegmentof
thedescentwillalwaysbeatidlethrustuntilthefirstaltitudeconstraintis
reached.Theidlesegmentassumesasmallamountofthrustaboveidleto
providesomeflexibilitytomaintaindescentprofileintheeventthatengine
anti-iceisusedorifdescentwindsvaryfromforecast.Subsequentsegmentswill
FCTM
Climb, Cruise And Descent
ThemainobjectiveoftheapproachbriefingisforthePFtoinformthePNFofhis
intendedcourseofactionfortheapproach.Additionally,potentialthreatsshould
behighlighted,alongwiththestrategiestominimisethesethreats.Thebriefing
shouldbepracticalandrelevanttotheactualweatherconditionsexpected.It
shouldbegivenatatimeoflowworkloadifpossible,toenablethecrewto
concentrateonthecontent.Itisimportantthatanymisunderstandingsare
FCTM
5.20.11
DuetodifferencesintheFMGSandIRSpositionsandsplitIRSoperationnear
thepole,theAP/FDwilldisengageifinHDGuponpolarwaypointpassage.It
maybere-engagedandwillfunctionnormallyseveralmilesafterpassingthe
polarwaypoint.LossofbothGPSunitsresultsinanincreasedEstimated
PositionError(EPE)andpossibledisplayofthe"NAVACCURDOWNGRAD"
message,butwouldnotnormallypreventpolaroperations.Lossofoneortwo
IRsdoesnotsignificantlyaffectnavigationaccuracy.However,operationwith
TruebearingVORsarenotstoredintheFMdatabase.Suchnavigationaids
andupdatetheFMGSforthedescentandarrival.DuringFMGSprogramming
thePFwillbeheaddown,soitisimportantthatthePNFdoesnotbecome
involvedinanytasksthatpreclude
theaircraft.Thefuel
predictionswillbeaccurateiftheF-PLNiscorrectlyenteredintermsofarrival,
missedapproachandalternaterouteing.OncetheFMGShasbeen
programmed,thePNFshouldcrosschecktheinformationpriortotheapproach
WiththedescentwindsenteredandtheF-PLNarrivalproperly
validated,theFMGScancomputeanaccurateTODposition.Pilotsshould
crosschecktheFMGSTODpositionagainsttheirownindependentlycalculated
TOD point, based where possible on a DME distance from a navaid.
OutportstationsshouldbecontactedviaACARSpreferablyorVHFtoadviseof
significantchanges
tothearrival
,ATAdefectcodes,
ordefectswhich
couldaffectthenormaltaxiinandshutdownprocedures,ordispatchonthenext
FCTM
Climb, Cruise And Descent
Duringthepre-flightplanningstage,operationsthroughextremelycoldair
massesoratextremelatitudesshouldbetakenintoconsideration.CertainMEL
itemsmayprecludeoperationsatsuchlatitudes.Someroutesmayrequiremore
restrictivenavigationalcapabilityorredundancysuchasMNPS,RNPorRVSM
procedures.Considerationshouldalsobegiventoengineout,decompression
Above82N,SATCOMisunavailable.HFfrequenciesandHFSELCALmustbe
arrangedpriortotheendofSATCOMcoverage.Routinecompany
communicationsproceduresshouldinclude"flightfollowing"toenableimmediate
assistanceduringadiversionorotheremergency.Abnormalsolarwindsmay
affectHFcommunications.Duringperiodsofhighcosmicorsunspotactivityit
FCTM
5.20.9
Atleastonceeverhour,whenpassingoverawaypoint,performthefollowing
EnterECAMFOBintheGAUGE/TOTALISERcolumn,ontheCFP
SubtracttheF.USEDfromtheBEFORESTARTfueltoobtaintheFuel
EnterthelesserofFOBandFuelRemainingintheACTUALFUEL
FromtheACTUALFUELsubtracttheFRXCONTXMANDandenterthe
resultin the ‘CONT / MAND / EXTRA’ column for the waypoint.
ComparethisresultagainsttheCFPplannedcontingencyfuelinthe
Extendedcruiseoperationsincreasethepotentialforfueltemperaturestoreach
thefreezepoint.Fuelfreezereferstotheformationofwaxcrystalssuspendedin
thefuel,whichcanaccumulatewhenfueltemperatureisbelowthefreezepoint.
Duringnormaloperations,fueltemperaturerarelydecreasestothepointthatit
becomeslimiting.FueltemperaturewillslowlyreducetowardsTAT.Iffuel
temperatureapproachestheminimumallowed,attempttoachieveahigherTAT
bydescendingordivertingtoawarmerairmass,orincreasingMachnumber.
