A320-NOTES

• Action should be taken if a fuel leak is suspected during the flight to shut down the affected engine if the leak is confirmed from the engine.

• The RAT will stall in the emergency electrical configuration and transfer to the batteries when the speed is below 125 knots.

• The ENG DUAL FAILURE-FUEL REMAINING and ENG DUAL FAILURE-NO FUEL REMAINING procedure is available in QRH to distinguish whether fuel is available or not.

• The crew should do if an unexpected fuel quantity indicator or imbalance is noted during flight consider a fuel leak as a possible cause and cross-check with other means. The flight crew should do the fuel checks be carried out during the flight when sequencing a waypoint and at least every 30 minutes.

• There are three strategies during ENGINE FAILURE IN CRUISE, Those are Standard Strategy, Obstacle Strategy, and Fixed Speed Strategy. The target speed set by PF during the standard strategy is Mach 0.78 . the primary action PF after recognizing an engine failure in cruise is Set MCT on the remaining engine(s) and disconnect A/THR.

• The flight crew can still be taxiing if they lose nosewheel steering (NWS) for taxiing with continued taxiing using the differential braking technique.

• The dividing line between low and high-speed regimes for decision-making during take-off is 100 knots.

• The recommended initiation ECAM procedures after an engine failure during take-off is 400 feet above the runway.

• One of the considerations mentioned when diverting with flaps and or/slats jammed is limiting the cruise altitude to 20.000 feet when flaps/slats are extended.

• The significance of slip indication turning yellow during an autoland with one engine inoperative is it is a visual cue that the thrust on the remaining engine (s) is below a certain value.

• When adopting the obstacle strategy due to terrain concerns, the target speed set by PF is the green dot speed. The green dot speed is speed based on the lift-over-drag ratio, provides the best endurance during holding and N-1 / engine out, and also provides the best angle of climb.

• The first recommended phase of action when a pilot detects the incapacitation of the other pilot is to assume control, and return to a safe flight path, and declare an emergency to ATC. There are two types of incapacitation: Subtle Incapacitation, Obvious Incapacitation.

• In case of triple ADR failure, the procedure of the flight crew should refer to the QRH procedure for ADR 1 +2 +3 failure.

• During Emergency descent, the use of autopilot and auto-thrust is strongly recommended to maintain control of the aircraft.

• The appropriate crew action, if a flap /slat retraction problem occurs during take-off, is to pull the speed knob for the selected speed to stop acceleration and avoid exceeding VFE.

• One of the considerations of the captain in deciding to evacuate the aircraft after an uncontrollable engine fire is keeping the fire away from the fuselage and wind direction.

• The PTU automatically operates during the flight when the differential pressure between the green and yellow system exceeds 500 psi.

• The initial target pitch attitude during a one-engine inoperative go-around, if SRS (Speed reference system) is not available, is 10 degrees.

• in case of reservoir low level, reservoir overheating, or reservoir low air pressure, the PTU should be switched OFF to avoid a PTU overheating.

• During All engine flame out the purpose of deploying the RAT (Ram Air Turbine) in the event of all engine flame out is to supply the emergency generator and pressurize the blue hydraulic circuit.

• Generally, when you lose double hydraulic failure in flight you need to declare emergency and completed the ECAM actions before the approach.

• For Overweight landing, the recommended approach configuration for optimized landing performance is using CONFIG FULL.

• The Beta Target reverts to the normal sideslip indication during the take-off procedure after retracting the flaps to zero.

• During take-off off the rotation with engine failure should smoothly, at a slower rate than with all engines operational.

• In the event of one or both main landing gears being in an abnormal position during an emergency landing, why are the ground spoilers not armed to maintain roll authority and prevent wing tilt?

• In the event of RA (Radio Altimeter) 1 +2 FAULT, the flight control system determines mode switching during approach and landing by using inputs from the LGCIU (Landing Gear Control Interface Unit) for mode switching.

• The passenger oxygen MASK ON button be pressed during emergency descent when cabin altitude exceeds 14.000 feet.