ABNORMAL AND EMERGENCY PROCEDURES

Question 1

AUTO FLT FMS 1+2 FAULT.

What are the resources available to the crew for flying and navigation?

Answer 1

• The AP/FD and A/THR remain available in SPEED / V/S / HDG mode.
• The ND displays the BACKUP TRAJ (range max 160NM).
• The ISIS

If the FMC system reset is unsuccessful, the flight crew should tune the NAVAIDS via the RMP.

Question 2

How is the FCU BKUP page of the MFD activated, and what alerts may occur?

Answer 2

• Automatically: During a detected FCU failure, with alerts like AUTO FLT AFS CTL PNL FAULT or CDS CAPT(F/O)(CAPT + F/O) EFIS CTL PNL FAULT.
• Manually: When the flight crew detects a malfunction and selects the appropriate FCU BKUP page on the MFD.

NOTE: the ZOOM function and the TAXI Pb are not available

Question 3

ENGINE ABN

In event of an abnormal engine response during flight, the flight crew should always consider to shut down the affected engine.

Answer 3

FALSE. Except when a procedure requires an engine shutdown, it is usually preferable to keep the engine running. Even at idle, the engine powers the hydraulic, electric, and bleed systems.

Before approach, if the engine response remains abnormal, the flight crew decides to keep the engine running or to shut it down taking into account the aircraft controllability and the flight conditions.

Question 4

ENGINE ABN

What are common indicators of engine damage that the ECAM system may display?

Answer 4

Engine damage is generally accompanied by:

•	Loud noise

•	Significant increase in aircraft vibrations

•	Repeated or uncontrolled engine stalls

•	Associated abnormal indications such as loss of N1, N2, or N3 indications

Question 5

ENGINE ABN

Is the THR parameter set to 0 considered an indicator of engine damage?

Answer 5

No, the THR parameter set to 0 will not be considered as an indicator of engine damage

Question 6

ENGINE ABN

What symptoms should the flight crew observe to consider an engine damaged?

Answer 6

The flight crew should observe two or more of the following symptoms:

•	Rapid increase of the EGT above the red line

•	Significant mismatch of the rotor speeds, or absence of rotation

•	Significant increase in aircraft vibrations, or buffeting, or both vibrations and buffeting

•	Abnormal engine oil pressure, or temperature

•	Hydraulic system loss

•	Repeated, or not controllable engine stalls

Question 7

ENGINE FAILURE AFTER V1.

How does the aircraft’s control system compensate for a failed engine to maintain yaw efficiency at takeoff?

Answer 7

In the event of an engine failure, the aircraft’s control system may deflect ailerons and spoilers on the wing opposite to the failed engine to increase yaw efficiency.

Additionally, the lateral normal law detects thrust asymmetry and commands rudder surface deflection to minimize sideslip; however, this rudder command does not provide feedback to the rudder pedals.

Question 8

ENG FAILURE AFTER V1.

At VR, the flight crew should rotate the aircraft using a continuous pitch rate of approximately 3°/s towards an initial pitch attitude of ________ , then follow the SRS, which commands a speed between ____ and ____ knots.

Answer 8

10°

V2 and V2+15

Question 9

ENGINE FAILURE AT TAKEOFF.

In the event of an engine failure during takeoff, if it’s not possible to center the beta target by applying full rudder, what should the flight crew do?

Answer 9

The flight crew should accelerate to a speed where the rudder becomes effective in centering the beta target.

Question 10

ENGINE ABN

What does “secure the engine” entail?

Answer 10

“Secure the engine” means completing the ECAM procedure until:

• “ENG MASTER OFF” for an engine failure without damage.
• “AGENT 1 DISCH” for an engine failure with damage.
• Fire extinguished or “AGENT 2 DISCH” for an engine fire.

Question 11

ENGINE FAILURE AT TAKEOFF

At the Engine-Out (EO) acceleration altitude, the flight crew should press the ………. pushbutton to level off and enable the speed to increase.

Answer 11

ALT

Question 12

ENGINE ABN

Fill in the banks.