Whenflyingabovethetropopause,TATmayonlyincreaseifdescentismadeto
alevelbelowthetropopause.Inthiscase,considerclimbingtoincreaseTAT.
Belowthetropopause,ifadescentisrequired,theCFPstepbelowaltitude
usuallyresultsinsufficientincreaseinTAT.A4000ftdescentwillnormallygive
a7°CincreaseinTAT.Anincreaseof0.01MachwillincreaseTAT
approximately0.7°C.Uptoonehourmayberequiredforthefueltemperatureto
stabilise.
Inadditiontotheadverseweatherphenomenaencounteredintheclimb,a
furtherconsiderationinthecruiseisCAT.CATcanbeanticipatedbyreference
FCTM
Climb, Cruise And Descent
Theflightplanfuelburnfromdeparturetodestinationisbasedoncertain
assumedconditions.Theseincludegrossweight,cruisealtitude,plannedroute,
temperature,cruisewindandcruisespeed.Actualfuelconsumptionshouldbe
Manyfactorsinfluencefuelconsumptionsuchasactualflightlevel,cruisespeed,
BoththeECAMFOBandthe
FCTM
5.20.7
Theselectedcruisealtitudeshouldnormallybeasclosetooptimumaspossible.
As deviation from optimum cruise altitude increases, economy decreases.
Thefollowingdiagramshowsanapproximationofthefuelpenaltiesforflyingat
cruiselevelsotherthanoptimum.Notethatthesefiguresonlyreflectfuel
penaltiesasopposedtooveralltripcost.Forexample,flyingatahigherlevel
FCTM
Climb, Cruise And Descent
Sincetheoptimumaltitudeincreasesasfuelisconsumedduringtheflight,from
acostpointofview,itispreferabletoclimbtoahighercruisealtitudeeveryfew
hours.Thistechnique,referredtoasaStepClimb,istypicallyaccomplishedby
initiallyclimbingapproximately2000ftabovetheoptimumaltitudeandthen
cruisingatthatflightleveluntilapproximately2000ftbelowthenewoptimum
lowaltitudeandhighfuelconsumptionconditionforalongperiodoftime.The
requested/clearedcruisealtitudeshouldbecomparedtotheRECMAXaltitude.
FCTM
5.20.5
Whenapproachingeachwaypoint,visuallychecktrackanddistancetothenext
waypointontheF-PLNpageagainstCFPorenroutechart.Itisnotnecessaryto
OnaircraftequippedwithGPS,anavigationaccuracycheckisnotrequiredas
WithoutGPSPRIMARY,navigationaccuracyshouldbemonitored,particularly
FCTM
Climb, Cruise And Descent
Cruise
Selected
FCTM
5.20.3
With"ALTCRZ"annunciatedontheFMA,theA/THRengagesin"soft"mode,
FCTM
Climb, Cruise And Descent
TheDATA STOREDROUTESfunctionintheMCDUcanbeusedtostoreup
tofivepossiblediversionroutes.TheseroutescanbeenteredintotheSEC
F-PLNusingtheSECINITprompt.ThispromptwillonlybeavailableiftheSEC
minimumfuelconsumption
whereasCI999correspondsto
umflighttime
Fromapracticalpointofview,CI0equatestomaximum
range.TheCIshouldbeconsideredasameansoflong-termspeed
managementratherthanameansofshort-termspeedcontrol.Forexample,ifa
speedreductionisrequiredfortheentireflighttocomplywithcurfew
requirements,thenitwouldbeappropriatetoreducetheCI.
CIforLRCare
TheSECF-PLNcanbeusedtocheckthepredictionsassociatedwithanewCI.
However,beawarethatanymodificationoftheCIintheprimaryF-PLNwill
FCTM
5.20.1
Oncethecruiseflightlevelisreached,“ALTCRZ”isdisplayedontheFMA,and
FCTM
INTENTIONALLY
BLANK
5.10.5
AreasofknownturbulenceassociatedwithCBsshouldbeavoided.Goodradar
tiltmanagementisessentialtoaccuratelyevaluatetheverticaldevelopmentof
CBs.NormallythegainshouldbeleftinAUTO.However,selectiveuseof
manualgainmayhelpintheassessmentoftheoverallweathersituation.Manual
gainisparticularlyusefulwhenoperatinginheavyrainiftheradarpicturehas
becomesaturated.Inthisinstance,reducedgainwillhelpthecrewidentifythe
Theflightcontrollawisdesignedtocopewithturbulence.Ifflyingmanually,
avoidthetemptationtoover-controlonthesidestickinanattempttoovercome
FCTM
Reverse side blank
Climb, Cruise And Descent
Therecommendedmaximumflightleveliscomputedasafunctionofpresent
FCTM
5.10.3
Themanagedclimbspeed,computedbytheFMGS,providesthemost
economicalclimbprofileasittakesintoaccountweight,actualandpredicted
winds,ISAdeviationandCostIndex(CI).Themanagedclimbspeedalsotakes
intoaccountanyspeedconstraints,e.g.thedefaultspeedlimit,whichisnormally
250ktupto10000ft.Atheavyweights,GreenDotcanbegreaterthan250kt.In
thiscase,theaircraftacceleratestoGreenDoteventhoughthemagentaspeed
FCTM
Climb, Cruise And Descent
WiththeAP/FDinNAV,theaircraftwillfollowtheprogrammedSID.Ifa
deviationfromtheprogrammedSIDisrequired,e.g.ATCvectorsorweather
avoidance,selectHDG.IfHDGisselected,theclimbmoderevertstoOPCLB.
