A320 DISCUSSION ITEMS FOR SIMULATOR SESSIONS

Last Updated 15th APR 2025

REVISION ITEMS AWO DEFINITIONS
SUPPLEMENTARY PROCEDURES CONTENTS • ALL WEATHER OPERATIONS

SPECIAL OPERATIONS CONTENTS • AERODROME OPERATING MINIMA

ECAM HANDLING • LOW VISIBILITY PROCEDURES

• LOW VISIBILITY TAKEOFF
ENG 2 BLEED FAULT WITH APU INOP
• FAIL OPERATIONAL AUTO LANDING SYSTEM
PRESSURIZATION SYSTEM
• FAIL OPERATIONAL HYBRID LANDING SYSTEM
APPROACH BAN
• FAIL PASSIVE AUTOMATIC LANDING SYSTEM
BOTH FCU FAULT • ALERT HEIGHT
GO AROUND / CANCEL APPROACH
AWO OPERATIONS
WX RADAR
• APPROACH CATEGORIES
F/CTL PITCH TRIM/MCDU/CG DISAGREE • APPROACH STRATEGY
SEVERE TURBULENCE • COMPANY OPERATING MINIMA

SYSTEM RESET • APPROACH BRIEFING

RVR / CMV • CAT II OPERATIONAL LIMITATIONS

• CAT III OPERATIONAL LIMITATIONS
RUDDER JAM
• AIRCRAFT APPROACH SYSTEM LOGIC
IDG OVERHEAT
• SYSTEM FAILURES & REQUIRED PROCEDURES
ADR AND IR FAULT
• PILOT INCAPACITATION
WINDSHEAR • FLAPS FAULT / LOCKED
REC MAX ALTITUDE • GS MINI FUNCTION
OPTIMUM FLIGHT LEVEL • ENGINE VIBRATIONS

FAC
APP GUIDANCE MANAGEMENT
GROUND OPS IN HEAVY RAIN
FLIGHT CONTROL LAWS PROTECTION
STALL AND RECOVERY
REVISION ITEMS:
➢ Memo Items
➢ Supplementary Procedures – Engine
➢ Abnormal Procedures
➢ Jeppesen Approach Charts
➢ Limitations
➢ Miscellaneous References
➢ Normal procedures flow pattern and foot notes
➢ Syllabus Exercise from FCOM / QRH / FCTM
➢ AWO
PROCEDURES > NORMAL > SUPPLEMENTARY

ADVERSE WX:
• Inflight
o min speed with ice accretion
o volcanic ash, sand, dust
• Ground
o Deicing/Anti-icing
o Ground ops in cold weather and heavy rain
o ops on contaminated airports
o Securing for cold soak
o Water Draining
ENGINE:
• Manual engine start
• Start with air start unit
• Cross bleed start
• Start valve manual operation
• Cranking
• One engine taxi
FUEL:
• Refueling and Defueling
GPS:
• GPS Inteference
L/G:
• NWS offset ops ***
• Flight with Gear Down
MISC:
• High Altitude Airport Operation ***
• Unpressurized Flight
• Operations at QNH > 1050
• Pushback with Power Push
SURV:
• ADS B
• EGPWS
PROCEDURES > SPECIAL OPS

• RVSM
• PBN
• Narrow Runway
• ETOPS
• Engine Intermix
• Parallel Approach

ECAM HANDLING
FCTM PDF 89 > Airbus Operational Philosophy > Management of Abnormal Operations >
Handling of ECAM/QRH/OEB
• Master Caution reset
• Confirm Failure
• OEB
• ECAM Actions
• Status – Stop ECAM
o Normal Checklist
o System Reset
o Procedure
• Continue ECAM
• Status Read / Remove
• ECAM actions completed
ENG 2 BLEED FAULT WITH APU INOP
MEL:
36-11-01-A with speed brakes no FL restriction
36-11-01-E without speed brakes limited to 31,500 feet
Notes:
Start engine 1 first so that cross bleed from engine 1 is available

