A330 REC TRNG 1-C APR.2013 (1)

Rev APR 2013 A330 LOFT / RECURRENT TRAINING - C DAY 1

BAH-MCT-DXB DXB-DOH-BAH OMDB12R-OTBD34-OBBI30R

PF : F/O

Note: 1. Chk current OEBs. Also check the DDs relevant to the SIM (ask the instructor if failures are present as per Status page).

2. Use Standard PA's as per SOPs during emergencies. Avoid unnecessary adlibs.

SOP 3.3.16.p22 3. For emergencies, brief the Purser ( NITS ) N ature of emergency, I ntention, T ime available, S pecial information.

4 Refer to SOP Manual/ Standard Callouts/ A.7 p15 for Memory Items. (Annex "A" to Chapter 2&3)

SOP; Annex ''C" 5. BRIEFING of the FLT PLN Page (ARRIVAL BRIEFING)

p8 For Precision Approaches "Call me one hundred above and minimum (check FPFD), I will call Landing

or Go Around flaps. In the event of the go around..."

Note: ● For CAT I manual landing, no FMA callouts are required below MDA.

p10 For Non-Precision Approaches "Call me one hundred above and minimum (check PFD), and I will call Landing or

call Go Around Flaps at the applicable missed approach point. In the event of the go around..."

LOFT

Wikipedia - Line Oriented Flight Training (or LOFT) is training in a simulator with a complete crew using representative flight

contain normal, abnormal, and emergency procedures that may be expected in line operations.

FAA defines "Recurrent LOFT" as a simulator training session conducted during any phase of recurrent training and

allows the crew to practice both technical and CRM skills in an uninterrupted real world “line” environment.

www.caa.co.uk - LOFT refers to aircrew training which involves a full mission simulation of situations which are representative of line operations, with

special emphasis on situations which involve communications, management and leadership.In short, LOFT means realistic, "real-time", full mission training.

1. COCKPIT PREPARATION Know asterisk items:

PNF: Ext Power, Cockpit Lights; Spd Brk Lever, Parking Brake; Accu/ Brake Press; , ECAM Recall (Ecam Oxy Press/ Hyd Qty/ Eng Oil Qty)

OEB; Gr Pins & Cvrs; Airfield Data; Ext Walk Around.

PF: OEB; All White Lts; Rcdr Grnd Ctl; ADIRS; Signs; Pack Flow; STBY Insts.; North Ref; Clock; A/SKID NWS; WX RDR; ECAM Status;

ECAM Status; LDG ELEV(ECAM); THR LVRs; ENG MSTR; ENG Start Sel; ATC; MSG Log; ADS; ATC Clearance; FMGS INIT.

Follow PANEL SCAN FLOW, Instrument Check, Safety Briefing (make use of MCDU as per SOP).

Notes: 1. 5 Items you do not check during Transit Cockpit Prep: APU Fire Test, Battery Chk, Eng Fire Test, CVR test, Oxygen Chk.

2. Be prepared to do a FULL Preliminary and Cockpit Preparation. Use the QRH.

SOP 3.4.2 p32 3. If APU not started ensure APU bleed "OFF", Fire Check/Test carried out prior to APU start.

Note: If APU has already been started, the fire test to be performed by PF during cockpit preparation.

PRO-NOR-SOP-04 P7/12 AIR COND Cockpit/Cabin Temp selector. Full range temp 24 ± 6°C. (Rec is 21.5° C.)

P10-11/12 EMERGENCY EQUIPMENT (7) : Life jacket, crash axe, smoke hood, portable firex, oxy masks, flashlight, escape rope.

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Rev APR 2013 REC TRNG - C PF : F/O DAY 1

2. ENGINE START ABNORMAL (OPTIONAL)

LIM-70 P 4/6 ‐ Starter maximum continuous operation is 5 min .

‐ Two 3 min duty cycles and a consecutive 1 min cycle is permitted with run down to zero N3 between each cycle.

‐ After one continuous operation, or the three cycles wait 30 min to allow the starter to cool.

‐ No running engagement of the starter when the N3 is above 10 % on ground, or 30 % in flight.

Notes: 1. Starter failures - READ then DO.

2. Check bleed pressure sufficient before starting engines.

DSC-70-90 P 16/22 3. Eng bleed pressure amber below 15psi w/ N2 ≥8% or in case of overpressure.

FCTM/START AFTER ENGINE START If the start is not successful, the flight crew must use the ECAM as usually done, and avoid instinctively

NO-030 P 2/6 selecting the ENG MASTER switch to OFF. This would interrupt the FADEC protective actions (e.g. cranking after hot start).