Whenclearedtoaspecificwaypoint,performaDIRTOtoensurecorrect
The AP/FD climb modes may be either
ThemanagedAP/FDmodeinclimbisCLB.Itsuseisrecommendedaslongas
theaircraftisclearedalongtheF-PLN.AlthoughCLBmodewilltrytoobserve
avalueof
1000ft/minis
appropriatewhenincloseproximitytootheraircraft.TheA/THRmodewill
FCTM
5.10.1
Forthepurposeofthismanual,theclimbphaseisconsideredtobefromtheend
(A343:FL250)
FL340).Climbperformanceisreducedwhenusingderatedclimbthrustbutthe
ceilingisnotaffected.TheuseofD1isencouragedatalltimesandtheuseof
D2wheneveroperationallyfeasible.Thelevelofderatemaybemodifiedor
FCTM
Climb, Cruise And Descent
TOD Computation.........................................................................................5.30.1
Lateral Navigation.........................................................................................5.30.2
Vertical Navigation........................................................................................5.30.2
Speed Considerations...................................................................................5.30.5
Descent Monitoring.......................................................................................5.30.5
Descent Adjustment......................................................................................5.30.6
Descent Constraints......................................................................................5.30.6
Arrival Operating Speeds..............................................................................5.30.6
Adverse Weather...........................................................................................5.30.6
FCTM
5.00.1
Preface..........................................................................................................5.10.1
Climb Thrust..................................................................................................5.10.1
Lateral Navigation.........................................................................................5.10.2
Vertical Navigation........................................................................................5.10.2
Speed Considerations...................................................................................5.10.3
Altitude Considerations.................................................................................5.10.3
Adverse Weather...........................................................................................5.10.4
Preface..........................................................................................................5.20.1
FMS Use.......................................................................................................5.20.1
Cost Index.....................................................................................................5.20.2
Speed Considerations...................................................................................5.20.3
Altitude Considerations.................................................................................5.20.4
Lateral Navigation.........................................................................................5.20.5
Vertical Navigation........................................................................................5.20.6
Fuel...............................................................................................................5.20.8
Adverse Weather...........................................................................................5.20.9
Polar Operations.........................................................................................5.20.10
Descent Preparation....................................................................................5.20.11
Approach Briefing........................................................................................5.20.12
FCTM
INTENTIONALLY
BLANK
4.20.7
Iftheaircraftisrequiredtolevel-offbelowtheaccelerationaltitude,ALT*
engagesandSRSdisengages.The"LVRCLB"messageflashesontheFMA
FCTM
Reverse side blank
Take-off And Initial Climb
Initial Climb
The Alpha Lock Function
FCTM
4.20.5
REV 1 (6 JUN 05)
FCTM
Take-off And Initial Climb
Obstacleclearance,noiseabatement,ordepartureproceduresmayrequirean
immediateturnaftertake-off.ProvidedFDcommandsarefollowedaccurately,
:215kt)
(A346:233kt)
