A320 LPC Short Review for your Renewal / Revalidation TRI/TRE Captain Charalambos DEMETRIADES +357 99 628 270 or +44 7454 634 290 Email:
[email protected] or
[email protected]
LPC + TRAINING REQUIREMENTS • • • • • • • • • • • • • •
Pre-Flight Taxi Take-Off SID (AP) Airway (AP) STAR (AP) Single Engine (SE) ILS (M) + GO-AROUND to Missed Approach Point (MAP) Non Precision Approach (NPA) (AP) Engine Failure After Take-Off (EFATO) (AP) SE Landing (M) Rejected Take-Off (RTO) Minimum 3 Items from Abnormal Items (for details see next page) Minimum 3 Items from Emergency Procedure (for details see next page) Raw Data ILS (M) – Non Mandatory (M) Manual Flying (AP) The use of the Auto Pilot is approved
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ABNORMAL ITEMS & EMERGENCY PROCEDURES
3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.4.6 3.4.7 3.4.8 3.4.9 3.4.10 3.4.11 3.4.12 3.4.13 3.4.14
ABNORMAL Pressurization and air-condition Pitot/static system Fuel system Electrical system Hydraulic system Flight control and Trim-System Anti and de-icing system Auto-pilot/Flight director Stall warning devices GPWS, Wx Radar, RA, XPNDR Radios, NAV, FMS L/G and brake system Slat and flap system APU
: 3.6.1 3.6.2 3.6.3 3.6.4 3.6.5 3.6.6 3.6.7 3.6.8 3.6.9
EMERGENCY PROCEDURES : Fire drill, e.g. ENG, APU, cabin, etc. Smoke control and removal Engine failures, shut-down, restart N/A for A320 Windshear Emergency descent Incapacitation Other emergencies, as per FM TCAS event
NORMAL OPERATIONS – COCKPIT PREPARATION FLOW PATTERN: The scan pattern varies, depending on the pilot status, i.e. PF, PNF, CM1, or CM2, and the areas of responsibility: 1) Overhead panel, 2) center instrument panel, 3) pedestal, 4) FMGS preparation, and when both pilots are seated, 5) glareshield, and 6) lateral consoles and CM1/CM2 panels
NORMAL OPERATION – FMGS PROGRAMMING FMGS PROGRAMMING: FMGS programming involves inserting navigation data, then performance data. It is to be noted that: • Boxed fields must be filled • Blue fields inform the crew that entry is permitted • Green fields are used for FMS generated data, and cannot be changed • Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet
• Yellow characters indicate a temporary flight plan display • Amber characters signify that the item being displayed is important and requires immediate action • Small font signifies that data is FMS computed • Large font signifies manually entered data.
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NAVIGATION – Continue: This sequence of entry is the most practical. DATA: Check he database validity and PERF FACTOR. INIT A: Insert Airports (Depar., Dest. & Altn.), Cruising Altitude and Temperature, Init. ADIRS and if needed, the history wind encountered during the previous descent . F-PLN: Insert, A) The take-off runway, B) SID, C) Altitude and speed constraints, D) Correct transition to the cruise waypoint, E) Intended step climb/descents, according to the Computerized Flight Plan (CFP), F) If time permits, the wind profile along the flight plan may be inserted using vertical revision through wind prompt. Then check the overall route distance (6th line of the F-PLN page), versus CFP distance. SEC F-PLN: Should be used to consider, A) an alternate runway for take-off, or B) a return to departure airfield, or C) a routing to a take-off alternate. RAD NAV: NAVAID should be manually entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page. INIT B: Inserts ZFWCG/ZFW, and block fuel to initialize a F-PLN computation. PERF: The THR RED /ACC are set to default at 1 500 ft. Insert V1, V2 and VR + T/O FLAPS and Pitch Trim + TOGA Thrust.
