Airbus A330/A340. Flight Crew Training Manual (2007)

FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

ECAM

01.040

JAN 09/07

TASK SHARING RULES

When the ECAM displays a warning or a caution, the first priority is to ensure
that a safe flight path is maintained. The successful outcome of any ECAM
procedure depends on:

Correct reading and application of the procedure,

effective task sharing,

and conscious monitoring and crosschecking.

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

The PF’s task is to fly the aircraft, navigate, and communicate.

The PNF’s task is to manage the failure, on PF command.

The PF usually remains the PF for the entire flight, unless the Captain decides
to take control.

The PF will then control the aircrafts flight path, speed, configuration, and
engines. The PF will also manage navigation and communication, and initiate the
ECAM actions to be performed by the PNF, and check that the actions are
completed correctly.

The PNF has a considerable workload: Managing ECAM actions and assisting
the PF on request.

The PNF reads the ECAM and checklist, performs ECAM

actions on PF command, requests PF confirmation to clear actions, and performs
actions required by the PF. The PNF never touches the thrust levers, even if
requested by the ECAM.

Some selectors or pushbuttons (including the ENG MASTER switch, FIRE
pushbutton, IR, IDG and, in general, all guarded switches) must be completely
crosschecked by both the PF and PNF, before they are moved or selected, to
prevent the flight crew from inadvertently performing irreversible actions.

To avoid mistakes in identifying the switches, Airbus overhead panels are
designed to be uncluttered. When the ECAM requires action on overhead panel
pushbuttons or switches, the correct system panel can be identified by referring
to the white name of the system on the side of each panel.

Before performing

any action, the PNF should keep this sequence in mind:

"System, then

procedure/selector, then action" (e.g. "air, crossbleed, close").

This approach,

and announcing an intended selection before action, enables the PNF to keep
the PF aware of the progress of the procedure.

It is important to remember that, if a system fails, the associated FAULT light on
the system pushbutton (located on the overhead panel) will come on in amber,
and enable correct identification.

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When selecting a system switch or pushbutton, the PNF should check the SD to
verify that the selected action has occurred (e.g. closing the crossbleed valve
should change the indications that appear on the SD).

GENERAL OVERVIEW OF ASSIGNED ACTIONS

PNF

First pilot who notices:

RESET

"TITLE OF FAILURE"

MASTER CAUTION/MASTER WARNING .......
ANNOUCE ................................

CONFIRM (1)

ECAM ..............................

ECAM ACTION (2)

ORDER .................

(3)

(4)

CHECK

CLEAR

ECAM ACTION COMPLETE ....
CONFIRM ..................................

PERFORM

CLEAR

ECAM ACTIONS ..................

ECAM ........................................

CLEAR

CONFIRM ..................................

CLEAR "name of SYS"?

REQUEST ......

ANALYSE

CLEAR "name of SYS"?

CLEAR

SYSTEM PAGE ....................
REQUEST ......
SYSTEM DISPLAY ....................

CLEAR STATUS?

STATUS?

READ

ANNOUNCE ..........................
STATUS .......................................
REQUEST .................

CLEAR (6)

ECAM ACTIONS

STATUS ...............................
ANNOUNCE ..............
COMPLETED

STATUS (5)

CLEAR STATUS

CONFIRM ..........................

CONFIRM ...................

SITUATION ASSESMENT/DECISION

FOF 01040 00028 0001

FLY THE AIRCRAFT

1. The PNF should review the overhead panel and/or associated SD to analyze

and confirm the failure, prior to taking any action, and should bear in mind that
the sensors used for the SD are different from the sensors that trigger failure.

2. In case of a failure during takeoff or go-around, ECAM actions should be

delayed until the aircraft reaches approximately 400 feet, and

is stabilized on

a safe trajectory. This is an appropriate compromise between stabilizing the
aircraft and delaying action.