PRO-ABN-70 ENG 1(2) START FAULT

P 52-53/146 ■ LOW N1 (on the ground) No N1 rotation during start

■ ENG STALL or EGT OVERLIMIT or NO LIGHT UP ● IN FLT: Wait 30 s before attempting a new start (to drain the eng).

■ STARTER FAULT or STARTER TIME EXCEEDED

● On ground (auto start):

In case of hot start, start stall or overtemperature, the FADEC reduces the start fuel schedule in steps of 7 % down to 14 % until start is successful.

Following message is displayed on ECAM. NEW START IN PROGRESS

If start is unsuccessful, the fuel valve is closed.

● If start still unsuccessful:

ENG MASTER (AFFECTED ENGINE)............................................................................OFF

Fuel metering valve and starter air valve are automatically closed. Both igniters are turned off.

In case of stall consider X BLEED start if pressure is low.

Note: After an ENG START fault, do a Manual Start. Do not attempt another AUTO start otherwise you may reach your starting limits.

● On the ground (manual start): - MAN START (affected)……..….…OFF- ENG MASTER (affected)……........ OFF

- ENG START SEL ………….…...………CRANK Note: The last two lines are not

- MAN START ……..…..…….ON displayed on ECAM.

Note: Dry crank the engine for 30 s . The start valve reopens automatically when N2 is below 15% .

The pilot must decide whether to attempt a new start, or report the no start condition for appropiate maintenance action.

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2. ENGINE START ABNORMAL (OPTIONAL)

MANUAL ENGINE START PRO-SUP-70 P 5-6/20

Pilots normally use automatic starting to start an engine. However, manual starting is recommended in the following cases:

■ After aborting a start, because of: ▪ Engine Stall ▪ Engine EGT overlimit ▪ LO START AIR PRESS

■ When expecting a start abort, because of :

▪ Degraded bleed performance, due to a hot condition, or at a high altitude airfield

▪ An engine with a reduced EGT margin in hot conditions, or at a high altitude airfields.

▪ Marginal performance of the external pneumatic group.

SOP 2.3.3 p10 Note: Eng Manual Start - ON/OFF will be done by the Captain.

PRO-SUP-70 P7/20 PNF: Start time when MASTER ON to monitor light-up delay. EGT & N1 increase 20 secs (max) after fuel on.

OTHER ENGINE START WITH EXTERNAL PNEUMATIC POWER (APU INOP) ………...……PRO-SUP-70 P 9/20

STARTING Start Eng 1 first. The min recommended starter air supply pressure is 25psi when start valve open.

FAILURE CROSSBLEED ENG START ………..……………...……...………………………………PRO-SUP-70 P 10-11/20

REFS Note: Finish pushback and start 2nd engine when parking brake is set.

N1 of supplying engine may be increased up to 30 % if required in order to obtain starter air

supply pressure at about 30 PSI. PRO-SUP-70 P 11/20

AUTOMATIC ENGINE START (PRO-NOR-SOP-08 P2/6)

UPPER DISPLAY LOWER DISPLAY VIB INDICATIONS THR SETTING/EGT LIMITS (LIM-70 P1/6)

N3 increases. Start valve in line. (PRO-ABN-70 p 94/150) OP COND TIME LMT EGT LMT

Bleed press indication green N1 ≥ 3.3 units T/O & G/A 20 s 920°C

Oil pressure increases. N2 ≥ 2.6 units 5 min 900°C

At 25% N3: Active igniter (A or B); N3 ≥ 4.0 units (Eng Fail) 10 min 900°C

- FF increases. RPM (LIM-70 P 3/6) MCT/Airstart Unlimited 850°C

30 s (max) after fuel is on: N1 Max 99% Starting 700°C

- EGT & N1 increases N2 Max 103.3% OIL (LIM-70 P2/6)

At 50% N3: Start valve starts closing N3 Max 100% Min oil pressure 25°C

(It is fully closed after about 10s) (PRO-ABN-70 P51/150) OVERLIMIT Min temp prior to takeoff 20°C

MAIN & SEC.ENG IDLE PARAMETERS Max Pointer indication : Max temperature 190°C

at ISA sea level (PRO-NOR-SOP-08 P3/6) N1 above 99% Min Oil Qty (PRO-NOR-SOP-04 P9/12)

EPR 1.015 N2 47% EGT 380°C N2 above 103.3% ≥ 6qts + 0.7qt / hr but no lower 15 qt.

N1 22.6% N3 63% FF 820 kg/h N3 above 100%

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3. - TAXI - PRIM FAULT (Restore after reset procedure) PRO-ABN-27 P 32/60 F/CTL PRIM 1(2)(3) FAULT

PRIM (AFFECTED) ..............................................................OFF THEN ON

● IF UNSUCCESSFUL: PRIM (AFFECTED) ........................................................OFF

SOP A.7 : "LOSS OF BRAKING"

(QRH 32.01) LOSS OF BRAKING: (PRO-ABN-32 P 38/42)

● If NO Braking Available: REVERSE………………………………….MAX

BRAKE PEDALS…….…...…………....... RELEASE (Feet off the Pedals)

A/SKID & N/W STRG …….................…. OFF (Braking reverts to alternate mode .)