,whichisdisplayed
onthePFDspeedtapeasaredandblackstripinaccordancewithflaplever
:200
(A346:215kt)
.VMAXdisplayedonthePFDchangesfromVMAXCONF1+F
toVMAXCONF1.AstheaircraftacceleratesaboveSspeed,theflaplevercan
:200kt)
FCTM
4.20.3
Ifthetake-offconfigurationwasCONF2or3,thenFwillbedisplayedonthe
PFDspeedtape.OnceaboveFspeedandaccelerating(itisnotnecessarythat
FCTM
Take-off And Initial Climb
Atthethrustreductionaltitude,"LVRCLB"flashesontheFMA.FollowtheFD
FCTM
4.20.1
Forthepurposeofthismanual,initialclimbisconsideredtobefromthetake-off
FCTM
INTENTIONALLY
BLANK
4.10.11
Onreceiptofapredictive“WINDSHEARAHEAD”warning,applythechecklist
actionsfrommemory.Ifthewarningoccursbefore100kt,stop.Ifthewarning
occursonceairborne,selectTOGAandfollowtheSRS.Continuethedeparture
andcleanupasnormalunlesswindshearisencounteredora“WINDSHEAR”
SelectionoftheTERRONNDpbwillinhibitthedisplayoftheWINDSHEAR
Fortake-offinstrong,variablecrosswindsand/orgustyconditionstheuseof
FCTM
Take-off And Initial Climb
Awarenessoftheweatherconditionswhichresultinwindshearwillreducethe
FCTM
4.10.9
Adverseweatherthatcanbeencounteredduringthetake-offandintialclimb
Whenicingconditionsexistat0
Candbelow,thetake-offmustbeprecededby
anenginestaticrun-upto50%N1orgreaterandstableengineoperation
checkedbeforethestartofthetake-offrun.FCOM3refers.Iftheaircrafthas
beeneitherde-icedoranti-iced,apretake-offinspectionofthewingupper
surfacesmustbecarriedoutjustpriortotake-offforevidenceofice,snowor
FCTM
Take-off And Initial Climb
AsopposedtoaFLEXtake-off,theselectionofTOGAfollowinganengine
failureduringaderatedthrusttake-offisprohibitedaslongasspeedremains
FCTM
4.10.7
Areductionintake-offthrustleadstolowerVMCG/VMCAandhence,alower
V1.WhentakingofffromshortorcontaminatedrunwayswhereASDAisthe
limitingfactor,areductionintheminimumcontrolspeedsmaygeneratea
(A346:8)
deratedlevelsaredefined,(
:D04,D08,D12,D16,D20,
(A346:D28,D32)
,eachcorrespondingtoaspecificpercentagereduction
fromthemaximumtake-offthrust.Deratedproceduresshouldonlybeusedona
runwaywheretheweightislimitedbyVMCG.Deratingthethrusttoalevelbelow
FCTM
Take-off And Initial Climb
PitchLimitIndicator(PLI)onthePFD.Thisindicatesthepitchlimitswhen
Modificationtotherotationlawtoaccountforthecharacteristicsofthe
TheFLEXtake-offreducesEGTthusincreasingenginelifeandreliabilitywhile
reducingmaintenanceandoperatingcosts.TheFLEXtake-offcanbeused
whentheactualtake-offweightislowerthanthemaximumpermissibletake-off
weightfortheactualtemperature.AstheMTOWdecreaseswithincreasing
temperature,itispossibletoassumeatemperatureatwhichtheactualtake-off
weightwouldbecomelimiting.ThisassumedtemperatureiscalledtheFLEX
TheminimumcontrolspeedsassociatedwiththeFLEXtake-offarerelatedto
VMCG/VMCAatTOGAthrust.Therefore,shouldtheaircraftsufferanengine
failureatV1,thereisnolimitationonselectingTOGAthrustontheremaining
FCTM
4.10.5
Toaiddirectionalcontrolincrosswindsgreaterthan20kt,orwithatailwind,
applyfullforwardsidestickatthestartofthetake-offrolluntil80kt.Atthispoint
Aninappropriatetake-offtechniquecouldresultinatailstrike.Factorsthatmight
Increasedaftsidestickinputatalatestageintherotation
;i.e.aboveabout
8°pitchattitude,whentheaircraftisnearthepointoflift-offandtail
Usingthetake-offtechniquedescribedearlierwillminimisetheriskoftailstrike.
FCTM
Take-off And Initial Climb
Take-off
FCTM
4.10.3
WithbothenginesoperativetheA333hasconsiderableexcessthrust,evenat
maximumflextemperatures.Itisnormalforacorrectlyflownrotationtoresultin
astabilisedspeedinexcessofV2+10kt.Therotationrateshouldnotbe
increasedinanefforttocontainthespeedincrease.Withbothengines
operative,theperformanceoftheaircraftisnotcompromisedbythisadditional
Atheavyweights,theaircrafthasmuchgreaterinertiaandisthereforeslowerto
commencerotation.Astheaircraftstartstorotate,maintainback-pressureto
FCTM
Take-off And Initial Climb
AtVR,promptlyandsmoothlyapplyandholdapproximately2/3aftsidestickto
achievearotationrateofapproximately2to3°/sec,assessedprimarilyby
outsidevisualreference.Avoidrapidandlargecorrectionsthatwillresultina
sharpreactioninpitchfromtheaircraft.Therotationratemaytaketimeto
establishbutforagivenstickinput,onceithasdevelopeditremainsrelatively
constant.Iftheestablishedpitchrateisnotsatisfactory,makeasmooth
correctiononthesidestick,howeveravoidfurtheraftsidestickinputsnearthe
pointofliftoff.