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OPERATIONAL PHILOSOPHY

ECAM

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3. When the ECAM displays several failures, the sequence (action, then request

and confirmation, before clearance) should be repeated for each failure.
When all necessary actions are completed, amber messages and red titles will
no longer appear on the E/WD.

4. When the ECAM displays several system pages, the sequence (request and

confirmation before clearance) should be repeated for each system page.

5. The PF may call out "STOP ECAM" at any time, if other specific actions must

be performed (normal C/L, application of an OEB, or performing a computer
reset). When the action is completed, the PF must call out: "CONTINUE
ECAM".

6. When the flight crew selects CONF 1 for approach, or sets QNH (QFE) during

descent (when APPR C/L should be requested), the SD automatically displays
the STATUS.

The STS should be carefully reviewed, and the required

procedure applied.

7. When ECAM actions have been completed, and the ECAM status has been

reviewed, the PNF may refer to the FCOM procedure for supplementary
information, if time permits. However, in critical situations the flight should not
be prolonged only to consult the FCOM.

IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE
PROCEDURE

If an ECAM warning disappears, while a procedure is being applied, the warning
can be considered no longer applicable.

Application of the procedure can be

stopped.

For example, during the application of an engine fire procedure, if the fire is
successfully extinguished with the first fire extinguisher bottle, the ENG FIRE
warning disappears, and the procedure no longer applies.

Any remaining ECAM

procedures should be performed as usual.

SOME ADDITIONAL REMARKS

There are very few memory items:

-- Emergency descent initiation
-- First reaction, in case of an unreliable speed indication
-- Loss of braking
-- Windshear (reactive and predictive)
-- EGPWS and GPWS
-- TCAS

In some cases, the ECAM displays: "LAND ASAP" (As Soon As Possible):

-- RED LAND ASAP:

Land as soon as possible at the nearest suitable airport at which a safe
approach and landing can be made.

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OPERATIONAL PHILOSOPHY

ECAM

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-- AMBER LAND ASAP:

Advice the flight crew to consider landing at the nearest suitable airport.

OEB Reminder

Some Operational Engineering Bulletins (OEBs) contain information that may
impact flight crew action, in the event of a system failure. OEBs are filed in
the QRH.
If the OEB reminder function is activated for an ECAM warning/caution, the
ECAM will display the : "Refer to QRH Proc" line, when necessary. This line
may appear instead of the procedure, or it may be added to the ECAM
STATUS.
In such failure cases, the flight crew should refer to the applicable procedure
in the QRH.

Some procedures require reference to the QRH

IN CASE OF AN ECAM SYSTEM FAULT

DISPLAY UNIT FAILURE

If one ECAM screen fails, the remaining one will display the E/WD.

However, in

such a case, if a failure or advisory occurs, the system or status page are not
displayed automatically. The PNF can display a system synoptic on the remaining
display unit, by pressing the assigned system pushbutton on the ECP. The
synoptic will appear, as long as the pushbutton is pressed.

Therefore, in the case of an advisory and/or failure (indicated by an ADV flag
that pulses in white on the bottom of the E/WD), the PNF must call up the
affected system synoptic, by pressing the related pushbutton.

To review two or three pages of status messages: The PNF should release the
STS pushbutton for less than two seconds, then press and hold it again.

A double ECAM screen configuration can be recovered using the ECAM/ND
switching selector:

If the Captain is the PNF, the switch should be set to "CPT".

If the First Officer is the PNF, the switch should be set to "F/O".

The applicable ND screen will then display the second ECAM image.

DMC FAILURES

In case all of the ECAM DMC channels fail, each flight crewmember may display
the engine standby page on their respective ND (generated by the DMCs EFIS
channel).

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FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

ECAM

01.040

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ECP FAILURE

In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL
keys will continue to operate, because they are hardwired to the FWC/DMC.
Therefore, the "ALL" key can be used to scroll all SD pages and display the
desired one (by releasing the key, when the desired SD page appears).