BRAKE PEDALS …….…….…………..… PRESS

MAX BRAKE PR …….……………..……1000 PSI

● If still NO Braking: PARKING BRAKE…………….....…..…... USE ALG/H/J

(LIM-32 P 1-2/2) NOSEWHEEL STEERING (NWS) The nosewheel steering angle is limited to 65° when using the handwheels. 72°

For towing and pushback, the nosewheel steering angle is limited to 65°. 65°

Towbarless towing and pushback on NLG is approved when using the accepted towbarless towing vehicles.

4. - TAKE OFF - X-WIND T/O (CROSS WIND 20 KTS OR MORE)/ DEPARTURE

LIM-12 P 5-7/10 Wind for Takeoff : Max crosswind demonstrated - 32 kts (gust included); Max tailwind - 10kts (ALG)/15kts

THRUST SETTING PRO-NOR-SOP-12 P 4/10

In case of tailwind or if crosswind is greater than 20 kt:

THRUST LEVERS................................................................................................. FLX or TOGA

‐ PF applies full forward stick.

‐ PF sets takeoff thrust, while maintaining stick full forward up to 80kt.Gradually release the stick to reach neutral at 100kt.

‐ Once the THR LVRs are set to FLX or TOGA detent, the captain keeps his hand on the THR LVRs until the A/C reaches V1.

Crosswind Takeoff

After liftoff, lock the rudder to neutral with both feet & hold it. The A/Cs wing will dip to the wind, therefore, roll wings to level.

For Landing, maintain the crab into the wind and decrab passing 50 ft.

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5. - TCAS DSC-34-80-10 QRH 34.07A

TCAS (Traffic alert and Collision Avoidance System) detects any a/c, equipped w/ tranponders, flying in it's vicinity.

Displays potential & predicted collision targets & issues vertical orders to avoid conflict.

No collision threat Other Intruders: (closer than 30nm vertical range- as per selection) - white empty diamond.

No collision threat Proximate Intruder: (closer than 6nm in lateral and + 1,200 ft in vertical direction) - white filled diamond.

Pot'l collision threat Traffic Advisory (TA): TAU about 40s

Real collision threat Resolution Advisory (RA): TAU about 25s

Note: Relative Alt -indicated in hundred of ft above or below the symbol; Vertical Spd Arrow -displayed only if VS> 500ft/min.

Pot'l collision threat ■ Traffic Advisory: "TRAFFIC" messages

TAU = 40secs - Do not perform a manuever based on a TA alone

amber circle =

Note: TAU is the estimated time from actual position before reaching the Closest Point of Approach (CPA)

SOP A.7 : As soon as "TRAFFIC" warning is triggered: "TCAS, I HAVE CONTROL"; " SEAT BELT SIGN - ON" (SOP 3.3.11p17;Note 2)

Real collision threat ■ Resolution Advisory : All "CLIMB" and "DESCEND" or "MAINTAIN VERTICAL SPEED MAINTAIN" or

"ADJUST VERTICAL SPEED ADJUST" or "MONITOR VERTICAL SPEED" type messages

– AP (if engaged) ….. OFF – BOTH FDs ……... OFF (PNF to switch both FDs off )

" AUTOPILOT - OFF "; "FLIGHT DIRECTORs - OFF" (FDs off to keep SPEED Mode w/ A/THR)

TAU = 25secs – Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as required, to reach

red square = the green area and/or avoid the red area of the vertical speed scale.

Note : Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area of

the VSI and within the green area. If necessary, use the full speed range between V αmax & VMAX.

– Respect stall, GPWS, or windshear warnings

– Notify ATC (PNF Advise ATC - "TCAS RA" ) Jepp ATC p415-12.3.1.2 r. (04 Sept 09)

■ When "CLEAR OF CONFLICT" is announced: PNF - "CLEAR OF CONFLICT (assigned clearance) RESUMED".

Jepp.ATC 15.7.3.6 Following a significant ACAS event, pilots and controllers should complete an air traffic incident report.

- Resume normal navigation in accordance with ATC Clearance.