PRESSURIZATION SYSTEM
The system consists of:
• Two Cabin Pressure Controllers (CPC)
• One Residual Pressure Control Unit
• One outflow valve, with an actuator that incorporates three motors (two for automatic
operation, one for manual operation)
• One control panel
• Two safety valves. (to check >8.6 psi and < 1psi above/below ambient pressure)
CPC receives input from ADIRS, FMGC, EIU and LGCIU
When the RAM AIR pushbutton is ON, and Δp is below 1 PSI, the system drives the outflow
valve about 50 % open if it is under automatic control. If the system is under manual control,
the outflow valve does not automatically open, even if Δp is below 1 PSI.
Due to the slow operation of the outflow valves in manual mode, and the limited resolution of
the outflow valves' position on the ECAM, the visual ECAM indication of a change in the
outflow valves' position can take up to 5 s.
In case of ditching, DITCHING pb on the CABIN PRESS control panel allows the flight crew to
close the outflow valve and all valves below the flotation line. It closes the outflow valve, the
emergency ram air inlet, the avionics ventilation inlet and extract valves, the pack flow control
valves, and the FWD cargo outlet isolation valve.
APPROACH BAN
An approach procedure, for which continuation is prohibited beyond a specific point, and or
specified height, if the reported visibility or RVR is below the minimum specified for that
approach.
ICAO Annex 6, Part I, 4.4.1 Aerodrome operating minima
4.4.1.1 A flight shall not be continued towards the aerodrome of intended landing, unless the
latest available information indicates that at the expected time of arrival, a landing can be
effected at that aerodrome or at least one destination alternate aerodrome, in compliance
with the operating minima established in accordance with 4.2.8.1.
4.4.1.2 An instrument approach shall not be continued beyond the outer marker fix in case of
precision approach, or below 300 m (1,000 ft) above the aerodrome in case of non-precision
approach, unless the reported visibility or controlling RVR is above the specified minimum.
4.4.1.3 If, after passing the outer marker fix in case of precision approach, or after descending
below 300 m (1,000 ft) above the aerodrome in case of non-precision approach, the reported
visibility or controlling RVR falls below the specified minimum, the approach may be continued
to DA/H or MDA/H. In any case, an aeroplane shall not continue its approach-to-land at any
aerodrome beyond a point at which the limits of the operating minima specified for that
aerodrome would be infringed.
Note: Controlling RVR means the reported values of one or more RVR reporting locations
(touchdown, mid-point and stop-end) used to determine whether operating minima are or are
not met. Where RVR is used, the controlling RVR is the touchdown RVR, unless otherwise
specified by State criteria.

BOTH FCU FAULT

PFD BARO REF: STD ONLY - USE STBY ALTIMETER
GO AROUND / CANCEL APPROACH
➢ When at or above the FCU selected altitude:
• GO AROUND, or
• Discontinued Approach Technique *
o Announce “CANCEL APPROACH”
o Disarm AP/FD Approach Mode – APPR / LOC Pb
o Select Lateral Mode – NAV / HDG
o Select Vertical Mode – VS / LEVEL OFF
o Select and Adjust – SPEED
➢ When below the FCU selected altitude,
• GO AROUND
* Since thrust levers are not set to TOGA, FMS does not engage the Go-Around phase and
remains in the approach phase. It does not string the previous approach in the active F-PLN.
Flying over, or close to the airport will sequence the destination waypoint and therefore there
will be no “destination” in F-PLN. Lateral revision will then be required to redefine the
destination.

WX RADAR
FCTM > a/c System > wx radar
FCOM> a/c System > surveillance > wx radar
F/CTL PITCH TRIM/MCDU/CG DISAGREE
When TO CONFIG pb is pressed, or when thrust levers are set to FLEX or TOGA:

The flight crew checks the LOADSHEET data, the FMS entries and the trim setting. (ZFW CG in
Init page and Trim setting on TO page).
SEVERE TURBULENCE
FCOM/QRH > Proc > Abnormal > Misc > Severte turbulence
FCTM > Normal Proc > supplimentary > adverse wetaher > weather + Wake turbulence
• Severe turbulence is defined as turbulence that causes large, abrupt changes in altitude
and/or attitude. It usually causes large variations in airspeed. Occupants are forced
violently against their seat belts and loose objects will move around the aircraft.
• Avoid forecast turbulent areas
• For takeoff wait for target speed +20 kt (limited to VFE-5) before retracting the
slats/flaps
• Optimum level or below to maximize buffet margin
• Secure loose equipment
• Seat belt on
• Thrust setting for turbulence penetration speed – QRH
• Change thrust in extremem airspeed variaiton, do not chase speed
• In manual flight expect altitude variaitons, do not chase it
• CONF FULL better handling, CONF 3 more energy less drag
• Use a/thr on managed speed for GS mini funciton

SYSTEM RESET
FCOM/QRH > Proc > Abnormal > System Reset
Reset with Cockpit control OFF or pulling CB is authorized only under the folowing conditions:
• INFLIGHT
o Requested by ECAM / OEB / FCOM / QRH.
OR
o ECAM alert or system malfunciton is listed and authorized in system reset table.
• GROUND
o Inflight conditions mentioned above.
OR
o Affected system not listed in system reset table.
• If Cockpit Control OFF – Wait 3 sec.
• If CB Pulled – Wait 5 sec.
• After Cockpit Control ON or CB IN – Wait 3 secs.
• Report any inflight reset to maintenance.
RVR / CMV
Jeppessen > ATC > AOM > Jeppessen
• Not for takeoff
• Not for req rvr <800m
• If land min = 550m upto 750m and no rvr then vis 800m applies.
• Charted RVR & Reported VIS – Convert VIS to CMV (CMV = or > charted RVR)
• Charted RVR+VIS & Reported RVR+VIS – No conversion. Compare rvr with rvr and vis
with vis
• Charted VIS & Reported RVR – No conversion. Compare reported rvr with charted vis
• Charted CMV & Reported VIS – Convert vis to cmv and compare against charted cmv
• Charted CMV & Reported RVR – No conversion. Compare reported rvr with charted
cmv

RUDDER JAM
• FCOM > ABNORMAL PROC > F/CTL > [QRH] RUDDER JAM

IDG OVHT
• FCOM PDF 3290

ADR AND IR FAULT

FCOM > ABNORMAL & EMER PROC > NAV
• ADR 1 Fault: Predictive functions of the GPWS are inhibited.