Therotationrateisimportantastoolowaratewouldcompromise
take-offperformance,whereastoohigharatewouldincreasetheriskof
tailstrike.Itisalsoimportanttobewellpreparedforanenginefailurecaseand
thereforeitisappropriatetohabituallyrotateataratethatwouldcaterforthe
enginefailurecase,i.e.about2.5°sec.Astherotationprogressesandthe
runwayenvironmentdisappearsfromview,transferattentiontothePFDto
establishtheinitialpitchattitude.TheFDpitchbarisnottobeusedasaninitial
A33315
A34312.5
A34615
FCTM
4.10.1
REV 1 (6 JUN 05)
(A333:1.15EPR)
(A343:50%N1)
(A346:1.05EPR)
ina
rapidandcontinuousmovementbyreferencetotheTLAindicatoronthe
ModifiedEngineAccelerationScheduleforTake-Off(MEASTO)isinstalledon
theA333engines.Thislogicautomaticallycontrolsengineaccelerationby
preventinghighN1atlowspeedduringthetake-offrolltoavoidfanstall.Asa
consequence,take-offthrusttakeslongertoreachthanonotherengines
(approximately 10 seconds more) and is achieved around 60 kt IAS.
The“ONEHUNDREDKNOTS”callbythePNFrequiresthePFtocrosscheck
speedonhisPFDandrespond“CHECK”.Thisresponsealsoservesasan
incapacitationcheck.“V1"isanAutoCallOut;iftheauto-callfails,thePNFcalls
”V1".AtV1,theCaptainremoveshishandfromthethrustlevers.ThePNFcalls
FCTM
INTENTIONALLY
BLANK
4.00.1
REV 1 (6 JUN 05)
TABLE OF CONTENTS
FCTM
Reverse side blank
Pre-Start, Start And Taxi
Themajoradverseweatherfactorsaffectingtaxiingtechniquesarepoorvisibility
andcontaminatedtaxiways.Inbothinstances,thetaxispeedshouldbelimited
to10ktandanyactionwhichmightdivertthefullattentionofthecrewfrom
taxiingshouldbedelayeduntiltheaircraftisstopped.TheBeforeTake-off
checklistshouldbeperformedeitherbeforetaxiorwhenreachingtheholding
Onacontaminatedtaxiwaythereareanumberofadditionalfactorsthatshould
Avoidlargesteeringhandwheelinputstominimisetheriskofskidding
Onslipperytaxiways,itmightbenecessarytousedifferentialbraking
Onslushorsnowcoveredtaxiways,delayflapselectionuntilreachingthe
Whenholdingonthegroundinicingconditionsforextendedperiodsoftimeorif
enginevibrationisencountered,thrustshouldbeincreasedperiodicallyandjust
FCTM
3.30.7
REV 1 (6 JUN 05)
LATE CHANGE OF RUNWAY AND/OR TAKE-OFF DATA
Atairportswheretheopportunityforalaterunwaychangecouldbeexpected,
suchasBKK,obtainACARSRTOWforbothrunwayspriortopushback.
Providedperformanceisnotlimiting,inputthesameflapconfigurationforthe
secondaryrunwayasthatgeneratedbytheACARST/Odataprintoutforthe
primaryrunway.Selectionofthesameflapconfigurationwillreducethechance
Anymodificationtodatashallbeinsertedandcrosscheckedfollowingthesame
processdefinedinNormalProcedures.Iftake-offdatahaschanged,orinthe
ObtainnewACARSRTOW.AgaintheCaptainshallchecktheACARS
ModifytheF-PLNtoreflectthenewATCclearancefortherunway,SID
InsertthenewPERFTOdata;theMCDUmaynotcleartheoriginalPERF
datawhentherunwayischanged.CheckPERFCLBdata(speed
UsingtheEFISControlPanel,confirmselectionofEFISdisplayforboth
Thisbriefingshouldnormallybeabriefconfirmationofthethoroughtake-off
briefingmadeattheparkingbay.Anymajorchangesthatmayhaveoccurred
FCTM
Pre-Start, Start And Taxi
Taxiontherighthandsideoftherunwayandturnlefttoestablisha20
divergencefromtherunwayaxis(usingtheNDorPFD)withamaximum
Whenphysicallyovertherunwayedge,smoothlyinitiateafulldeflection
FCTM
3.30.5
REV 1 (6 JUN 05)
TheTaxiAidCameraSystem(TACS)canbeusefulinobservingareasbeneath
OnlongstraighttaxiwaysandwithnoATCorothergroundtrafficconstraints,
allowtheaircrafttoacceleratetowards30ktandthenuseonesmoothbrake
applicationtodeceleratetowards15kt.Donot"ride"thebrakes.TheNDground
CarbonBrakewearisafunctionofthenumberofbrakeapplicationsandbrake
temperature.Thewearisnotafunctionofthepressureappliedorthedurationof
thebraking.Theonlywaytominimisebrakewearistoreducethenumberof
TheFCOMlimitsbraketemperatureto300
Cbeforecommencementoftake-off.