- AP and FDs can be reengaged as desired. PF - "FDs - ON; AP - ON"

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5. - TCAS DSC-34-80-10

FCTM SI-060 P 1/4 Corrective, e.g. "CLIMB" Smoothly and firmly (0.25 g) follow VSI green sector within 5s

FCTM SI-060 P 1/4 Corrective, e.g. "CLIMB NOW" or "INCREASE CLIMB" Smoothly and firmly (0.35 g) follow VSI green sector within 2.5s

FCTM SI-060 P 2/4 If a RA is generated:

• The flight crew must always follow the TCAS RA orders in the correct direction, even:

‐ If the TCAS RA orders are in contradiction with the ATC instructions

‐ At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB, INCREASE CLIMB TCAS RA orders

‐ If it results in crossing the altitude of the intruder.

CAUTION If a pilot does not follow a RA, he should be aware that the intruder may beTCAS equipped and may be maneuvering

toward his aircraft in response to a coordinated RA. This could compromize safe separation.

• The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed Indicator (VSI)

green sector within 5 s, and requests that both FDs be disconnected.

Note: Both FDs must be disconnected once APs are disconnected:

‐ To ensure autothrust speed mode

‐ To avoid possible confusion between FD bar orders and, TCAS aural and VSI orders

• The PNF disconnects both FDs, but will not try to see intruders.

DSC-34-80-10 P1/10 The TCAS detection capability is limited to intruders flying within a max range of 80 NM

and within a maximum altitude range of 9,900 ft (above the threatened aircraft).

DSC-34-80-10 P10/10 If windshear, stall or GPWS messages are triggered, or a/c below 500ft AGL, all the TCAS aural messages are suppressed.

JEPPESEN ATC Phraseologies / TCAS pp 415 (04 Sept 09) JEPP ATC Phraseologies / TRAFFIC INFO pp 417

12.3.1.2 t. "CLEAR OF CONFLICT, RETURNING TO (assigned clearance)". 12.3.1.6 c. " LOOKING OUT"

12.3.1.2 r. " TCAS RA". 12.3.1.6 d. " TRAFFIC IN SIGHT "

12.3.1.2 v. "CLEAR OF CONFLICT (assigned clearance) RESUMED". 12.3.1.6 e. " NEGATIVE CONTACT " (reasons)

JEPPESEN ATC/ATM p441

Sec. 15.7.3.6 Following a significant ACAS event, pilots and controllers should complete an air traffic incident report.

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5. - TCAS

TCAS ADVISORY INHIBITION (DSC-34-80-10 P10/10)

Some advisories are inhibited depending on the aircraft altitude:

- All intruders flying below 380 feet AGL, when the own aircraft altitude is below 1700 feet AGL.

- All RA below 1100 feet in climb, & 900 feet in descent. In this case, the RAs are converted into TAs.

- "Descend" type advisory below 1200 ft AGL at takeoff or 1000 ft AGL in approach.

- Increase Descent" RA below 1650 ft AGL in climb, or 1450 ft AGL in descent.

- All TA aural messages below 600ft. AGL in climb & below 400ft. AGL in descent.

Select "TA only" mode in the following cases: (PRO-SUP-34 P 6-7/16)

- Engine Failure;

- Dispatch with landing gear down (if applicable)

- In case of known traffic, which is in visual contact.

- At particular airports and during particular procedures identified by an operator

as having significant potential for unwanted or inappropriate RAs.

6. - FAILURES/ SCENARIOS AT INSTRUCTOR'S DISCRETION

Possible scenarios

- Windshear on takeoff; - Engine vibration on cruise requiring thrust lever IDLE;- NPA - DME Arc approach, intercept different inbound radial,

manual flight on the arc with Autopilot. (Maintain DME arc distance, at +1 DME distance turn inbound 5 degs).

Note: On a Eng VIB scenario, the engine on THR IDLE is still a good engine, so on a Go-Around - both THR LVRs to GA.

- One fuel pump failing requiring Fuel Gravity Feeding. Further requires descending to a lower altitude. Unable to proceed to DEST. Proceed to ALTN.

7. - DESCENT

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8. - NON-PRECISION APPROACH QRH NP-NP 9-11/14 PRO-NOR-SOP-19

Note: - Check 1. DATABASE, 2. VALIDATION of APP CHART, 3. NAV ACCURACY HIGH.

- Prepare FMGS for landing, Approach Briefing, Then "DESCENT and APPROACH CHECKLIST"

- Always select Auto Brake LO as a cue that Approach Checks have been done

- With LAND ASAP message always CHECK WEIGHT and apply Overweight Landing Checklist if req'd.

- If ATC says radar not available, climb to published Approach altitude.

PRO-NOR-SOP APPROACH STRATEGIES to perform RNAV approaches:

-19 P2-6/22 1. Lateral guidance, managed by FM, & vertical guidance selected by the crew NAV-FPA (or NAV-V/S)

2. Lateral & vertical guidance, managed by the FM: ….…………………………..FINAL APP mode

For straight-in approaches, the recommended flying reference is FPV, which should be selected during the initial approach.