• ADR 2 Fault: Both baro reference channels are driven by the same FCU channel. Baro
reference displays must be checked.

• In case of simultaneous failure of ADR and IR (same ADIRU), apply ADR FAULT procedure
before IR FAULT procedure.

• When two ADRs fail then flight control normal laws are lost.
• NAV ADR 1+2 FAULT:
o SFCCs will set CONF 1+F instead of CONF 1.
o Before selecting Flaps 1 check that speed is below VFE of CONF 1+F (215 kts).

• NAV ADR 1+3 or 2+3 FAULT:

o Landing gear safety valve is controlled closed.
o Landing gear gravity extension.

• NAV ADR 1+2+3 FAULT:

o Speed Source: BUSS (backup speed scale). Activated from BKUP SPD/ALT Pb.
o Altitude Source: GPS (replaces baro altitude when BUSS is activated).
o BUSS info is based on AOA and slats/flaps config. If the BUSS does not react to
longitudinal stick input when flying the green area, then disregard it and use
pitch/thrust table.

o Use standby instruments with care as they can be unreliable (probe for ADR3 and
STBY speed is the same).
o Maneuver with care. Rudder travel limiter can be frozen in the incorrect position.
Full rudder available after slats extension.

• NAV IR FAULT:
o For single IR fault just use the ATT/HDG switch.
o With dual IR fault, normal law is lost.
o In IR fault, HDG & ATT may be recovered by entering HDG (QRH procedure) in:
▪ FMS > DATA > IRS MONITOR > AFFECTED IRS PAGE
▪ ADIRS Panel Overhead
o IR 1+2+3 FAULT:
▪ Unlikely so there is no procedure.
▪ However, ECAM status page will give approach procedure and inop items.
▪ STBY instruments are the only ATT, ALT, Speed & HDG references.
WINDSHEAR
FCOM> proc > abnormal > surv > windshear
FCTM> proc > normal > supp > adverse wx > windshear
• Windshear is a sudden change in either wind speed or direction, or both, over a
relatively short distance.
• Windshear occurs either horizontally or vertically at all altitudes
• Microburst – headwind, downburst etc
• Indications of windshear
o IAS in excess of 15 knots
o GS variation
o Wind variation on ND
o VS +/- 500 fpm
o Pitch 5 deg excursion
o GS 1 dot deviaiton
o Hdg variation 10 deg
o Unusual a/thr activity

• Strategy for coping

o Awareness - PWS
o Information - FPV and App speed variation (airmass variation)
o Warning – speed speed speed and Windshear aural (energy loss)
o Tools to Escape – Alpha floor, SRS pitch, AOA protection, GS mini protection
• For takeoff
o Max speeds
o Rwy direction
REC MAX ALTITUDE
FCOM PDF 626 – A/C System > Auto Flight – Flight Management > Performance Predictions
Lowest of the Max Altitude that meets the following conditions:
• 0.3g Buffet Margin.
• Level flight at MAX CRZ Rating.
• V/S 300 fpm at MAX CLB Thrust.
• Speed > Green Dot and < VMO/MMO.
• Certification Altitude.
A maximum altitude using a 0.2 g buffet margin is also computed. It is not displayed, but the
system uses it to limit CRZ ALT entry.
OPTIMUM FLIGHT LEVEL
FCOM PDF 601 – A/C System > Auto Flight – Flight Management > Performance Optimization
• Economic Level (compromise b/w fuel and time) for a given:
o Cost Index
o Weight
o Weather data (wind entries at different levels)
• Requires Min:
o 5 min cruise
o FL100
FCOM/QRH gives the OPT FL at a given Mach number. It does not consider the cost index,
therefore the FMGS and the FCOM/QRH values are different.
FAC: RDW (Speed, Rudder, Detection of Windshear)
• Yaw function
- Yaw damping
‐ Turn coordination
‐ Trim - Rudder trim
‐ Travel - Rudder travel limitation
• Flight envelope function
‐ PFD speed scale management
▪ Minimum/maximum speed computation
▪ Maneuvering speed computation
‐ Alpha-floor protection
• Low-Energy Aural Alert function (If installed)
• Windshear detection function (If installed)

AIRCRAFT APP GUIDANCE MANAGEMENT

• Normal Procedures > SOP > Approach
• Guidance on LOC/GS, Final APP and FPA
• Glide interception from above
• Degraded Guidance / Untimely flare mode engagement
• Degraded Navigation

GROUND OPS IN HEAVY RAIN

Normal > Supplementary > Adverse Weather.
Procedure to prevent water entering the avionic ventilation system.
FLIGHT CONTROL LAWS PROTECTION