During an engine failure at takeoff, when the ………… reaches green dot speed, the flight crew should:
* Pull the ALT knob to engage OP CLB.
* Set the thrust levers to MCT when the …………… .

Answer 12

• speed trend arrow
• LVR MCT message flashes on the FMA

Question 13

ENGINE ABN

In the event of an engine failure during cruise, what strategy should the flight crew use if no specific procedure has been established before dispatch?

Answer 13

The standard strategy - 0.85/300kts

Question 14

ENGINE ABN

Fill in the blanks: During cruise with engine failure, the STANDARD STRATEGY involves the following actions:

1. Setting a speed target of ………..to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope.
2. Monitoring the EO MAX FL, which equates to the LRC Engine-Out maximum FL with anti-icing …….., displayed on the ……….
3. Selecting ……… and turning …….. on when the V/S becomes less than 500 ft/min.

Answer 14

1. M 0.85/300 kt.
2. OFF ; MFD PERF page
3. V/S -500 ft/min and turning A/THR

Question 15

ENGINE ABN

Engine Failure in Cruise: Immediate Actions.
What are the PF’s initial actions when an engine failure is recognized?

Answer 15

• Set all thrust levers to MCT.
• Disconnect A/THR.
• Set an appropriate HDG and pull.
• Determine the engine out recovery altitude.

When ready for descent:

• Set the speed 0.85/300kts and Pull for Standard Strategy.
• Keep managed speed for Obstacle Strategy.
• Set the engine out recovery altitude and pull to engage OP DES.

Initiate the Ecam actions ( order)

Question 16

ENGINE ABN

What are the initial actions for the PF during an engine-out situation in cruise with OBSTACLE STRATEGY?

Answer 16

• Set all thrust levers to MCT.
• Disconnect A/THR.
• Set an appropriate HDG and pull.
• Determine the engine out recovery altitude (drift down ceiling is displayed on CRZ panel - MFD PERF page).
• Maintain managed speed (automatically set to Green Dot).
• Set the engine out recovery altitude .
• Pull to engage OP DES.

DO NOT DECELERATE BELOW GD.

Question 17

ENGINE STALL

What are the symptoms of an engine stall during takeoff at high power settings?

Audible:
Thrust:
Engine parameters:
Vibrations:
Visual:
Smell:

Answer 17

• Audible: One or more loud bangs (similar to a shotgun fired nearby).
• Thrust: Instant loss of thrust or reverse thrust causing yaw movement.
• Engine Parameters: Fluctuations in N1, N2, or N3, giving the impression of “pumping.”
• EGT: Increase in exhaust gas temperature (EGT).
• Vibrations: Noticeable engine vibrations.
• Visual: Flames visible from the engine inlet or tailpipe.
• Smell: Acrid odor detectable in the cockpit.

Question 18

ENGINE STALL

What are the symptoms of an engine stall during cruise or at low power settings (e.g., thrust reduction at T/D)?

Audible:
Thust response:
Engine parameters:
Vibrations:
Smell:

Answer 18

• Audible: One or more muffled bangs.
• Thrust Response: Slow or no response to thrust lever inputs.
• Engine Parameters: Fluctuations in N1, N2, or N3, giving the impression of “pumping.”
• EGT: Increase in exhaust gas temperature (EGT).
• Vibrations: Noticeable engine vibrations.
• Smell: Acrid odor detectable in the cockpit.

Question 19

ENG STALL

What are the main flight crew’s actions to stabilize a stalled engine?

Answer 19

1. Stabilize Aircraft Trajectory.
2. Reduce Thrust: Set thrust to idle on the affected engine.
3. Select Anti-Ice ON.
4. Check Engine Stability:
   Monitor N1, EGT, N2, and N3 on the WD.
   Check engine vibrations on the ENG SD page.

Question 20

ENG STALL

When should the flight crew shut down the engine after a stall?

Answer 20

The engine should be shut down in the events of:

• Fluctuations in engine parameters, high EGT, or engine vibrations persist.
• Symptoms of the engine stall persist at idle thrust.

Question 21

ENG STALL

What should the flight crew do if engine parameters return to normal after a stall?

