SYSTEM OPERATIONS / FAILURES
Applicable to: ALL
ATA Risk Consequences Csqce type Refer to FCTM
22 The flight crew uses the instinctive disconnect pushbutton on the thrust levers to disconnect autothrust, without reducing the Throttle Lever Angle (TLA) Immediate and undue speed increase Refer to OP-030
AUTOTHRUST (A/THR)
22 Alpha floor/TOGA LOCK, with no disconnection of autothrust TOGA thrust is maintained, with an undue speed increase, and may lead to overspeed Refer to OP-030
AUTOTHRUST (A/THR)
22 The flight crew does not use the correct knob to change heading or speed Trajectory not correct
22 The flight crew does not sequence the F/PLN Erroneous computation (e.g. time, fuel) and trajectory Refer to NO-120
INTERMEDIATE APPROACH
27 The flight crew does not select the speed after slat or flap failure At takeoff:
When flaps/slats are locked, if the flight crew does not select the current speed, the aircraft continues to accelerate and possibly exceeds MAX Speed Refer to AO-027
ABNORMAL FLAPS/
SLATS
CONFIGURATION
In approach:
When flaps/slats are locked, if the flight crew does not select the current speed, the aircraft continues to decelerate down to a speed that is not consistent with the real aircraft configuration
To be continued on next page
PREVENTING IDENTIFIED RISKS
PREVENTING IDENTIFIED RISKS
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
Continued from previous page
ATA
Risk Consequences Csqce type Refer to FCTM
27/32 In the case of flight with slats/flaps extended or landing gear extended, the flight crew takes into account the FMS predictions Erroneous computation (i.e. time, fuel), because the FMS does not take into account the abnormal configuration Refer to AO-027
ABNORMAL FLAPS/
SLATS
CONFIGURATION
28 The flight crew does not check fuel before fuel crossfeed Fuel loss Refer to AO-028 FUEL LEAK
34 Error in the use of RMP Loss of transmission to ATC due to an erroneous manipulation (particularly when SEL is on)
34 The flight crew performs the TCAS procedure, but does not set the FDs to OFF The autothrust mode remains in THR CLB or THR DES, which are not the appropriate modes. This may lead to flight control protection activation Refer to SI-060
OPERATIONAL RECOMMENDATIONS
34 The flight crew selects ADR to OFF using the ADIRS rotary selector, instead of the ADR pushbutton Irreversible loss of redundancy (the
associated IR is lost, and cannot be
recovered until the end of the flight) Refer to AO-034 ADR/ IRS FAULT
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