• NORMAL LAW
o Pitch Control
• Load Factor Limit
• Pitch Attitude
• High AOA
• High Speed
o Lateral Control
o Load Alleviation Function

• ALTERNATE LAW
o Pitch Control WITH Reduced Protections
• Load Factor Limitation
• Low Speed Stability
• High Speed Stability
o Pitch Control WITHOUT Reduced Protections
• Load Factor Limitation

• DIRECT LAW
o Pitch Control
• Direct stick-to-elevator relationship.
• No protections available.
o Lateral Control
• Direct stick-to-surface-position relationship.
• No protections available.
NORMAL LAW > PITCH CONTROL

o Load Factor Limit Protection

▪ Load factor protection enables

immediate PF reaction, without
any risk of overstressing the
aircraft. An immediate 2.5g
reaction provides larger
obstacle clearance, than a
hesitant & delayed high G Load maneuver (2 second delay).

o Pitch Attitude Protection

▪ 30° nose up in conf 0 to 3 (progressively reduced to 25° at low speed).

▪ 25° nose up in conf FULL (progressively reduced to 20° at low speed).

▪ 15° nose down (indicated by green = = symbols on the PFD’s pitch scale).

▪ FD bars disappear from PFD when pitch attitude exceeds 25° up or 13° down.

▪ Pitch attitude protection enhances high speed, high AOA & load factor
protection.

o High AOA Protection

▪ When current AOA becomes greater than αPROT, the high AOA protection
activates. Without input, the computers maintain the AOA equal to αPROT.
The AOA can be further increased by flight crew input, up to a maximum
value equal to αMAX. When the High AOA protection is activated, the normal
law demand is modified and the sidestick input is an AOA demand, instead
of a load factor demand. High AOA has priority over all protections.
 ▪ Level Flight – AP ON + A/THR ON – Minimum Speed will be VLS.

▪ Level Flight – AP ON + A/THR OFF – Minimum Speed will be αPROT.

If thrust is idle at αPROT, aircraft will not maintain straight and level, it will pitch down
and descend to maintain speed.

▪ Level Flight – AP OFF + A/THR OFF – Trimming stops at αPROT.

If the stick is held fully back, αFloor protection will activate and Go-Around thrust will
be commanded automatically—regardless of thrust lever position or A/THR
engagement status—provided the aircraft is in Normal Law & A/THR has not been
completely disconnected via the A/THR pushbutton on the FCU or by holding the
instinctive disconnect buttons on the thrust levers for more than 15 seconds.

▪ Level Flight – AP OFF + A/THR OFF – AOA can be increased to a maximum of

αMAX.
αMAX is close to (slightly less than) 1 g stall speed. AOA will not exceed αMAX, even if
sidestick is gently pulled all the way back. With αFloor active aircraft will start climbing.
Without αFloor (alternate/direct law) aircraft will approach 1g stall speed & then stall.
o High Speed Protection – Activates at or above VMO/MMO

▪ Effect on Pitch
In a dive if there is no input on the sidestick, the aircraft will slightly overshoot
VMO/MMO and fly back towards the envelope. If the sidestick is maintained full
forward, the aircraft will significantly overshoot VMO/MMO. At approximately VMO +
16 kt / MMO + 0.04, the pitch nose-down authority smoothly reduces to zero.

▪ Effect on Bank
High speed protection activated – Sidestick Released – Bank angle returns to 0°
(instead of 33 ° in normal law). Bank angle limit is reduced from 67 ° to 40 °.
NORMAL LAW > LATERAL CONTROL

o Full sidestick deflection – Max bank angle 67 °.

o Full sidestick deflection with AOA protection active – Max bank angle 45°.
o Full sidestick deflection with high-speed protection active – Max bank angle 40°.
o Sidestick released at bank angle greater than 33° – Bank angle reduces to 33 °.
o Sidestick released with high-speed protection active – Bank angle reduces to 0°.
o Bank 0° to 33° – System holds roll attitude constant when sidestick is at neutral.
o Bank angle > 45° – AP Disconnects & FD Disappear. FD reappears when bank angle <40o.

NORMAL LAW > LAF (LOAD ALLEVIATION FUNCTION)

o Permits to alleviate the wing structure loads achieved through upward deflection
of two ailerons only, or two ailerons associated to spoilers 4 and 5.
ALTERNATE LAW > PITCH CONTROL

• Without reduced protections:

o Load Factor Limitation
Similar to normal law.

o With reduced protections:

▪ Load Factor Limitation.
Similar to normal law.

▪ Low Speed Stability: Active from about 5 to 10 kt above stall warning speed. A
gentle progressive nose down signal is introduced. Pilot can override this. Audio
stall warnings (crickets + “STALL” synthetic voice message) available.

▪ High Speed Stability: Above VMO or MMO, a nose up demand is introduced.