FLUCTUATING CAUTION

Any fluctuating caution can be deleted with the EMER CANCEL pushbutton.
When pressed, the EMER CANCEL pushbutton deletes both the aural alert, and
the caution for the remainder of the flight.

This is indicated on the STATUS

page, by the "CANCELLED CAUTION" title. Any caution messages that have
been inhibited via the EMER CANCEL pushbutton can be recalled by pressing
and holding the RCL key for more than three seconds.

The EMER CANCEL pushbutton inhibits any aural warning that is associated
with a red warning, but does not affect the warning itself.

MSN 0002-0860

USE OF SUMMARIES

GENERAL

Summaries consist of QRH procedures, and are designed to assist the flight
crew to manage applicable actions, in the event of an EMER ELEC CONFIG or
a dual hydraulic failure.

In any case,

ECAM actions should be applied first

(actions and STATUS

review). The PNF should refer to the applicable QRH summary, only after
announcing: "ECAM ACTIONS COMPLETED".

When a failure occurs, and after performing the ECAM actions, the PNF should
refer to the "CRUISE" section of the summary, to determine the landing distance
coefficient.

Due to the fact that normal landing distances also appear on this

page, the PNF can compute the landing distance with the failure,

and decide

whether or not to divert

APPROACH PREPARATION

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OPERATIONAL PHILOSOPHY

ECAM

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As usual, approach preparation includes a review of the ECAM STATUS.

After reviewing the STATUS, the PNF should refer to the "CRUISE" section of
the summary, to determine the VREF correction, and compute the VAPP.

This assumes that the PNF is aware of the computation method, and uses the
VREF displayed on the MCDU (with the updated destination). The summary
provides a VREF table, in the event that failure results in the loss of the MCDU.

The LANDING and GO-AROUND sections of the summary should be used for
the

approach briefing

APPROACH

To perform the APPR PROC, the APPROACH section of the summary should be
read (mainly because of the flap extension procedure, that does not entirely
appear on the ECAM).

This assumes that the recommendations, provided in this part of the summary are
sufficient for understanding, and that it will not be necessary for the flight crew to
consult the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.

The PNF should then review the ECAM STATUS

, and check that all the APPR

PROC actions have been completed.