Answer 21

• Advance Thrust Levers Slowly: Ensure the stall does not reoccur.
• If Stall Reoccurs:
  • Keep thrust below the stall threshold.
  • Do not shut down the engine if the stall can be avoided.
  • Manually control thrust between idle and the stall threshold for the rest of the flight.
• If Stall Does Not Reoccur: Resume normal engine operation.

Question 22

ENGINE TAIL PIPE FIRE

What are the flight crew’s priorities and actions in the case of a tail pipe fire?

Answer 22

Priorities:
1. Stop fuel flow.
2. Ventilate the engine.

Crew Actions:
- Apply the ENG TAIL PIPE FIRE non sensed procedure .
- Do not use the ENG FIRE pb or fire extinguisher, as it does not extinguish an internal engine fire.

• If the Fire Persists: As a last option, the ground crew can use a ground fire extinguisher.

Question 23

ENGINE VIBRATIONS

Do high engine vibrations alone require an in-flight engine shutdown?

Answer 23

No, high engine vibrations alone do not require an in-flight engine shutdown.

Question 24

ENGINE VIBRATIONS

What should the flight crew suspect if N1 vibrations occur without other engine parameter variations?

Answer 24

The flight crew should suspect icing if N1 vibrations occur without other engine parameter variations.
Apply the ENG 1(2) HIGH VIBRATIONS procedure, if flight conditions permit.

Question 25

# ENGINE VIBRATIONS What does the flight crew suspect if the ENG 1(2) HIGH VIBRATIONS alert is accompanied by unexpected behavior in other engine parameters?

Answer 25

Icing should not be suspected if unexpected behavior on other engine parameters is detected with the ENG 1(2) HIGH VIBRATIONS alert.

Question 26

# ENGINE VIBRATIONS How should the flight crew respond to low airframe vibration levels without any alert but with suspected icing?

Answer 26

They can preventively activate the **MISC ABNORM VIBRATIONS (ICING SUSPECTED)** abnormal not sensed procedure.

Question 27

# ENGINE VIBRATIONS What should the flight crew do to reduce engine vibrations in any case of ENGINE VIBRATION detected by the Ecam or crew?

Answer 27

Apply the relevant Ecam sensed or non sensed procedure; **reduce thrust** to decrease vibrations and remain below the advisory threshold. ***NOTE***: If the vibrations do not decrease, there may be another problem on the engine, and the crew should expect the apparition of other ECAM alert(s) that will provide guidance and actions to carry.

Question 28

# ONE ENGINE INOPERATIVE - CIRCLING What check should the flight crew perform in hot and high altitude conditions or at high landing weight during a circling approach with one engine inoperative?

Answer 28

The flight crew should check the maximum weight in the **CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE** procedure table (QRH). NOTE. If the landing weight exceeds this maximum value, landing gear extension should be delayed until established on final approach.

Question 29

# ONE ENGINE INOPERATIVE - LANDING Autoland is not available with one engine inoperative.

Answer 29

FALSE Autoland is available with one engine inoperative.

Question 30

# THRUST LEVERS MANAGEMENT IN THE CASE OF INOPERATIVE REVERSER(S) What is policy for reverse thrust selection during a rejected takeoff (RTO) or landing if **one** or **no** reversers are operative?

Answer 30

If one reverser is operative, reverse thrust should be selected on both engines. If no reverser is operative, reverse thrust should not be selected.

Question 31

# FIRE SMOKE / FUMES procedure Arrange the following crew priorities in the correct order, in case of smoke or fumes on board: * Consider an immediate diversion as soon as smoke/fumes are detected. * Initiate an immediate diversion if the source is not obvious, accessible, and extinguishable. * Ensure action to control the source of combustion is not delayed.

Answer 31

Correct Order: 1. Ensure action to control the source of combustion is not delayed. 2. Consider an immediate diversion as soon as smoke/fumes are detected. 3. Initiate an immediate diversion if the source is not obvious, accessible, and extinguishable.