Pilot can override this. Aural overspeed warning (VMO +4 or MMO +0.006)
remains available.
DIRECT LAW > PITCH CONTROL
o Direct stick-to-elevator relationship.
Max elevator deflection varies as a function of CG to compromise between
controllability (forward CG) and sensitivity (aft CG).
o No automatic trim.
o No protections available.
Even the alpha floor function is inoperative.
o Overspeed and Stall warnings available as for alternate law.

DIRECT LAW > LATERAL CONTROL

Lateral control is governed by “Roll Direct Law” associated with “Mechanical Yaw Control”.
o Roll
▪ Direct stick-to-surface-position relationship.
▪ System corresponds to slats/flaps position.
Clean config – Roll rate 30o/sec, Slats extended – Roll rate 25o/sec
▪ Ailerons + Spoilers 4 & 5 used to limit roll rate.
Ailerons fail – Roll spoilers become active, Spoiler 4 fails – Spoiler 3 takes over
o Yaw
▪ Mechanical control.
▪ Yaw damping and turn coordination lost.
STALL AND RECOVERY
• What is Stall:
o Condition in aerodynamics where the Angle of Attack
(AOA) increases beyond a point such that the lift
begins to decrease.

o CL increases linearly with AOA up till airflow separation

where one can observe:
▪ Buffeting (depending on slat/flap config)
▪ Pitch up effect (mainly for swept wing & aft CG)

o When AOA reaches stalling AOA, CL Max is reached.

o When AOA > Stalling AOA, the airflow separates CL decreases. This is the stall.

o Stall will always occur at the same AOA for a given:

▪ Configuration (Slats, flaps, speed brakes).
▪ Mach No (Inverse relation with AOA Stall & CL Max.
High Mach > Air less compressible > Critical Mach > Shockwaves >
Flow separation earlier than usual AOA)
▪ Altitude.
• Stall Recognition:
o Stall Warnings
o Stall Buffet (vibrations due airflow separation from
wing surface)
• Stall Recovery:
o Step 1: Reduce AOA (loss of altitude is a second priority).

o Step 2: Increase Energy with thrust (when stall indications stopped, not immediately):
▪ A/C speed increase from thrust increase, is slow & does not enable to reduce AOA
instantaneously.
▪ For under wing engines, thrust increase generates a pitch up that may prevent the
required reduction of AOA.

o Step 3: Smoothly recover the initial flight path when:

▪ Stall indications have stopped.
▪ Sufficient energy is recovered.
❖ Take Slats (Flaps 1) during flight path recovery to increase stall margin (if Clean & <
FL200).
ALL WEATHER OPERATIONS
Any surface movement, take-off, departure, approach, or landing operations in conditions where visual
reference is limited by weather conditions.

AERODROME OPERATING MINIMA

These are aerodrome useability limits for takeoff and landing. More details can be found in Jeppesen – General
Airway Manual > Aerodrome Operating Minimums.

LOW VISIBILITY PROCEDURES (LVP)

Low visibility procedures (LVP) are procedures that are applied at an aerodrome for the purpose of ensuring
safe operations during:

• Lower than Standard Category I Operation.

This means a Cat I approach and landing using Cat I DH with an RVR value lower than what is normally
associated with the applicable DH (550m), but not lower than 400 m.

• Category II Approaches.

• Other than Standard Category II Operation.

OTS CAT II operation means a precision instrument approach and landing operation using ILS or MLS
where some or all elements of the precision approach category II light system are not available, and with
(a) DH below 200 feet but not lower than 100 feet; and (b) RVR of not less than 350m.

• Category III Approaches.

• Low Visibility Takeoffs.

The point of LVPs enforcement will vary from aerodrome to aerodrome depending on local conditions. Usually,
it is related to a specific RVR / Cloud Base Measurement e.g., RVR below 550 meters / cloud base below 200
feet AAL.
LOW VISIBILITY TAKEOFF (LVTO)
A term used to refer to take-off on a runway where the RVR is less than 400 meters (but not less than 75m).
ICAO requires LVP for all departures below 550m RVR, not just LVTO.
LVTO BETWEEN 400M AND 150M:

• CAA approval is not required.

• Training is required in a simulator.
• Low visibility procedures are in force.
• Minimum RVR is based on runway equipment.

e.g., Above table shows if runway & centerline lights are available then takeoff allowed with an RVR of
200m. If no runway lights are available then some adequate visual reference must be available along
with an RVR or visibility of 500m. However, the condition of no runway lights is applicable to day time
only since takeoff without lights is not authorized at night, even if adequate visual reference is available.
LVTO BETWEEN 150M AND 125M:

• CAA approval is required.

• CAA approved training is required in a simulator.
• Low visibility procedures are in force.
• A visual segment of 90m is required.
• A 125m RVR value has been achieved for all relevant RVR reporting points.
• High Intensity Runway Centre Line lights (CL) spaced 15m or less.
• High Intensity Edge lights (HIRL) spaced 60m or less.