- 19 P 11-12/22 APPROACH SPEED TECHNIQUE

In all cases, the crew should use managed speed

The standard speed technique is to make a stabilized approach using AP/FD and A/THR

The aircraft intercepts the final descent path in landing cofiguration, & at VAPP.

The flight crew should insert VAPP as a speed constraint at the FAF.

The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at 1,000 ft above airfield elevation.

Note:

- 19 P 15/22 - Once cleared for the approach, press the pb when flying towards the FAF.

Chk that APP NAV engaged, FINAL is armed, VDEV scale is on the PFD.

- 19 P 17/22 - When Flaps FULL - Check correct TO waypoint on the ND (otherwise FINAL APP mode won't engage ).

- 19 P 20/22 Note: When the aircraft reaches minimum minus 50 ft, the autopilot remains engaged and will automatically disengage at MAP.

DSC-22_30-30 P 2/4 AP1 or 2 disengages when: In a NPA, with FINAL APP mode engaged, the aircraft reaches:

- The MDA/MDH -50 ft (if entered), or 400 ft AGL (if no MDA/MDH is entered), or

- The Missed Approach Point (MAP), depending on which one comes first.

Note: - APP NAV engages only if FAP (TO waypoint on L2 & ND) and on the altitude of the APP.

- Single ENG APP - Don't get caught by the trap of a visual runway and high on the approach. Execute the GO-Around procedure.

9. - GO AROUND

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10. - DIVERSION TO ALTERNATE Enable ALTERNATE; Enroute - ENG FAIL

DIVERSION FCTM NO-180 P 3/4

Once the aircraft path is established and clearance has been obtained, the crew will modify the FMGS to allow the FMGS

switching from go-around phase to climb phase:

• If the crew has prepared the ALTN F-PLN in the active F-PLN, a lateral revision at the TO WPT is required to access the ENABLE ALTN prompt.

On selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next

waypoint using HDG or NAV via a DIR TO entry.

• If the crew has prepared the ALTN F-PLN in the SEC F-PLN, the SEC F-PLN will be activated, and a DIR TO performed as required.

AP/FD must be in HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed.

• If the crew has not prepared the ALTN FPLN, a selected climb will be initiated. Once established in climb and clear of terrain, the crew will make a lateral

revision at any waypoint to insert a NEW DEST. The route and a CRZ FL (on PROG page) can be updated as required.

The crew will check the defaulted CRZ FL on PROG page and CI, (consistent with diversion strategy), on PERF page.

11. - ENGINE FAILURE (NO RELIGHT) (PRO-ABN-70 P 17/46)

An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by decrease in N1.

Engine damage may be accompanied by:

‐ Explosions,

‐ Significant increase in aircraft vibrations and/or buffeting,

‐ Repeated or uncontrollable engine stalls,

‐ Associated abnormal indications such as hydraulic fluid loss, or no N2 or N3 indication.

(SOP 2.3.3 p10) If an engine failure occurs, the engine relight procedure will be carried out after completion of the ECAM procedure

(prior to reading the STATUS), at the discretion of the pilot-in-command.

ENGINE-OUT CONDITIONS (FCOM DSC-22_20-60-40 P 2/10)

The FMGS considers the a/c to be in an engine-out condition, when one of the ff. conditions is present and the a/c has started takeoff or is in flight :

- One engine master switch off, OR

- N2 (or N3 for Rolls Royce engines) below idle, or

- One Thrust Lever Angle (TLA) is below 5° and the other TLA of at least one other engine is above 5°, or

- The FADEC shows an engine fault.

(FCTM AO-020 P 9/22) 3 FAILURE SCENARIOS ECAM actions performed until: NOTE: When LAND ASAP turns from

1. Engine Fail w/o damage: ENG MASTER OFF red to amber , it is a cue that the fire

2. Engine Fail w/ damage: AGENT 1 DISH has been extinguished. Downgrade the

3. Engine Fire: AGENT 2 DISH " Mayday " to a " Panne Panne ".

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SOP 3.3.9 p16 ENGINE FAILURE / FAIL After detecting an engine failure or fire the PNF is to call "ENGINE FAILURE" /

" ENGINE FIRE" without identifying the engine.

PNF Call "ENGINE FAIL " - Cancel MASTER WARNING;

PF "I HAVE CONTROL & COMMUNICATIONS - ECAM ACTION" Follow ECAM Procedures

Note: At INOP SYSTEMS page, when ELEC page is reviewed, take this as a cue to start APU GEN.

After ENG 1(2) SHUTDOWN Do not attempt to restart the engine Follow ECAM procedures

PF Advise ATC of intentions; Request return to departure airport, Advise Purser and make a quick PA to Pax.