BEFORE TAKE-OFF BRIEFING 1 – “MISCELLANEOUS” - Aircraft technical status (MEL and CDL considerations, relevant OEB) Differed defects - NOTAMS - Weather - RWY conditions - Use of ENG/Wing Anti Ice - Push Back - Expected Taxi Clearance - Use of Radar / TERR ON ND - Use of Packs for Takeoff 2 – “INIT B PAGE” - Block Fuel - FOB on EWD - Estimated TOW - Extra time at destination 3 – “TAKE-OFF PERF PAGE” - TO RWY - TO CONF - FLEX / TOGA - FLEX TOGA on MCDU - V1, VR, V2 - V1, V2 on PFD - TRANS ALT - THR RED / ACC Altitude 4 – “FLIGHT PLAN” - Minimum Safe Altitude - First assigned FL - PFD-Altitude target in blue - Flight Plan description - FPLN on MCDU - RAD NAV - RAD NAV on ND 5 – “ABNORMAL OPERATION” For any failure before V1: CAPT will call "STOP" or "GO“, In case of failure after V1: continue TO, no actions before 400 ft AGL except gear up reaching 400 ft AGL, ECAM actions reaching EO ACC altitude If the engine is secured, level off, accelerate and clean up Otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude) at green dot: OP CLB, MCT, resume ECAM, after TO C/L, status ENG OUT routing: EOSID, SID, radar vector, immediate return ...
CHECK LIST •
The C/L is used as a confirmation that the actions have been completed. In other words this is not a READ and DO C/L.
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The use of Check list is absolutely vital to be performed in a CHALLENGE and RESPONSE format.
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Exception to the above, and the only part of the C/L that is read in silence is the “AFTER LANDING” C/L.
NORMAL OPERATION – AFTER ENGINE START When the engines have started, the PF sets the ENG MODE selector to NORM to permit normal pack operation. At this time, the After Start Flow Pattern begins.
FROM TAXI ROLL TO TAKE-OFF After pushback and before taxying, check that the amber "NWS DISC" ECAM message is off. THRUST USE: Only a little power is needed above thrust idle, in order to get the aircraft moving (max N1 40%). TILLER AND RUDDER PEDALS USE: On straight taxiways and on shallow turns (± 6°), use the pedals to steer the aircraft. In sharper turns, use the tiller. STEERING TECHNIQUE: The steering is "by-wire" with no mechanical connection between the tiller and the nosewheel – the deflection of the tiller and the nosewheel angle is not linear => the PF should move the tiller smoothly and maintain the tiller's position. Any correction should be small and smooth, and maintained for enough time to enable the pilot to assess the outcome. Being over-active on the tiller will cause uncomfortable oscillations. On straight taxiways, the aircraft is correctly aligned on the centerline, when the centerline is lined-up between the PFD and ND. …/2…
Continue: TAXI SPEED AND BRAKING: On long, straight taxiways, the PF should allow the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt. The PF should not "ride" the brakes. The GS indication on the ND should be used to assess taxi speed. BRAKE TEMPERATURE: Limit temp. 3.5⁰ or the forecast wind at landing exceeds 10kts (if permitted by the AFM), a stabilized approach is recommended. If the FAF is at or below 2.000ft AGL, plan a deceleration in order to be able to select CONFIG 2, one dot fly up on the GS. CHECK ILS IDENT: The IDENT is displayed on the PFD – if no visual ident, use audio. GS INTERCEPTION FROM ABOVE: Decelerate to VFE 2 -5kt, then when clear for the approach, 1) press APPR pb on FCU, 2) select FCU altitude above the A/C actual altitude, 3) select V/S 1.500ft/min initially – V/S >2.000ft/min will increase speed towards VFE, 4) establish, stabilize and set go-around altitude by 1.000ft AGL. TASK SHARING FOR CAT I APPROACH (OR BETTER) PF • • • • • •
PNF