Question 32

# FIRE SMOKE / FUMES procedure What are the main 3 steps included in the FIRE SMOKE / FUMES QRH procedure?

Answer 32

1. **Immediate actions** to **protect** the flight crew and passengers, avoid further contamination, and isolate potential smoke/fumes sources. 2. Actions to **anticipate diversion OR isolate** the smoke/fumes source if it is ***immediately*** obvious, accessible, and extinguishable. 3. Actions to **identify and isolate the smoke/fumes source** if it is ***not immediately*** accessible and extinguishable

Question 33

# FIRE SMOKE / FUMES procedure When should the flight crew apply the **QRH** SMOKE / FUMES procedure?

Answer 33

1. When requested by an ECAM procedure. 2. If a crewmember detects smoke or fumes, with or without odors (and no ecam is triggered). | The QRH SMOKE / FUMES procedure covers all events related to fire, smoke

Question 34

# FIRE SMOKE / FUMES procedure In case of smoke in the cockpit, should the crew use the smoke procedure from the ECAM or the QRH?

Answer 34

If cockpit visibility allows reading the ECAM: • Follow the ECAM and apply the FIRE SMOKE / FUMES ABN Not-Sensed Procedure. • Complete the immediate actions and then apply the [QRH] SMOKE / FUMES Procedure as prompted by the ECAM. If cockpit visibility is insufficient to read the ECAM: • Refer directly to the [QRH] SMOKE / FUMES Procedure.

Question 35

# FIRE SMOKE / FUMES procedure Managing SMOKE L(R) AVNCS SMOKE What is the correct procedural sequence for handling SMOKE L(R) AVNCS SMOKE?

Answer 35

Apply the ECAM actions for SMOKE L(R) AVNCS SMOKE. Do not clear the ECAM procedure at this stage. Apply the [QRH] SMOKE / FUMES Procedure as instructed. Once the QRH procedure is completed, continue with the ECAM actions.

Question 36

# FIRE SMOKE / FUMES procedure In case of smoke or fire from devices such as laptops, flashlights, tablets, or mobile phones, which procedure should the crew apply?

Answer 36

The crew must apply the **[QRH] SMOKE / FIRE FROM LITHIUM BATTERY** procedure.

Question 37

# ABNORMAL SLATS/FLAPS Fill in the gaps: A. When both SLAT SYS and both FLAP SYS are lost, and the position of the slats/flaps is lost (indicated as amber XX on the F/CTL SD Page), the flight control laws revert to …… law when the aircraft is below ……ft. B. The flight control laws is …… law, as long as the position of the slats/flaps remains available.

Answer 37

A. DIRECT; 22000ft B. ALTERNATE

Question 38

# ABNORMAL SLATS\FLAPS What approach speed technique and stabilization criteria must be used for an approach with abnormal slats/flaps?

Answer 38

- Approach Speed Technique: The flight crew must use **selected speed**. - Stabilization Criteria: The flight crew must prefer a **stabilized approach**.

Question 39

# ABNORMAL SLATS/FLAPS CONFIGURATION What should be the flight crew’s initial action if a slats/flaps movement failure occurs during takeoff or approach?

Answer 39

Pull the SPD/MACH knob to select the speed manually. NOTE. The crew must: - Use selected speed - Fly a stabilized approach - Limit the approach to CAT1 ILS - Limit the cruise to 20000 ft

Question 40

# FUEL ABN Fill in the gaps: When a failure affects the fuel consumption by ……. % or more, the ECAM displays the following limitation message: …………. The flight crew should enter the associated fuel penalty in the FMS …………..page in order to update all the flight plans (including secondary flight plans).

Answer 40

* 3% * FUEL CONSUMPT INCRSD * FMS DATA/STATUS

Question 41

# FUEL ABN What are the conditions for which the flight crew checks and considers the fuel penalties?

Answer 41

The flight crew checks the fuel penalties associated with: * The INOP SYS list on the ECAM STATUS page * An abnormal slats/flaps configuration * A severe fuel imbalance * The RAT OUT memo

Question 42

# FUEL ABN Where is the fuel penalty table located?

Answer 42

The fuel penalty table is located in the FCOM section PERFORMANCE - INFLIGHT

Question 43

# FUEL ABN In case of a VARIABLE fuel penalty, what FPF value should the flight crew enter in the FMS DATA/STATUS page?

Answer 43

The flight crew should enter the maximum value of the range from the FCOM Fuel Penalty Table, to assess a conservative case for decision-making. They must then decide to either: * Keep the maximum value, or * Enter a lower value in the FMS DATA/STATUS page.