PNF When ECAM is completed: "ECAM ACTIONS COMPLETE" ;

PF Request Wx from PNF then prepare A/C for arrival; Control may be turned over to the PNF, Prepare FMGS for landing.

PF Conduct Approach Briefing, then get control back and request- "DESCENT and APPROACH CHECKLIST"

Note: Always select Auto Brake LO as a cue that Approach Checks have been done

SOP 3.3.3 p10 Note : On approach with engine/s out, the rudder trim shall be selected to “0” by 500 ft AGL.

After ENG 1 (2) SHUTDOWN PRO-ABN-70 P 40/146

Note: If the Y ELEC PUMP is running after ENG 2 failure (engine failure before flaps retraction),

SWITCH OFF the pump when in clean configuration.

Note: If engine windmilling induces transient HYD SYS LO PR warnings, it is recommended that flight crew switch OFF the

hydraulic pumps associated with the failed engine. Procedure only applicable when engine will not be restarted.

● BEFORE S/F EXTENSION (if ENG 2 shutdown):

● If ENG 2 S/D and green hyd lost:

YELLOW ELEC PUMP..................................OFF

DSC-31-40 Sideslip index (yellow) In case of take-off or go-around, the sideslip index changes from yellow to blue.

P 10/40 Note: The sideslip target is blue if:

- CONF 1,2,or 3 is selected and

- any ENG N1 >80% or one Thrust Lever > MCT ( ≥FLX if FLX) and

- the difference between the ENG N1's exceed 35%

In this case, the sideslip index is called β target.

When this index is centered with the roll index, the sideslip equals the sideslip target for optimum aircraft performance.

ENGINE OUT LANDING PRO-SUP-27-30 P 1/6

The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip indication centered. It is yellow, as long as N1

is less than 80 %. Between 100 and 50 ft, the pilot can reset rudder trim to make the landing run easier, it is recommended that, in the later stages of the

approach,the rudder be reset to zero, the neutral rudder pedal position corresponds to zero rudder and zero nosewheel deflection.

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12. - ILS APPROACH

ILS APPROACH - Corrections for Lateral Deviation

● Before Outer Marker (OM) Not greater than 10° left/right of Final approach track (FAP). If FAP is 184° - correction is between 174° - 194°.

● After Outer Marker (OM) Not greater than 5° from Final approach track (FAP). If FAP is 184° - correction between 179°-189°.

13. - LANDING (WET RUNWAY)

CROSS WIND LANDINGS ON CONTAMINATED RUNWAY

BRAKES FCTM NO-170 P 10/14

The green DECEL light comes on when the actual deceleration is 80 % of the selected rate. For example the DECEL light might not appear when the

autobrake is selected on a contaminated runway, because the deceleration rate is not reached with the autobrake properly functioning.

Whereas the DECEL light might appear with the autobrake properly functioning. Whereas the DECEL light might appear with LO selected on a dry runway while

only the reversers achieve the selected with LO selected on a dry runway while only the reversers achieve the selected deceleration rate without autobrake being

actually activated. In other words, the DECEL light is not an indicator of the autobrake operation as such, but that the deceleration rate is reached.

Since the auto brake system senses deceleration and modulates brake pressure accordingly, the timely application of MAX reverse thrust will reduce

the actual operation of the brakes themselves, thus the brake wear and temperature.

Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop within the available runway length.

CROSS WIND CONDITIONS FCTM NO-170 P 10/14

The reverse thrust side force and crosswind component can combine to cause the aircraft to drift to the downwind side of the runway if the aircraft

is allowed to weathercock into wind after landing. Additionally, as the anti-skid system will be operating at maximum braking effectiveness,

the main gear tire cornering forces available to counteract this drift will be reduced.

To correct back to the centreline, the pilot must reduce reverse thrust to reverse idle and release the brakes. This will minimise the reverse thrust side force

component, and release the brakes. This will minimise the reverse thrust side force component, without the requirement to go through a full reverser

actuating cycle, and provide the total tire cornering forces for realignment with the runway centreline. Rudder and differential braking should be used, as

req'd, to correct back to the runway centreline. When re-established on the runway C/L, the pilot should re-apply braking and reverse thrust as req'd.

END OF LOFT

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INIT T/O WSSS-VCBI; 20C-VJR8B

14. - T/O - ENGINE FAILURE

T/O - CROSS WIND ENGINE MALFUNCTION

TAKEOFF MODE PRO-SUP-27-20 P 4/6

For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong cross windconditions, some lateral control may be used,

but care should be taken to avoid using large deflections, resulting in excessive spoiler deployment which increases the tendency to turn into wind,

reduces lift and increases drag. Spoiler deflection starts to become significant with more than one third sidestick deflection.

As the aircraft lifts off, any lateral control applied will result in a roll rate demand.

