If time permits, the PNF may refer to the QRH non normal procedures section, containing recommended actions in various advisory situations. The successful outcome of any ECAM procedure depends on: Correct reading and application of the procedure, effective task sharing, and conscious monitoring and crosschecking.
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The PF will then control the aircrafts flight path, speed, configuration, and engines. 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.
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. When selecting a system switch or pushbutton, the PNF should check the SD to verify that the selected action has occurred e.
In case of a failure during takeoff or go-around, ECAM actions should be delayed until the aircraft reaches approximately ft, and is stabilized on a safe trajectory. This is an appropriate compromise between stabilizing the aircraft and delaying action. When the ECAM displays several failures, the sequence action, then request and confirmation, before clearance should be repeated for each failure. When the ECAM displays several system pages, the sequence request and confirmation before clearance should be repeated for each system page.
The STS should be carefully reviewed, and the required procedure applied.
However, in critical situations the flight should not be prolonged only to consult the FCOM. Application of the procedure can be stopped.
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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.
These airports are found in the navigation database, and are displayed regardless of their suitability.
The flight crew should keep in mind that the four closest airports are sorted according to distance, and should refer to the Estimated Time of Arrival ETA. In such failure cases, the flight crew should refer to the applicable procedure in the QRH. 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.
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The synoptic will appear, as long as the pushbutton is pressed. 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. 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. 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. This chapter must be read in parallel with the FCOM, which provides normal procedures, and their associated tasksharing, callouts, and checklists.
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All of these flying techniques are applicable to normal conditions. 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. These checklists are of a non-action type i.
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This format is designed to help flight crews to manage the workload. The PF responds to the challenge only after checking the current status of the aircraft. 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. 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. To ensure effective communication between the flight and cabin crews, the standard phraseology may be recalled at the preflight phase.
The captain decides that an evacuation is not required. The captain orders an immediate evacuation Any crew member can make such a call. The flight crew must reply. This communication is vital for any flight crew. Flight path modifications System selections e. When using cross-cockpit communication, standard phraseology is essential to ensure effective flight crew communication.
It is important to adhere to this policy, in order to facilitate communication between both of the flight crew, and to ensure the effective communication of emergency or safety-related information, between flight and cabin crew members.
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It is a certified document that enables an aircraft to be dispatched, with some equipment, or functions inoperative. It must be at least as restrictive as MMEL. The manufacturer must demonstrate then, that the next critical failure, i. In some cases, this level of safety is maintained provided o or m procedures are observed.
As an example, the aircraft dispatch with one pack inoperative induces a flight level limitation whereas a pack failure in flight does not induce a flight level limitation. If a failure occurs during taxi out, and before the take off roll starts, the decision to continue the flight is subject to pilot judgment and good airmanship. The Captain may consult the MEL before deciding to continue the flight particularly if the failure has an effect on the takeoff performance. The flight crew should consult the technical logbook to confirm that the indications are compatible with the MEL.
If a failed item does not appear in the MEL, it is not possible to dispatch the aircraft. However, items that do not affect the airworthiness of the aircraft, such as galley equipment, entertainment systems, or passenger convenience items, do not appear in the MEL: The dispatch applicability of these items is not relevant to the MEL. When the MEL requires both maintenance and operational procedures, the maintenance procedures must be performed before applying the operational procedures.
Except for ER operations, one may be inoperative. Refer to , and Refer to , and Refer to However, the MEL should include these requirements. Safety exterior inspection is performed to ensure that the aircraft and its surroundings are safe for operations. Items that should be checked include: Chocks in place Doors status Ground crew present Aircraft environment. To check the liquid levels i. When the oxygen pressure is below a defined threshold, an amber half box highlights the value.
This advises the flight crew that the bottle should be refilled.
The prolonged dispatch of the aircraft in such condition is not recommended. Standard Operating Procedures SOP outline the various elements that the flight crew must review in greater detail. The objectives of the exterior inspection are: To obtain a global assessment of the aircraft status. Any missing parts or panels will be checked against the Configuration Deviation List CDL for possible dispatch and any potential operational consequences. To ensure that main aircraft surfaces are in adequate position relative to surface control levers. To check that there are no leaks e.
To check the status of the essential visible sensors i. AOA, pitot and static probes. To observe any possible abnormalities on the landing gear status: - Wheels and tires status cut, wear, cracks - Safety pins are removed - Brakes status Brake wear pin length with parking brake ON - Length of oleo. Any difference between the two main landing gears shall be reported. To observe any possible abnormality on the engines: - Fan blades, turbine exhaust, engine cowl and pylon status - Access door closed. The alignment takes approximately 10 min, and must be completed before pushback before any aircraft movement.
The fast alignment takes approximately one minute. It involves setting the ground speed to 0, and updating the IRS position to the position of the coordinates on the INITA page usually airport reference coordinates.
They are the airport reference coordinates. If a high navigation performance is desired, i. In this case, the flight crew should use the slew keys successively for Latitude and Longitude, instead of inserting the coordinates on the scratchpad, in order to avoid errors. Therefore, the message may be cleared without realigning the IRSs. Overhead panel: Extinguish any white lights 2. Center instrument panel 3. FMGS preparation, and when both pilots are seated: 5. Glareshield 6.
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.
This sequence of entry is the most practical. These computations would slow down the entry procedure. The flight crew will check that it corresponds to the real aircraft position. The history wind is the vertical wind profile that has been encountered during the previous descent and should be entered at this stage if it is representative of the vertical wind profile for the next flight. If time permits, the wind profile along the flight plan may be inserted using vertical revision through wind prompt.
The flight crew will update weight and CG on receipt of the load sheet. The flight crew should consider the applicable noise abatement procedure.