Question 44

# FUEL ABN - FUEL PENALTIES True or False: If several rows of the table are applicable, the flight crew considers that the total fuel penalty is the HIGEST value of all applicable fuel penalties.

Answer 44

FALSE. If several rows of the table are applicable, the flight crew considers that the total fuel penalty is the SUM of all applicable fuel penalties.

Question 45

# FUEL ABN What are the main differences between the two ECAM procedures for addressing fuel imbalance: **FUEL WINGS NOT BALANCED** and **FUEL WINGS MAN BALANCING**?

Answer 45

**FUEL WINGS NOT BALANCED**: * SENSED procedure, triggered automatically to correct an imbalance beyond the maximum threshold (3,000 kg between each wing tank). * Fuel quantities in imbalanced tanks are underlined in amber on the FUEL SD page. * When the imbalance is corrected, the FUEL IMBALANCE CORRECTED alert appears. **FUEL WINGS MAN BALANCING**: * NON-SENSED procedure, selected manually for imbalances below the maximum threshold. * The FUEL WINGS NOT BALANCED and FUEL IMBALANCE CORRECTED alerts are inhibited.

Question 46

# FUEL ABN When can the flight crew suspect a **fuel overread,** and what message may appear on the Ecam?

Answer 46

The flight crew can suspect a fuel overread if: * The sum of FOB and FU is significantly more than FOB at engine start, or is increasing. * There is an abnormal positive discrepancy between the fuel on board and the expected flight plan fuel. * The total fuel quantity abnormally increases. * The destination EFOB abnormally increases. Message: Depending on the FWS standard, the **FUEL OVERREAD SUSPECTED** dispatch message may appear on the DISPATCH page.

Question 47

# FUEL ABN Is there an ECAM procedure for **fuel overread**, and what actions should the flight crew apply?

Answer 47

***ECAM Procedure***: There is no ECAM procedure for fuel overread. ***Flight Crew Actions (based on FCTM considerations)***: The flight crew should be aware that, for the remainder of the flight: * The fuel quantity and the FMS predictions are not reliable. * The fuel low level ECAM alerts are still valid. These alerts are triggered by sensors that are independent of the fuel quantity indications. * The remaining FOB should be computed using data the flight crew considers still valid, such as fuel used, flight plan FOB, or FOB at engine start. * ATL/eATL, and maintenance action is required.

Question 48

# G+Y HYD FAILURE 1. What is the available level of automation? 2. What is the control law? 3. What is the landing capability? 4. Any consideration about fuel consumption? 5. What is the available braking mode?

Answer 48

1. AP/FD and A/THR remain available. 2. The aircraft reverts to ALTN LAW. 3. CAT I or better only. 4. Increased due to the loss of both outer ailerons, and possibly some spoilers ( F/CTL SPLRs PARTLY EXTENDED Ecam alert) 5. The alternate braking with anti-skid is available. Brake To Vacate (BTV) is lost, but Auto brake mode remains available.

Question 49

# G+Y HYD FAILURE * When the Deferred Procedure should be applied? * What speed should the flight crew use? * How should the speed reduction and configuration changes be done? * Where should the flight crew read the VFE?

Answer 49

Early in the approach phase The SELECTED SPEED should be used to configure the aircraft for approach and landing. Preferably done with wings level to configure the aircraft. The VFE should be read on the PFD (Primary Flight Display).

Question 50

# USE OF BACKUP STEERING FUNCTION - When is the Backup Steering Function (BSF) used? - What is the purpose of the Backup Steering Function?

Answer 50

It is used when the Nose Wheel Steering (NWS) is unavailable, indicated by the **HYD Y SYS PRESS LO** alert or the **STEER N/W STEER FAUL**T alert. It allows the aircraft to vacate the runway if the normal NWS is unavailable.

Question 51

# USE OF BACKUP STEERING FUNCTION Backup Steering Function (BSF) - Landing - What is the recommended braking mode for landing, and why? - When does the BSF automatically activate? - What should the flight crew do before the aircraft reaches 30 kt?