FAIL OPERATIONAL AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-operational if, in the event of a failure of a component or part of the system,
the approach, flare and landing can be completed by the remaining part of the automatic system. In the event
of a failure, the automatic landing system will operate as a fail-passive system. Typical arrangements are two
auto pilots with one remaining operative after a failure or three auto pilots with two remaining operative after
a failure.
FAIL OPERATIONAL HYBRID LANDING SYSTEM
A system which consists of two or more independent landing systems. In the event of failure of one system,
guidance or control is provided by the remaining system(s) to permit completion of the landing. A fail-
operational hybrid landing system may consist of a fail-passive automatic landing system with a monitored head-
up display which provides guidance to enable the pilot to complete the landing manually after failure of the
automatic landing system.

FAIL PASSIVE AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-passive if, in the event of a failure, there is no significant deviation of
aeroplane trim, flight path or attitude but the landing will not be completed automatically. Typical arrangement
is a single auto pilot in which automatic monitors provide failure detection and protection or two auto pilots
with automatic comparison to provide failure detection and protection.

ALERT HEIGHT (AH)

It is a height above the runway threshold (radio height of wheels above ground), based on the characteristics of
the aeroplane and its fail-operational landing system applicable in CAT III operations.
Above the AH:
If a failure occurs in one of the required redundant systems of the fail-operational landing system (or in
the relevant ground equipment), the approach would be discontinued and a go-around will be executed
(unless reversion to a higher decision height is possible).
Below the AH:
If a failure occurs in one of the required redundant systems of the fail-operational landing system, the
approach will be continued with the remaining equipment (double failure extremely improbable).
LOW VISIBILITY TAKEOFF CONSIDERATIONS AND PREPARATION
MAN:

• Flight Crew: Qualification and currency.

• Cabin Crew: Sterile cockpit briefing (no unnecessary cockpit or intercom calls).

MACHINE:

• Check that required equipment is operative.

• If RVR < 200m – Auto Thrust & Auto Brake must be serviceable.

ENVIRONMENT:

• LVP in force if RVR/VIS < 400m.

• NOTAMS for closed taxiways, runways & constructions etc.
• RVR equipment availability.
• Runway and approach lighting.
• Radio NAV aid availability.

TAXI:

• Extra fuel for anticipate delays or 30 mins extra fuel, whichever is greater.
• Taxi routing, hotspots and CAT II/III holding points.
• Maximum taxi speed is 10 knots.
• All checklists to be done while aircraft is stopped with parking brakes on.

TAKEOFF:

• Takeoff Performance:
o No contaminated runway takeoff.
o Thrust setting at Captain’s discretion. Full thrust recommended.
o Payload permitting, select flaps that gives lowest speeds.
• Takeoff Runway:
o Check runway direction after line up (use localizer, ND, runway markings etc.).
o Use of roll out bar for lateral guidance.
• Abort / Continue:
o Visual Reference Lost < 100 kts – Abort.
o Visual Reference Lost > 100 kts – Should continue.
o In case of abort – All landing lights ON after stopping for identification by emergency services.
• Takeoff Alternate:
o Required if visibility is below landing minima.
o 1 Hour distance at single engine TAS (ISA & No Wind) = 350NM.
APPROACH CATEGORIES

Category DH (ft) RVR (m) VIS (m)

I 200 550 800
300
II 200 – 100 N/A
350 (Cat D, no autoland)
IIIA <100 or NO DH 1751 N/A
IIIB <50 or NO DH 175 – 752 N/A
IIIC NO DH No RVR Limit N/A

1. Previously 200m. Now changed to 175 meters. Ref: EASA Explanatory note to decision 2022/012/R.
2. EASA 75m, ICAO/FAA 50m.

APPROACH STRATEGY

Conditions CAT I CAT II CAT IIIA CAT IIIB

Weather Visibility RVR RVR RVR

DA (DH) DH DH or No DH DH or No DH
Minima
Baro Reference Radio Altimeter Radio Altimeter Radio Altimeter
CAT 2 CAT 3 Single CAT 3 Dual
Min Status •
Fail Passive Fail Passive Fail Operational
Manual Flying OR AP/FD + A/THR AP/FD + A/THR AP/FD + A/THR
Technique
AP/FD & A/THR Up till DH Autoland Autoland
Autoland Possible Recommended Mandatory Mandatory

COMPANY OPERATING MINIMA

RVR (m)
Category DH (ft)
TDZ1 MID2 RO/SE3
II 100 350 125 75
IIIA 50 200 754 75
IIIB (DH) 205 75 75 75
IIIB (No DH) 0 756

1. Mandatory for all categories. If u/s, can be replaced by MID zone RVR subject to state approval.
2. Mandatory for CAT III. If unserviceable, can be replace by RO/SE RVR.
3. Rollout / Stop End mandatory when that part of RWY is to be used for landing (speed approx. 60 knots).
4. With manual rollout RVR requirement is 125M.
5. In CAT III Single (Fail Passive) – Minimum decision height is 50 feet.
6. Without DH only one RVR measurement is required.
APPROACH BRIEFING
MAN:
• Crew qualification.
• Seat position and cockpit lights.
MACHINE:
• Aircraft system status and capability.
• Brief review of malfunction below 1000.
• Go-around procedure.
ENVIRONMENT:
• Applicable minima + Destination and Alternate weather.
• Airfield and runway operational status (CATII/III etc.)
TASK SHARING & CALLOUTS:

CM1 – PF CM2 – PM
PRIMARY TASK
Supervision & Decision Making Monitoring Operation of Auto System
350 FEET RA & BELOW
CALL OUTS:
CALL OUTS:
• FMA mode changes
• LAND
• Standard calls
• FINAL APP Course (on PFD)
• Any deviation or failure
DH or AH
CALL OUT:
• Continue
• Go Around – Flaps
40 FEET RA
CALL OUT:
• FLARE
30 FEET RA
THRUST
• Monitor – Reduction
• Set – Idle on RETARD auto call out
TOUCHDOWN
THRUST & AP: CALL OUTS:
• Select – Reverse Thrust • ROLLOUT
• Disengage – AP at the end of Rollout • Standard Call outs
CAT II OPERATIONAL LIMITATIONS
• Landing Capability – CAT2 or CAT3 on FMA with (at least) 1 AP engaged in approach mode.
Equipment required for CAT II approaches is given in QRH > OPS section. Crew is not expected to check
the list before approach. However, when ECAM or local caution occurs, this list should be used to confirm
the landing capability. List also mentions equipment monitored and not monitored by FMGS.

• Autoland Wind Limits:

 30 knots headwind.
 20 knots crosswind.
 10 knots tailwind.

Wind limits are based on ATC reported surface winds and not what is displayed on ND.

• Engine Out Fail Passive Autoland – Only in Config FULL if procedure completed above 1000 feet.

• Manual Landing – Disconnect AP at 80 feet AGL.

• Min Visual Requirement:

o A Longitudinal segment of 3 consecutive lights:

▪ Approach centerline; or
▪ Runway centerline; or
▪ Runway TDZ; or
▪ Runway edge; or
▪ A combination of these.

o A Lateral Element:
▪ An Approach light cross bar; or
▪ Landing threshold lights; or
▪ Barrette of TDZ lights (unless using HUDLS).
A barrette is 3 or more ground aeronautical lights closely spaced together in a transverse
line so that it appears as a bar of lights at least 3 meters in length from a distance.
CAT III OPERATIONAL LIMITATIONS
• In CAT III Dual – Fail Operational:
o AP – Both engaged in approach mode.
o A/THR – Selected or managed speed.
o Alert height is 100 feet AGL.

• CAT III Single – Fail Passive:

o AP – At least 1 engaged in approach mode.
o A/THR – Selected or managed speed.
Equipment required for CAT III approaches is given in QRH > OPS section. Crew is not expected to check
the list before approach. However, when ECAM or local caution occurs, this list should be used to confirm
the landing capability. List also mentions equipment monitored and not monitored by FMGS.

• Engine Out Fail Passive Autoland – Only in Config FULL if procedure completed above 1000 feet.

• Autoland Wind Limits:

o Headwind – 30 knots.
o Tailwind – 10 knots.
o Crosswind – 20 knots

Wind limits are based on ATC reported surface winds and not what is displayed on ND.

• Min Visual Requirement:

o For CAT IIIA + CATIIIB Fail Passive + CATIIIB HUDS approaches:
❖ A Longitudinal segment of 3 consecutive lights:
▪ Approach centerline; or
▪ Runway centerline; or
▪ Runway TDZ; or
▪ Runway edge; or
▪ A combination of these.

o For CATIIIB Fail Operational + CATIIIB Fail Operational Hybrid approaches with DH:
❖ 1 runway centerline light.

o For CATIIIB approaches without DH:

❖ No visual reference specified / required.
AIRCRAFT APPROACH SYSTEM LOGIC
• 700 feet RA – Data coming from FMS is frozen e.g., ILS tuning inhibited.
• 400 feet RA – FCU is frozen.
• 350 feet RA – LAND (on FMA ensures correct final approach guidance).
• 200 feet RA – AUTOLAND red light illuminates if:
o Both AP disengage.
o Localizer or glide slope deviation exceeds the limit – Flashing scale.
o Localizer or glide slope signal is lost – Flashing FD bars.
o RA discrepancy of 15 feet.
• 40 feet – FLARE (FMA).
• 30 feet – THR IDLE (FMA).
• 10 feet – RETARD (Auto Callout. It comes at 20 feet if flying manually).