SEQUENCE

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FLIGHT CREW TRAINING MANUAL

OPERATIONAL PHILOSOPHY

ECAM

01.040

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E/WD

PROC

4
8

STATUS

QRH SUMMARY

CRUISE

APPR

Decision

Vapp

LANDING

GO AROUND

Approach

In cruise

Approach

preparation

Briefing

FOF 01040 03720 0001

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TABLE OF CONTENTS

02.000

JAN 09/07

02.010

GENERAL

-- INTRODUCTION

-- USE OF THE NORMAL CHECKLIST

-- COMMUNICATION

02.020

PRE START

-- MEL

-- SECURED AND TRANSIT STOP

-- SAFETY EXTERIOR INSPECTION

-- PRELIMINARY COCKPIT PREPARATION

-- EXTERIOR INSPECTION

-- ADIRS INITIALIZATION

-- COCKPIT PREPARATION

-- MISCELLANEOUS

02.030

START

-- INTRODUCTION

-- AUTOMATIC STARTING SEQUENCE

-- AFTER ENGINE START

-- AVERAGE IDLE ENGINE PARAMETERS

-- ENGINE START MALFUNCTION

-- MANUAL ENGINE START

-- TAILPIPE FIRE

-- ENGINE WARM-UP PERIOD

-- AFTER START FLOW PATTERN

02.040

TAXI

-- TAXI ROLL AND STEERING

-- FIGURES

-- TAXI CAMERA

-- BRAKE CHECK

-- CARBON BRAKE WEAR

-- TAXI SPEED AND BRAKING

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-- BRAKE TEMPERATURE

-- BRAKING ANOMALIES

-- BRAKE FANS

-- FLIGHT CONTROL CHECK

-- TAKEOFF BRIEFING CONFIRMATION

-- TAXI WITH ONE ENGINE SHUTDOWN

-- TAXI WITH TWO ENGINES SHUTDOWN

-- MISCELLANEOUS

-- BEFORE TAKEOFF FLOW PATTERN

02.050

TAKEOFF

-- THRUST SETTING

-- TAKE-OFF ROLL

-- TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER

LIFT-OFF

-- ROTATION

-- LONG AIRCRAFT SPECIFICITY

-- AIRCRAFT GEOMETRY

-- TAIL STRIKE AVOIDANCE

-- MAXIMUM DEMONSTRATED CROSSWIND FOR TAKE-OFF

-- MAXIMUM CERTIFIED CROSSWIND FOR TAKEOFF

-- AP ENGAGEMENT

-- VERTICAL PROFILE

-- LATERAL PROFILE

-- THRUST REDUCTION ALTITUDE

-- ACCELERATION ALTITUDE

-- TAKE-OFF AT HEAVY WEIGHT

-- IMMEDIATE TURN AFTER TAKE-OFF

-- LOW ALTITUDE LEVEL-OFF

-- NOISE ABATEMENT TAKE-OFF

02.060

CLIMB

-- CLIMB THRUST

-- AP/FD CLIMB MODES

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-- SMALL ALTITUDE CHANGES

-- SPEED CONSIDERATIONS

-- VERTICAL PERFORMANCE PREDICTIONS

-- LATERAL NAVIGATION

-- 10.000 FT FLOW PATTERN

02.070

CRUISE

-- PREFACE

-- FMS USE

-- COST INDEX

-- SPEED CONSIDERATIONS

-- ALTITUDE CONSIDERATIONS

-- STEP CLIMB

-- EFFECT OF ALTITUDE ON FUEL CONSUMPTION

-- FUEL MONITORING

-- FUEL TEMPERATURE

-- APPROACH PREPARATION

-- APPROACH BRIEFING

02.080

DESCENT

-- PREFACE

-- COMPUTATION PRINCIPLES

-- GUIDANCE AND MONITORING

-- MODE REVERSION

-- DESCENT CONSTRAINTS

-- 10.000 FT FLOW PATTERN

02.090

HOLDING

-- PREFACE

-- HOLDING SPEED AND CONFIGURATION

-- IN THE HOLDING PATTERN

02.100

APPROACH GENERAL

-- PREFACE

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TABLE OF CONTENTS

02.000

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-- INITIAL APPROACH

-- INTERMEDIATE APPROACH

-- FINAL APPROACH

02.110

ILS APPROACH

-- PREFACE

-- INITIAL APPROACH

-- INTERMEDIATE APPROACH

-- FINAL APPROACH

-- ILS RAW DATA

02.120

NON PRECISION APPROACH

-- PREFACE

-- APPROACH STRATEGY

-- LIMITATIONS

-- INITIAL APPROACH

-- INTERMEDIATE APPROACH

-- FINAL APPROACH

-- REACHING THE MINIMA

-- LOC ONLY APPROACH

-- LOC BACK COURSE APPROACH

02.130

CIRCLING APPROACH

-- PREFACE

-- APPROACH PREPARATION

-- FINAL INSTRUMENT APPROACH

-- CIRCLING APPROACH

02.140

VISUAL APPROACH

-- INITIAL APPROACH

-- INTERMEDIATE/FINAL APPROACH

02.150

PRECISION APPROACH

-- GENERAL

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TABLE OF CONTENTS

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-- DEFINITION

-- FLIGHT PREPARATION

-- APPROACH PREPARATION

-- APPROACH PROCEDURE

-- FAILURE AND ASSOCIATED ACTIONS

-- AUTOLAND IN CAT 1 OR BETTER WEATHER

CONDITIONS

02.160

LANDING

-- PREFACE

-- MAIN GEAR CLEARANCE

-- FLARE

-- MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING

-- CALL OUT

-- DEROTATION

-- ROLL OUT

-- BRAKING

-- FACTORS AFFECTING LANDING DISTANCE

-- CLEARANCE AT TOUCH DOWN