Until 2.000ft on approach maintain F 1 2.000ft => configure for landing: “FLAP 2”, “GEAR DOWN”, “FLAP 3”, “FLAP FULL” By 1.000 – be FULLY CONFIGURED AND STABILIZED At 350ft AGL (or RA): 1) Check ILS course on PFD, “LAND” when displayed At DA/DH + 100FT At DA/DH CASE 1: “CONTINUE” If AUTO LAND is not to be performed – Disconnect AP and land
CASE 2: “GP –AROUND FLAPS” Execute
“SPEED CHECK, FLAPS 2”, etc. etc. “HUNDRED ABOVE” “MINIMUM” “SPOILERS or NO SPOILERS”, REVERSER GREEN or NO REVERSER, DECEL, 70KTS “SPEED CHECK, FLAP __”
THE FLIGHT PATH VECTOR When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight reference with the TRK and FPA as the basic guidance parameters. The "bird" should be used when flying a stabilized segment of trajectory, e.g. a NPA or visual circuit. INFORMATION PRESENTATION: The FPV appears on the PFD and indicates the track and FPA in relation to the ground. The track is indicated on the PFD by a green diamond on the compass, in addition to the lateral movement of the bird in relation to the fixed aircraft symbol. On the ND, the track is indicated by a green diamond on the compass scale. The difference in angle between track and heading indicates the drift. The FPA is indicated on the PFD by the vertical movement of the bird in relation to the pitch scale. With the FDs selected ON, the Flight Path Director (FPD) replaces the HDGVS FD. With both FDs pb set to off, the blue track index appears on the PFD horizon.
USE OF THE FPV – SELECTED / SELECTED NPA NON-PRECISION APPROACH: The PF selects values for the inbound track and final descent path angle on the FCU. Once on an intercept HDG for FINAL, select TRK/FPA and when appropriate turn TRK to establish on FINAL – once of established, only minor adjustments required. Normally the PF intercept on finals with Config. 1, and then as follows: 1. At FAF -3nm the PF request Flaps 2, 2. At FAF -2nm the PF Request L/G, 3. At FAF -1nm the PF Request Flaps 3 and selects FPA on FCU, 4. At FAF -0.3nm the PF Request Flaps Full and pull FPA. MONITORING FPA: At 0.5nm before reaching an altitude x-check, the PNF says “AT __NM YOU SHOULD BE AT __FT”. Then when passing the altitude x-check, the PNF says “__FT HIGH (LOW)” and the PF corrects, if needed, by adjusting the FPA by 0.1⁰ for every 10ft deviation, but with the lowest of -4.0⁰ FPA – thus will result in getting back on profile within the next 1nm. AP KEEPING: The approach can be flown with the AP down to minimum -50’ (if entered) or lowest 400’ AGL (if no minimum entered). ACTIONS WHEN VISUAL: When you need to fly manually, the PF, A) should disengage the A/P, B) ask the PNF to deselect FDs, and C) ask the PNF to select RWY Track.
GNSS APPROACHES RNAV / GNSS Approaches should be flown in fully manage modes. However during this fully managed RNAV / GNSS Approach, the LATERAL GUIDANCE are obtained by GPS Data and the VERTICAL GUIDANCE by the stored FPA and Altitude Constraints based on Baro Reference. To perform RNAV approaches in FINAL APP: • For RNAV (GNSS): Need 2 FMS and 2 GPS + GPS PRIMARY • For RNAV approach WITHOUT GPS PRIMARY: Need HIGH accuracy (x-check raw data Vs ND) • Check the minimum OAT against the Jeppesen • Check FM vertical and lateral flight path: Use MCDU and the ND PLAN with constrains Vs Jeppesen The crew must check the MCDU if contains: - Two or more FPA between descent point and the MPA / RWY / FEP, and - An AT OR ABOVE altitude constraint at the FAF. • ENTER VAPP as SPD constrain at the FAF. Cases for Discontinuing the Approach: • GPS X-Track error > 0.3nm indicated in FINAL APP mode. • Deflection of the V/DEV bar > ½ scale in FINAL APP mode – the maximum deviation is always 200ft (the vertical guidance are not like a cone, i.e. does not work like the Glide Slope of an ILS). • AP Off. • Message GPS PRIMARY LOST on both ND.