15. - VISUAL PATTERN (SINGLE ENGINE)

FCTM NO-150 P 1/4 INITIAL APPROACH

The crew must keep in mind that the pattern is flown visually. However, the XTK is a good cue of the aircraft lateral position vs. the runway centreline.

This is obtained when sequencing the F-PLN until the TO WPT (displayed on the ND top right hand corner) is on the final approach course.

The crew will aim to get the following configuration on commencement of the downwind leg:

• Both AP and FDs will be selected off

• BIRD ON

• A/THR confirmed active in speed mode, i.e. SPEED on the FMA.

• Managed speed will be used to enable the "GS mini" function

• The downwind track will be selected on the FCU to assist in downwind tracking.

• The downwind track altitude will be set on FCU

INTERMEDIATE/FINAL APPROACH

Assuming a 1,500 ft AAL circuit, the base turn should be commenced 45 s after passing abeam the downwind threshold (± 1 s/kt of head/tailwind).

The final turn onto the runway centreline will be commenced with 20° angle of bank.

Initially the rate of descent should be 400 ft/min, increasing to 700 ft/min when established on the correct descent path

The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a go-around must be carried out.

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16. - LANDING (CROSS WIND) (Approx 20kts)

LIM-12 P 5-6/8 Wind for Takeoff and landing : Max crosswind demonstrated - 45 (40) kts (gust included); Max tailwind - 15 (10) kts

FCTM NO-170 P 3-4/14 LATERAL AND DIRECTIONAL CONTROL

FINAL APPROACH

In crosswind conditions, a crabbed-approach wings-level should be flown with the a/c (cockpit) positioned on the extended runway centerline until the flare.

FLARE PER-OPD-GEN P 9/12

The objectives of the lateral and directional control of the aircraft during the flare are: X-Wind Component

• To land on the centerline and, • to minimize the lateral loads on the main landing gear. 30° = 50% of wind

The recommended de-crab technique is to use all of the following: 45° = 70% of wind

• The rudder to align the aircraft with the runway heading during the flare. 60° = 90% of wind

• The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate

lateral (roll) input on the sidestick.

In the case of strong crosswind, in the de-crab phase, the PF should be prepared to add small bank angle into the wind in order to maintain the aircraft

on the runway centerline. The aircraft may be landed with a partial de-crab (residual crab angle up to about 5 °) to prevent an excessive bank.

This technique prevents wingtip (or engine nacelle) strike caused by an excessive bank angle.

As a consequence, this may result in touching down with some bank angle into the wind (hence with the upwind landing gear first).

LANDING MODE PRO-SUP-27-20 P 5/6

Crosswind landings are conventional. The preferred technique is to use the rudder to align the aircraft with the runway heading, during the flare,

while using lateral control to maintain the aircraft on the runway centerline (Refer to PRO-NOR-SOP-21-A Landing - Flare ).

The lateral control mode does not change until the wheels are on the ground, so there is no discontinuity in the control laws.

LANDING PRO-NOR-SOP-21 P 8/12

FLARE The cockpit cut-off angle is 20 degrees.

● In stabilized approach conditions, the flare height is about 40 feet:

- FLARE ……….…..……………. PERFORM

- ATTITUDE ………..………….. MONITOR

The PNF should monitor the attitude, and call out : - "PITCH, PITCH", if the pitch angle reaches 7.5 degrees.

- "BANK, BANK", if the bank angle reaches 7 degrees.

- THRUST LEVER ……..………. IDLE

If autothrust is engaged, it automatically disconnects when the pilot sets all thrust levers to the IDLE detent.

Note : If one or more thrust levers remain above the IDLE detent, ground spoilers extension is inhibited.

GROUND CLEARANCE

• Avoid flaring high.• A tailstrike occurs, if the pitch attitude exceeds 11 degrees (landing gear compressed) 16 degrees (landing gear extended).

• A wingtip or engine scrape occurs, if the roll angle exceeds 17 degrees.

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Rev APR 2013 REC TRNG - C PF : CAPT A - 330 DAY 1

INIT T/O

17. - T/O - WINDSHEAR FCTM PRO-SUP-27-40 P 4/4

Most of the recommended techniques for flight in windshear apply. But, for this aircraft, the techniques are somewhat simpler.

The aircraft can only survive windshear if it has enough energy to carry it through the loss-of-performance field. It can sustain this energy level in three ways :

‐ Carry extra speed. In some cases, the aircraft does this automatically.

‐ Add maximum thrust. The aircraft does this automatically.

‐ Trade height energy for speed. Any aircraft can do this.

Proper pilot technique helps in this survival process. The pilot must follow orders from the Speed Reference System (SRS), even if he has to use full

backstick in order to do so. At this stage, maintain full backstick until the shear is passed. The aircraft will automatically hold close to the maximum angle

of attack. The speed should stay close to the beginning of the red strip. But, in turbulence, it could be below it temporarily, without significant effect.

