Change log

Change bars show changes between version 3.1 and version 3.2.

Version 3.2

• Section 1.4, EOSID, amended with new 800ft acceleration altitude.
• Section 2.1, Emergency descent, updated with recommendation to stay on airway/track in UK airspace and to run the cab pr excess cab alt ecam prior to the qrh procedure if it is available.
• Section 2.6, Overweight landing, updated with a discussion around the incompatibility of slowing to V_LS at threshold crossing and achieving a minimum v/s touchdown in gusty conditions.
• Removed Landing distance calculation section from Chapter 2 since landing distance tables are no longer available due to the removal of the paper qrh.
• Section 6.1, Flaps and/or slats fault/locked, updated to point to Flysmart+ as the source for configuration and V_app due to removal of the paper qrh.
• Section 6.7 updated to give the required Flysmart+ landing module selection for spoiler runaway due to removal of the paper qrh.
• Section 7.1, Smoke and fumes, updated. This is a result of Airbus changing the line “If perceptible smoke apply immediately” to “If perceptible smoke/fumes apply immediately”, which clears up a historic ambiguity. The instruction that unconfirmed avionics smoke ecams should be treated as spurious is also added. Finally the purpose of turning off the cabin fans is clarified as being to prevent distribution of smoke rather than the fans themselves being considered a likely source.
• Note added to Section 9.1, Loss of braking, that differential braking will need to be used after selecting the alternate braking system.
• Added Section 9.2, Tyre burst.
• Updated Section 10.1, All Engine Failure. This removes the discussion of how to fly a glide approach in favour of a link to the All Engine Failure Training Tool.
• Section 10.4, Engine relight in flight, rewritten to include differences for neos.
• Section 10.9, High engine oil temperature, updated to include slight differences for the neo and to reference the neo fwc error and associated ofp attachment.
• Section 14.1, Window heat fault, updated with information that pf windshield heat is non-monitored required equipment for cat2/3.

Version 3.1

• Section 2.3, Unreliable airspeed, rewritten to include more information about the use of DBUS and BUSS and to focus more on the fundamentals of the procedure.
• Added warning to Section 6.1 regarding the potential difficulty of diagnosing surfaces stuck at intermediate positions close to index positions from the flap/slat position indicator.