TOUCH & GO
EMERGENCIES: Remember AVIATE-NAVIGATE-COMMUNICATE GENERAL: In the “Abnormal and Emergency Procedures”, Airbus provides a limited number of “memory items”. Therefore, for all other failures which have no memory items, means that for their handling the crew have to either use the ECAM and/or the QRH and/or the FCOMs. In such cases the speed by which the crew takes an action as part of the “AVIATE” process, it may be detrimental to the safety of the flight. An example, no matter how remote, is the case of “Dual Engine Failure”, where the QRH procedure 70.01 does not have any memory items. Therefore, in order to qualify the “AVIATE” part, the PF must, A) lower the A/C nose in order to keep it flying and in order to achieve / maintain 280kts, B) close thrust levers, and C) select ignition. Therefore any unnecessary delay in taking these initial actions, immediately after diagnosing the dual engine failures, the results on the safe flying of the A/C may be detrimental. In view of the above, it is highly recommended that when you review the A/C emergencies, to THINK, APPLY LOGIC and APPLY COMMON SENSE in the way you need to respond to each failure. DODAR: Whilst ECAM is great and extremely useful, we should not neglect the need for going through the D.O.D.A.R. process. D-Diagnose, O-Options, D-Decide, A-Act, R-Review Note: Additionally, do remember that the cabin crew are our “eyes and ears” in the back and should you feel the need to consult with them, then you should include them as part of the above process. NITS: When the crew makes a decision (as part of their DODAR process), and before making a PA, the PF must call the PSR to the cockpit for a NITS briefing. In order to have an effective communication, it is essential that you should open the door and let your PSR through (unless you consider that such action may negatively affect safety, i.e. in cases of cabin fire, smoke, etc.). Additionally, the contact of the briefing should be that the PF dictates to the PSR the NITS Briefing, the PSR takes notes and then acknowledges by repeating the briefing. N-Nature of emergency, I-Intentions, T-Time Remaining, S-Special instructions (if any)
REJECTED TAKE-OFF: RTO A rejected takeoff is a potentially hazardous manoeuvre and the time for decision-making is limited. For this purpose, many warnings and cautions are inhibited between 80 kt and 1 500 ft. Therefore, any warnings received during this period must be considered as significant. To this effect, the takeoff is divided into low and high speeds regimes, with 100 kt being chosen as the dividing line. Below 100 kt, seriously consider discontinuing the takeoff if any ECAM warning/caution is activated. Above 100 kt, and approaching V1, be "go-minded" and only reject the takeoff in the event of a major failure, sudden loss of thrust, any indication that the aircraft will not fly safely, any red ECAM warning, or any amber ECAM caution listed below: • F/CTL SIDESTICK FAULT • ENG FAIL • ENG REVERSER FAULT • ENG REVERSE UNLOCKED • ENG 1(2) THR LEVER FAULT If a tire fails within 20 kt of V1, unless debris from the tire has caused noticeable engine parameter fluctuations, it is better to get airborne, reduce the fuel load and land with a full runway length available. The decision to reject the takeoff must be made prior to V1 speed. If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he will announce his intention by calling "GO". If a decision is made to reject the takeoff, the Captain calls "STOP". This call both confirms the decision to reject the takeoff and also states that the Captain now has control – it is the only time that hand-over of control is not accompanied by the phrase "I have control".