As speed begins to recover, the pilot can reduce backstick, while still following SRS orders until well clear of the shear.

18. - CLIMB FL 50 - TCAS

19. - DOUBLE FMGS FAILURE PRO-SUP-22-10 P 4-5/12

DUAL LATCH

‐ Both FMGCs are inoperative. FM and FG capability are lost.

‐ Both NDs display “MAP NOT AVAILABLE”. NAVAID tuning is not performed.

‐ AP/FD and A/THR are lost.

‐ Both MCDUs revert to the MCDU MENU page.

‐ The following messages are displayed on the ECAM:

“CAB PR LDG ELEV FAULT” “AUTO FLT AP OFF”, if the AP was engaged “AUTO FLT A/THR OFF”, if the A/THR was engaged.

‐ “AUTO FLT FM1 + 2 FAULT”.

PROCEDURE

‐ FLY raw data.

‐ TUNE necessary NAVAIDs, using the RMPs.

‐ Successively RESET both FMGCs, with the FMGEC reset breakers C/B that are located on the ocerhead panel.

● If successful, refer to dual reset with loss of data and auto recovery: Note : A recovery will result in the loss of all pilot-entered data.

● If unsuccessful:

‐ FLY raw data. ‐ SET the FM source to NORM.

‐ SELECT the NAV B/UP prompt on both MCDU DATA pages.

(Refer to the FCOM Aircraft Systems description (Auto-Flight), concerning navigation backup operation).

‐ SET the landing elevation of the destination on the overhead panel.

20. - RAW DATA ILS APPROACH AND LANDING

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Rev APR 2013 LOFT / REC TRNG - C PF : CAPT A - 330 DAY 1

INIT T/O

21. - T/O - ENGINE FAILURE AFTER V1

22. - RADAR VECTORS

23. - ILS APPROACH (SINGLE ENGINE)

24. - GO - AROUND

25. - NON PRECISION APPROACH

26. - CIRCLE TO LAND Jepp ATC; Flt. Procs., Visual Manuevering

Low Visibility Circling Approach Pattern PRO-NOR-SOP-19 P 22/22

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Rev APR 2013 LOFT / REC TRNG - C PF : CAPT A - 330 DAY 1

7.4 MISSED APPROACH PROCEDURE WHILE CIRCLING

7.4.1 If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular procedure shall be

followed. The transition from the visual (circling) manoeuvre to the missed approach should be initiated by a climbing turn, within the circling area,

towards the landing runway, to return to the circling altitude or higher, immediately followed by interception and execution of the missed approach procedure.

The indicated airspeed during these manoeuvres shall not exceed the maximum indicated airspeed associated with visual manoeuvring.

7.5.5 Visual aids

Visual aids associated with the runway used for the prescribed track (i.e. sequenced flashing lights, PAPI, VASIS, etc.) are shown on the chart with their

main characteristics (i.e. slope of the PAPI or VASIS). Lighting on obstacles is specified on the chart

Table I-4-7-2. Example of determining radii for visual manoeuvring (circling) area for aerodromes at 1000 ft MSL

TAS at 2000 ft MSL + 25 kt wind Turn radius Straight segment Radius from threshold

215 1.85 nm 0.5 nm 4.2 nm

Table I-4-7-3. OCA/H for visual manoeuvring (circling) approach

Aircraft category Obs clearance Lowest OCH AAL Minimum VSBY

C 394 ft/120 m 591 ft/180 m 2.0 nm/3.7 km

27. - LANDING (CROSS WIND)

FCTM AO-020 AT LEAST ONE REVERSER OPERATIVE

P 16/22 If at least one reverser is operative, the general recommendation is to select the

reverser thrust on both engines during rejected takeoff (RTO) and at landing, as per normal procedures.

Note: The ENG 1(2) REVERSER FAULT ECAM caution may be triggered after the reverser thrust is selected.

This is to remind the flight crew that one reverser is inoperative.

NO REVERSERS OPERATIVE

If no reversers are operative, the general recommendation is to not select the reverser thrust during RTO and at landing.

However, the PF still sets both thrust levers to the IDLE detent, as per normal procedures.

INIT T/O

28. - T/O X-WIND

29. - SLATS & FLAPS JAMMED AT ZERO QRH 27.03A (NO FLAPS NO SLATS LANDING)

30. - NO FLAP NO SLAT ILS APPROACH FCOM PRO-ABN-10 P11/20

31. - LANDING

32. - ADDITIONAL EXERCISES AT INSTRUCTOR'S DISCRETION

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A330 REC TRNG 1-C APR.2013 (1)