-- TAIL STRIKE AVOIDANCE

02.170

GO AROUND

-- PREFACE

-- CONSIDERATIONS ABOUT GO-AROUND

-- AP/FD GO-AROUND PHASE ACTIVATION

-- GO-AROUND PHASE

-- LEAVING THE GO-AROUND PHASE

-- REJECTED LANDING

02.180

TAXI IN

-- BRAKE TEMPERATURE

-- ENGINES COOLING PERIOD

-- TAXI WITH ONE ENGINE SHUTDOWN

-- TAXI WITH TWO ENGINES SHUTDOWN

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NORMAL OPERATIONS

GENERAL

02.010

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INTRODUCTION

MSN 0002-0860

The NORMAL OPERATIONS Chapter outlines the techniques that should be
applied for each flight phase, in order to optimize the use of Airbus aircraft.
This chapter must be read in parallel with the FCOM, which provides normal
procedures, and their associated tasksharing, callouts, and checklists.

All of these flying techniques are applicable to normal conditions.

Other techniques applicable to adverse weather conditions, are addressed in the
ADVERSE WEATHER section of Chapter 4.

There are flow patterns at the end of some flight phases to indicate where the
actions are to be performed. All flight crewmembers must apply the flow patterns,
to ensure that the flight crew performs the actions necessary for a specific flight
phase, before completing an applicable checklist.

USE OF THE NORMAL CHECKLIST

MSN 0002-0860

Airbus NORMAL CHECKLIST takes into account ECAM information, and includes
only those items that can directly impact flight safety and efficiency, if actions are
not correctly performed. These checklists are of a "non-action" type (i.e. all actions
should be completed from memory before the flight crew performs the checklist).

The NORMAL CHECKLIST includes eight flight phases. The BEFORE START,
BEFORE TAKEOFF, and AFTER TAKEOFF checklists are divided in two
sections: The "Down to the Line" section, and the "Below the Line" section. This
format is designed to help flight crews to manage the workload.

For example, the "BEFORE START - Down to the Line" checklist may be called
out, as soon as the Load and Trim Sheet is available and takeoff data is set. On
the other hand, the "BEFORE START - Below the Line" checklist may called out
after obtaining start-up clearance.

The Pilot Flying (PF) requests the NORMAL CHECKLIST, and the Pilot Non
Flying (PNF) reads it.

The checklist actions are referred to as

"challenge/response"-type actions. The PF "responds" to the "challenge" only
after checking the configuration.

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If the configuration does not correspond to the checklist response, the PF must
take corrective action before "responding" to the "challenge". If corrective action
is not possible, then the PF must modify the response to reflect the real situation
(with a specific answer). When necessary, the other flight crewmember must
crosscheck the validity of the response. The challenger (PNF) waits for a
response before proceeding with the checklist. For the checklist items that are
identified as "AS RQRD", the response should correspond to the real condition
or configuration of the system.

The PNF must announce "LANDING CHECKLIST COMPLETED", after reading
and completing the checklist.

COMMUNICATION

MSN 0002-0860

R (1)

R (2)

EMERGENCY CALL

Some abnormal/emergency procedures require flight and cabin crews to use
specific phraseology when communicating with each other. To ensure effective
communication between the flight and cabin crews, the standard phraseology
may be recalled at the preflight phase.

FROM

PHRASEOLOGY

REMARKS

cockpit

cabin

Passenger Address (PA)

System:

"PURSER

TO COCKPIT,

PLEASE!"

The Purser, or any other cabin

crewmember, must go to the

cockpit

cabin

Passenger Address (PA)

System:

"ATTENTION CREW! AT

STATIONS!"

An emergency evacuation may

soon be required

cockpit

cabin

Passenger Address (PA)

System:

"CABIN CREW and

PASSENGERS REMAIN

SEATED!"

The Captain decides that an

evacuation is not required

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