Thislimitensuresthatanyhydraulicfluidwhichmightcomeintocontactwiththe
FCTM
Pre-Start, Start And Taxi
Taxi
FCTM
3.30.3
Thenosewheelsteeringsystemis"fly-by-wire"withnomechanicalconnection
:30m)
(A346:35m)
Forturnsof90
ormore,speedshouldbebelow10kt.Smoothlyinitiatetheturn
astheintersectingtaxiwaycentreline(orintendedexitpoint)approachesthe
FCTM
Pre-Start, Start And Taxi
Ataconvenientstage,priortoorduringtaxi,butbeforearmingtheautobrake,
thePFannounces"FlightControlCheck"andappliesfulllongitudinalandlateral
sidestickdeflection.OntheF/CTLpage,thePNFchecksandcallsfulldeflection
andcorrectsenseofmovementofelevatorsandaileronsandcorrectextension
FCTM
3.30.1
Groundcrew"thumbsup"signalhasbeenreceivedindicatingall
(A346:Ifthebrakepedalsarepressedbeforereleasingtheparkbrake,the
alternatebrakingmoderemainsactiveandthebraketripleindicatorwillcontinue
todisplaybluesystempressure.Whenthebrakepedalsarereleased,normal
brakingmoderesumesandthebraketripleindicatorshouldthenreadnear
Tobegintaxi,releasethebrakesand,ifrequired,smoothlyincreasethrusttothe
minimumrequiredfortheaircrafttorollforward.Ifthrustaboveidleisrequiredto
achievetaxispeed,beawarethatenginesareslowtoacceleratefromground
idleandallowtimeforaircraftresponsebeforeincreasingthrustfurther.Engine
noiselevelintheflightdeckislowandnotindicativeofenginethrust.Excessive
thrustapplicationmayresultinexhaustblastdamageorforeignobjectingestion
FCTM
INTENTIONALLY
BLANK
3.20.1
Thethrustleversmustbeconfirmedatidlepriortoenginestart.Ifthethrust
leversarenotatidle,thethrustwillincreaseaboveidleafterstart,creatinga
potentiallyhazardoussituation.However,anECAMcautionENGSTARTFAULT
).
FCTM
Reverse side blank
INTENTIONALLY
BLANK
3.10.3
Duringthispotentiallyhazardousphaseoftheoperation,theNPsshouldbe
strictlyfollowedtominimisethepossibilityofinjurytogroundpersonnelor
damagetotheaircraft/groundequipment.Consequently,ATCclearanceshould
OncethedoorsareclosedandATCclearancehasbeenobtained,theSTART
FCTM
Reverse side blank
Pre-Start, Start And Taxi
Pre-start
FCTM
3.10.1
Asinallaircraft,achievingthecorrectseatingpositionisveryimportant.The
correctseatingpositionnotonlyallowsthepilottohavethebestpossibleviewof
theinstrumentsandoutsidethecockpit,butalsoensuresthathecanoperateall
controlsinbothnormalandnon-normalsituations.ItiscriticalduringLow
VisibilityProcedures(LVP)thatthepilot'seyesarepositionedcorrectlysothat
hemaximisesthevisualsegment,thusincreasingthepossibilityofachievingthe
Toachievecorrecteyeposition,theaircraftisfittedwithanindicatorlocatedon
thecentrewindscreenpost.Itcomprisestwoballswhich,whensuperimposed
oneontheother,indicatethatthepilot'seyesareinthecorrectposition.Adjust
theseathorizontally,verticallyandinreclinetoensurecorrecteyeposition.The
adjustmentstotheseatshouldbemadewhensittinginanormalposture.A
commonerrorissittingtoolowwhichdecreasesthecockpitcut-offangle,
Afterseatadjustment,theoutboardarmrestshouldbeadjustedsuchthatthe
forearmrestsonitcomfortablywhenholdingthesidestick.Thereshouldbeno
FCTM
INTENTIONALLY
BLANK
3.00.1
Seating Position............................................................................................3.10.1
A346 Taxi Camera........................................................................................3.30.5
Taxi Speed And Braking................................................................................3.30.5
Carbon Brakes..............................................................................................3.30.5
Brake Temperature.......................................................................................3.30.5
Turn On The Runway...........................................................................3.30.6
Late Change Of Runway And/Or Take-off Data............................................3.30.7
Take-off Briefing Confirmation.......................................................................3.30.7
Adverse Weather...........................................................................................3.30.8
Taxi With Engines Shut Down.......................................................................3.30.8
Line-up Technique.........................................................................................3.30.8
FCTM
Reverse side blank
General Information
Thepilotmusttakecarewhenperformingago-aroundwiththeFPVselected,as
onsomeaircrafttheHDG-V/SFDisnotautomaticallydisplayeduponthe
selectionofTOGA.Inthiscase,itisimportanttousepitchattitudeasthe
FCTM
2.80.3
TheFPVisparticularlyusefulonnon-precisionapproachesasthepilotcan
selectvaluesfortheinboundtrackandfinaldescentpathangleontheFCU.