EMERGENCY EVACUATION TASK SHARING REJECTED TAKEOFF
CAPT RTO………………….Announce Thrust levers………..IDLE Reverse thrust………MAX AVAIL Brakes………………USE AUTO or MANUAL BRAKES Aircraft stopped Reverse……………..Stowed Parking brake……….Apply Cabin Crew (PA)……Alert
F/O
Reversers…………….Check/Announce Deceleration………….Check/Announce Cancel any audio warning Advise ATC Locate EMER EVAC C/L
Evaluate the situation and if necessary orders ECAM Complete ECAM Actions Until and Including “ENG Actions – make sure that the DOME LIGHT is selected MASTER (OPPOSITE SIDE)…OFF (if displayed on to BRIGHT EWD)” EMERGENCY EVACUATION C/L AIRCRAFT / PARKING……………………………………………………………......BRK ATC (VHF 1)…………………………………………………………………………….NOTIFY CABIN CREW (PA) ALERT:…………………………………………………………..“CABIN CREW AT STATIONS” ΔP (only if MAN CAB PR has been used)…………………………………………CHECK ZERO ENG MASTER (ALL)…………………………………………………………………...OFF FIRE Pushbuttons (ALL: ENG and APU)…………………………………………..PUSH AGENTS (ENG and APU)……………………………………………………………...AS RQRD If Evacuation Required: EVACUATION……………………………….INITIATE: “EVACUATE, EVACUATE FROM ALL AVAILABLE EXITS” If Evacuation is not Required: CABIN CREW and PASSENGERS (PA)…NOTIFY: “CANCEL ALERT”
ENGINE FAILURE AFTER TAKE OFF (EFATO) As mentioned earlier, insert in the SEC F-PLN either the Engine Out SID (EOSID) or Take-Off Alternate route. In case of engine failure ≥ V1 => CONTINUE the Take-Off, then: •Maintain Directional Control (rudder) Aviate-PFD •Rotate 12,5⁰, follow SRS (pitch) Aviate-PFD •Rudder Trim (blue beta target) Aviate-PFD •Engage Auto Pilot (AP) Aviate-FMA •Pull HDG Navigate-ND “THE ABOVE SHOULD BE COMPLETED BY 400ft AGL” “IF OEB APPLICABLE – ECAM WILL DIRECT YOU TO IT” •The PF orders “ECAM ACTIONS” •PNF carries ECAM Actions until the ENG is Secure, i.e.: - “ENG MASTER OFF” (for an engine failure without damage) - “AGENT 1 DISH” (for an engine failure with damage) - Fire Extinguished or “AGENT 2 DISH” (for an engine fire) Once the ENG is secure, the PF “STOP ECAM” •Upon Reaching ACC ALT (1.500ft default), the PF pushes ALT to Level Off or set Vs=0 and allow the speed to increase. •The PF request “ACTIVATE SEC F-PLN” then “DIRECT TO __” • The COMMUNICATE part of the Emergency Procedure is done at the first convenient time. • As speed increases, retract the flaps as normal – when flaps at zero, the beta target revert to normal side slip indication. • Reaching GREEN DOT Speed, the PF pulls for OPEN CLIMB and set THR MCT. • PF “CONTINUE ECAM”. The PNF continue ECAM until the STATUS is displayed. At this point the PF “AFTER TO C/L and/or COMPUTER RESET” and then STATUS should be reviewed. “ONE ENGINE OUT FLIGHT PATH” • Follow the EOSID or SID or Request Radar Vectors • Obtain Wx and decide where to proceed.
ENGINE FAILURE AFTER V1
SINGLE ENGINE ILS APPROACH One important element on this approach is to avoid large thrust changes and thus avoiding destabilization. This can be achieved by aiming to be in the landing configuration at the moment of establishing on the GS – if the crew configures too early, large amounts of power will be required to maintain level flight and will therefore destabilize the approach. FLYING PROCEDURE: • Establish on the LOC in CONFIG 1. • With reference platform altitude of 2.000ft AGL: 1.when GS DIAMOND is at 2 DOTS FLY UP, the PF should request Flaps 2 (the A/C has ½ nm to go before intercepting the GS) DO NOT REDUCE THRUST as the A/C will slow down on its own, due to drag 2.when flaps have been extended, the PF request L/G down, 3.when L/G have been extended, the PF request Flaps 3, 4.when flaps have been extended, the PF request Flap Full – unless Flaps 3 is the landing config. • If the platform altitude is > 2.000ft AGL delay the start of the landing configuration, i.e. if the platform altitude is 3.000ft AGL, initiate the process 1-4 when the GS DIAMOND is 1½ DOTS FLY UP. • When over the threshold or 50ft (whichever is lower), the PF request to “SET RUDDER TRIM ZERO”