SYSTEM FAILURES AND REQUIRED PROCEDURES

• ABOVE 1000 FEET AGL
o DOWNGRADE:
Approach Category – CATII to CATI or CATIII to CATII, if:
▪ ECAM actions completed.
▪ RVR equal to downgraded category minima.
▪ Briefing amended for procedures & DH of downgraded category.
▪ At least 1 FD available if downgrading from CATII to CATI.
• BELOW 1000 FEET AGL
• GO AROUND:
For CATII + CATIII Single + CATIII Dual above AH, if:
o Sounds:
▪ Cavalry Charge – Loss of AP
▪ Triple Click – Downgrading of capability
▪ Single Chime – Amber caution
o Engine Failure.
o ALPHA FLOOR activation.
o 350 Feet – LAND* does not appear or Incorrect Runway course.
o 200 Feet – AUTOLAND warning (continue if landing manually).
o 40 Feet – FLARE does not appear (continue if landing manually).
* LAND may appear at a lower height depending on terrain profile. This is acceptable if
satisfactory autoland performance has been demonstrated.
• BELOW AH
• CONTINUE:
For CATIII Dual Approach.
• AFTER TOUCHDOWN
• AP DISCONNECT:
For Antiskid & NWS failure OR Unsatisfactory automatic rollout performance.
PILOT INCAPACITATION

• ABOVE 1000 FEET RA:

o Standard calls may be repeated and response checked before assuming incapacitation.
o If Incapacitation Confirmed
▪ Continue if:
 Flight controls are not obstructed.
 Aircraft landing capability is CAT2 or CAT3.
 No FCU selections required.
 Landing checks completed.
▪ Go Around if:
 Above requirements not met.
➢ Come back for another approach if required for safety.
➢ Divert to an aerodrome with CATI or better weather conditions.

• BELOW 1000 FEET RA:

o Standard calls must be repeated before assuming incapacitation.
o If Incapacitation Confirmed (No Reply):
▪ Go Around Immediately (no time for evaluation).

• BELOW 100 FEET RA:

o Calls – 100 ABOVE or MINIMUM – may not be repeated.
o Incapacitation must be assumed.
o Continue to minimum and land if visual.

FLAPS FAULT / LOCKED

The FLAPS FAULT alert triggers when both flaps channels fail.
The FLAPS LOCKED alert triggers when the flaps wing tip brakes activate
Abnormal procedure says: Limit speed to the VFE corresponding to the next flap position
Next flap position is the higher flap position (extending or retracting) i.e., stuck between 1 and
2 next position is 2, stuck between 2 and 3 next position is 3. This is shown in the FLAPS/SLAT
FAULT/LOCKED table. 200 is VFE for flaps 2, 185 is VFE for flaps 3.
GS MINI FUNCTION
The Ground Speed Mini function takes advantage of the aircraft inertia when the wind varies
during the approach in order to provide an appropriate indicated target speed i.e., the managed
target speed represented by the magenta triangle on the PFD. This managed speed target is the
VAPP, displayed on the PERF APPR page, corrected by the Ground Speed Mini function. When
the flight crew flies this indicated target speed, the energy of the aircraft is maintained above a
minimum level that ensures standard aerodynamic margins versus the stall. The minimum
energy level is the energy level the aircraft will have at touchdown with an indicated airspeed
equal to VAPP, and with the wind equal to the tower reported wind as inserted in the PERF APPR
page. The ground speed then equals the Ground Speed Mini. The Ground Speed Mini function
is active when:
• Speed is managed.
• FMS is in the approach phase.
The Ground Speed Mini is not displayed to the flight crew nor does it correct Green Dot, S and
F speeds. During the approach, the FMGS continuously computes the managed target speed in
order to keep the ground speed at or above the Ground Speed Mini.
Managed Speed Target Computation
The computation of the managed speed target uses the tower headwind component, the
current headwind component, and the VAPP. The tower wind is the average wind provided by
the ATIS or the tower. The tower headwind component is the projection of the MAG WIND on
the runway axis (calculation based on the runway inserted in FMS). Current headwind
component is the projection of current wind measured by the ADIRS on the aircraft longitudinal
axis (instantaneous headwind).
VAPP Computation
The FMS computes the VAPP based on tower headwind component. It is the highest of the
following computations:
• VAPP = VLS + 1/3 of tower headwind component (min 0, max 15)
OR
• VAPP = VLS + 5 kt.
FMGS continuously computes the managed speed target that is equal to VAPP plus an additional
increment. This increment takes into account the headwind variation during the final approach.
Managed speed target = VAPP + (Current Headwind Component – Tower Headwind
Component).
The managed speed target has the following limits:
• Minimum value: VAPP.
• Maximum value:
O In CONF 0, 1, 2, 3 – VFE next.
O In CONF FULL – VFE - 5.

ENGINE VIBRATIONS
• Engine vibrations can occur due to:
o Compressor blade tip contact with associated abradable seals.
o Deformation of blades due to FOD or bird strike.
o Rupture or loss of blades.
o Engine stall.
o Fan blades or spinner icing.
• N1 vibrations are generally associated with airframe vibrations while N2 vibrations can
occur without perceivable airframe vibrations.
• Advisor on ECAM (N1 ≥ 6 units, N2 ≥ 4.3 units) is to monitor engine parameters and not
for engine shut down.
• Follow QRH High Engine Vibration procedure.

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Disclaimer: This document is a compilation of personal notes by the undersigned, intended solely for training purposes. It does
not authorize or encourage any pilot to deviate from company SOPs, Aircraft Manuals, or manufacturer recommendations.