Onceestablishedinbound,onlyminorcorrectionsshouldberequiredtomaintain
anaccurateapproachpath.Trackinganddescentflightpathcanbemonitored
byreferencetothetrackindicatorandthebird.Beaware,however,thatthebird
onlyindicatesatrajectoryandnotguidancetoagroundbasedfacility.For
TheFPVisusefulasacross-referencewhenflyingvisualcircuits.Onthe
downwindleg,putthewingsofthebirdonthehorizontomaintainlevelflight.
FCTM
General Information
TheFPVdisplaysinformationontheaircrafttrajectoryrelativetotheground.
FCTM
2.80.1
REV 1 (6 JUN 05)
GENERAL
TheFPVindicatesperformanceanddoesnotdirectorcommand.Itdisplays
informationontheaircrafttrajectoryrelativetotheground.Becauseofinertia,
TheverticalflightpathanglecanbereaddirectlyfromthePFDpitchscale.Ifthe
aircraftisstableandthewingsofthebirdareonthePFDhorizon,thenthe
ThetrackisdisplayedonthePFDasagreendiamondindicatoronthecompass,
aswellasbythelateraldisplacementofthebirdfromthefixedaircraftsymbol.
OntheND,thetrackisdisplayedasagreendiamondindicatoronthecompass
FCTM
General Information
Thrust Control
DISCONNECTION
·
Depressing the instinctive disconnect pb
·
A/THROFF"cautionwillbeannunciatedontheE/WDon
thefirstpressoftheinstinctivedisconnectpbandwillbeclearedbya
secondpressofthepb.Thecautionwillalsodisappearaftera9sec
A/THROFF"and"ENG
LOCKED"willappearontheECAMandthemessage"THRLK"willflashin
amberontheFMA.Inthisinstance,promptlyaligntheTLAbluecircletothe
TheA/THRcanbereactivatedbypressingtheA/THRpbontheFCUand
EvenwithA/THRselectedoff,highangleofattackprotection(AlphaFloor)is
providedbytheA/THR.AlphaFloorisnotavailableinthecertaincases.FCOM
FCTM
2.70.7
REV 1 (6 JUN 05)
All Engines Operative
A/THRLIMITED"appearsontheE/WDandthemessage
"LVRCLB"flashesinwhiteontheFMA.Thissituationisbroughttothecrew's
attentionasacaution,withasinglechimerepeatedevery5secsuntilthethrust
A/THRLIMITED"appearsonthe
FCTM
General Information
Thereareanumberofwarnings,cautionsandmessagesassociatedwiththe
operationoftheA/THR.Thewarnings,cautionsandmessagescanbeclassified
FCTM
2.70.5
Toinitiatetake-off,theCaptainadvancesthethrustleverstoeithertheFLX/MCT
FCTM
General Information
Thrust Control
Thrust Lever Quadrant
FCTM
2.70.3
Whenarmed,theA/THRisreadytocontrolthethrustoncethethrustleversare
movedintotheactiverange.NormallytheA/THRisarmedontheapplicationof
take-offthrust,atwhichpoint"A/THR"isdisplayedinblueintherighthand
columnoftheFMA.Aftertake-off,A/THRisactivatedbyselectingthethrust
FCTM
General Information
OneoftheuniquefeaturesoftheAirbusA/THRsystemisthatthethrustlevers
arenotback-driven,i.e.theydonotmoveasthethrustchanges.Thisbeingthe
case,othercuesmustbeusedtomonitorA/THRperformance,e.g.thespeed
trendvectoronthePFDorthetransientandcommandedN1/EPRindicationson
theengineinstruments.TheA/THRnormallyremainsactivefromthethrust
SpeedorMachmode,wheretheA/THRmodulatesthrusttoachievea
FCTM
2.70.1
Consolemountedleversareusedtocontrolenginethrust.Thrustcanbe
controlledeithermanually,orautomaticallythroughtheA/THR.Eachleversends
electricalsignalstotheFADECoftheengineitcontrols.TheFADECresponds
FCTM
General Information
Iftheaircraftisfaroutsidethenormalflightenvelopeandreachessome
abnormalattitudes,theflightcontrollawismodifiedtoallowthecrewtoregain
normalattitudeefficiently.Thisistheabnormalattitudelaw.FCOM1.27.30
TheA346,beinglongerthantheA333andA343,hasahigherriskoftailstrike.
