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· FCOM 3.02.27 (Direct law procedure)
· FCOM 3.02.34 (RA 1 +2 fault procedure)
· Briefing Note - ILS raw data approach
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Effects of failure/gear position on auto-pilot, FD, approach mode and flight controls.
· Approach and landing in direct law.
· Raw data approach (reminder).
SECONDARY
· Flight controls logic.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.34 Page 3
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
NAVIGATION
CHAP03\34
DUAL RADIO ALTIMETER FAILURE (END)
05 - TRAINEES’ ACTIONS
GPWS is lost, therefore apply extra caution with regard terrain. The autopilot is available
until the gear is lowered.
It should be noted that the flight director will not be able to capture and track the glideslope
(FCOM 1.22.30 [Auto Flight - Flight Guidance]). However be careful of following flight
director commands close to the ground as it will command excessive roll rates. Interception
of the localiser may be done using LOC but the final stages of the approach should be flown
using raw data to avoid excessive roll rates if LOC is still engaged.
The approach and landing are only to Cat 1 limits, bearing in mind that the aircraft will revert
to DIRECT law when the gear is lowered. As with most cases reverting to DIRECT law, it is
advisable to set CONFIG 3 before lowering the gear so that the aircraft is in trim when
DIRECT law becomes operative.
The ECAM procedure comes up with gear down. The crew have time to read and to properly
apply.
06 - COMPLETION STANDARDS
· Determines correct approach and landing configuration.
· Makes smooth, accurate approach and landing within limits as per ILS raw data approach.
07 - COMMON ERRORS
· Use of FD guidance in LOC mode.
· Over-controlling in direct law.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.34 Page 4
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
NAVIGATION
CHAP03\34
ENGINE FAILURE IN CRUISE
01 - TRAINING OBJECTIVE
· To recognize engine failure or fire warnings and take correct actions to maintain a safe
trajectory.
· To perform correct procedure dependent on circumstances.
02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
· QRH 4.04 - 4.07 (Operational data)
· FCOM 1.22.10 (Thrust lever function)
· FCOM 2.04.35 & 2.04.40 (Special Operations)
· FCOM 3.06.10 (Single engine operation)
· FCOM 4.04.30 (Single engine procedures)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Strategy and diversion decision making.
· Aircraft control and trajectory established.
· Pitch attitude and speed control.
· Specific task sharing procedures.
· ECAM actions - Relight envelope consideration.
· Subsequent approach planning.
SECONDARY
· A/P engagement mode / A/THR disconnection.
· ETOPS / Mountainous area considerations.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 1
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
ENGINE FAILURE IN CRUISE (CONT’D)
05 - TRAINEES’ ACTIONS
If an engine should fail in cruise, there are three strategies available for dealing with this
occurrence. These are the standard, obstacle and ETOPS strategy. Unless a specific
procedure has been established before dispatch (such as ETOPS or Mountainous areas) the
recommended procedure is the standard strategy.
STANDARD STRATEGY (FCOM 4.04.30)
Before descent, start ECAM actions, set MCT on the remaining engine and disconnect
A/THR. Set a lower altitude in the altitude window and pull for OPEN DES. The descent
should be performed at .78/300 kts so select on FCU and pull. When in the descent
establish, from the QRH, cruise flight level for level off. Inform ATC and set in the FCU
altitude window.
As the thrust is fixed at MCT, the speed is controlled by elevator. On reaching the new
altitude, set speed according to the QRH, and select A/THR on. Continue flight to destination
or as appropriate.
OBSTACLE STRATEGY (FCOM 4.04.30)
To maintain the highest possible level due to terrain, the drift down procedure must be
adopted. This requires MCT on the remaining engine and A/THR off, but speed target is now
green dot.
The procedure is similar to the standard strategy, but as the speed target is green dot, rate
and angle of descent will be lower. Carefully consider the airplane’s position at the end of the
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