Consequently,severalnewfeatureshavebeenincorporated.Theseincludean
addedrotationlawplusanadditionalauto-callout,PFDindicationandECAM
Apitchrotationlawhasbeenaddedfortake-offandisengagedduringthe
rotationphase.Apitchdemanddependingonpitchrateandsidestickpositionis
FCTM
2.60.11
Inmostcasesoftriplefailure,e.g.tripleADRfailure,directlawistriggered.
Thehandlingcharacteristicsaresimilartoaconventionalaircraft.
Anytendency
torollstickfreecanbecorrectedbyconventionaluseoftherudder.Ruddertrim
canbeusedintheconventionalway,butnotethatthesideslipindexmaybe
slightlydisplacedfromthecentreoncetherudderforceshavebeentrimmedout.
Rapidspeedbrakeapplicationand
largethrustchangeswillresultinsignificant
pitchingmoments,i.e.nose-upwiththrustincreaseandnosedownwiththrust
Inpitch,elevatordeflectionisproportionaltosidestickdeflection.Itisimportant
tonotethatthecontrolsareverypowerful.Consequently,usesmallinputswhen
athighspeed.Asthereisnoauto-trim,usemanualtrimmakingsmallinputson
Inroll,aileronandspoilerdeflectionisproportionaltosidestickdeflection.
law works with the yaw damper to provide a minimal turn coordination.
Noprotectionsareavailablebutoverspeedandstallauralwarningsremain
Thepurposeofthebackupsystemistoallowcontroloftheaircraftfollowinga
totallossofelectrics,flightcontrolcomputers,elevators,oraileronsandspoilers.
Itisdesignedtoallowthecrewtosafelystabilisetheflightpathwhileattempting
torecoveracontrollaworrestorealostsystem(s).Itisnotintendedthatan
Stabilisetheaircraftflightpathusingtherudderandmanualpitchtrimwhile
attemptingtorecoveraflightcontrollaw.Thrustconsiderationsregarding
Pitchcontrolisachievedthroughthepitchtrimwheel.Makesmallinputsonthe
Lateralcontrolisachievedthroughtherudder.Therudderinducesasignificant
rollwithaslightdelay.Makesmallinputsontherudderpedalsandwaitforthe
aircraftresponsebeforemakingafurthercorrection.Wingslevelstabilisation
FCTM
General Information
Oncommercialaircraft,30°bankangleisnormallynottobeexceeded.Abank
angleof67°inlevelflightcorrespondstotheaircraftlimitof2.5g.Therefore,67°
hasbeenestablishedasthebankanglelimit.Approachingthislimit,therollrate
Insomecasesofdoublefailure,e.g.doublehydraulicfailure,theintegrityand
redundancyofthecomputersandotherrequiredsystemsarenotsufficientto
achievenormallawwithitsprotections.Inthiscase,AlternateLawistriggered.
VLSremains,but
áprotandámaxdisappear,replacedbyasingleblackand
redstrip,thetopofwhichisthestallwarningspeedVSW.UnlikeVLSwhichis
stable,VSW
isgsensitivesoastoindicatemarginabovestallduringturns.The
autopilotmaybeavailabledependingonthecauseandtypeoffailure(s).During
landing, alternate law reverts to direct law at100 ft RA.
Iftheaircraftisoperatedoutsidethenormalflightenvelope,thepilotmusttake
appropriatecorrectiveactiontoavoidlosingcontroland/ortoavoidhighspeed
Inroll,dependingonthefailurelevel,controliseithernormal(ALTN1)ordirect
(ALTN2).Inrolldirect,theaircraftappearstobeverysensitiveandbankstability
Thebankangleprotectionismaintainedifrollisnormal(ALTN1)butlost
FCTM
2.60.9
Whenhighspeedprotectionistriggered,theautopilotdisconnects,thepitchtrim
isfrozen,thespiralstaticstabilityisreducedfrom33°to0°ofbankandthelimit
bankangleisreducedfrom67°to45°.Ifhighspeedprotectionisactivewiththe
aircraftestablishedinaturn,whenthesidestickisreleasedtheaircraftwillroll
FCTM
General Information
Flight Controls
CIFT Escape Manoeuvres on Protected and Non-Protected Aircraft
High Pitch Attitude Protection
FCTM
A330 A340