Answer 51

Use A/BRK MED for landing, to prevent accumulator depletion. It activates when the aircraft speed is below 30 kt. Disconnect the A/BRK before reaching 30 kt to avoid interference with BSF activation.

Question 52

# USE OF BACKUP STEERING FUNCTION Backup Steering Function (BSF) - Runway Vacation - What should the PF do before using the BSF for runway vacation? - What should NOT be used to steer the aircraft? - What is the recommended speed to start the turn and during the turn ? - What role may the CM2 have during this procedure?

Answer 52

Disconnect the autopilot (AP) and autobrake (A/BRK). Do NOT use manual differential braking or differential thrust. Start the turn with a target of 10 kt and maintain during the turn The CM2 may assist the CM1 and monitor the ground speed.

Question 53

# Landing with Abnormal Landing Gear - one or both MAIN GEARS affected - What is the recommendation regarding crosswind? - Shall the ground spoilers be armed? - What is the recommendation regarding the autobrake? - When should the engine on the side of the affected landing gear be shut down? - Can reversers be used?

Answer 53

- Avoid crosswind from the side of the affected landing gear. - They should not be armed. - It should not be armed. - Before nacelle impact. - Reversers must not be used

Question 54

# Landing with Abnormal Landing Gear - NOSE GEAR affected - What is the recommendation regarding the braking technique? - What is the recommendation regarding the autobrake? - Any special considerations for shutting down the engines? - Can reversers be used?

Answer 54

- Apply a maximum braking pressure of 1 000 PSI in order to avoid a strong pitch-down movement (1 000 PSI approximately corresponds to half-pedal deflection). - The engines should be shut down before nose impact. - Auto brake and reverses shall not be used

Question 55

# LOSS OF BRAKING Is the brake pressure automatically limited when ANTISKID SW is selected off?

Answer 55

YES

Question 56

# EMER DESCENT The flight crew should perform the actions of the EMER DESCENT in two steps. What is the crew doing during the first and second step of the emergency descent?

Answer 56

First step: Apply the memory items. Second step: Perform the read and-do procedure (ECAM or EMER DESCENT Abnormal not-sensed procedure). The PF should refine the settings.

Question 57

# Taxi with Deflated / damaged Tires A. What is the maximum nosewheel steering angle allowed? B. How can the flight crew ensure the steering angle does not exceed 30°? C. What are the two positions on the hand weel corresponding to the 30° limitation?

Answer 57

A. 30° B. Use the graduations on the steering handwheel. C. Hand wheel position between the 3rd and 4th graduation, or Hand wheel on the 3rd graduation with rudder pedals fully deflected in the same direction.

Question 58

# EFB FAULT A. Is the OIS usable if only one EFB is operative? B. What functions can the flight crew use if one EFB fails in flight?

Answer 58

A. Yes B. Use OIS ON CENTER or VIEW OFFSIDE functions to share the available EFB functions.

Question 59

# EFB FAULT When is the EFB FAULT procedure applied?

Answer 59

When BOTH of the following conditions apply: 1: One EFB is already inoperative. 2: The ECAM does not detect a failure of the remaining EFB. It is a lengthy procedure, therefore the flight crew should apply the EFB FAULT procedure, only if they have sufficient time.

Question 60

# EMER DESC When must the flight crew press the MASK MAN ON pb? What should be the TCAS mode selector setting?

Answer 60

The flight crew shall press the MASK MAN ON pb if the cabin altitude exceeds 14,000 ft or beforehand if it is obvious that it will exceed 14,000 ft. The TCAS mode selector must remain in the TA/RA position.

Question 61

# EMER DESC AUTO EMER DESC function available. Memory items - FIRST LOOP: Memory items - SECOND LOOP:

Answer 61

FIRST LOOP PF Crew Oxi mask__USE Auto Emergency Desc__ARM SPBRK__FULL FMA__ANNOUNCE If ATHR OFF: THR LVERS__IDLE PM: Oxi mask__USE SIGNS__ON FMA__CHECK SECOND LOOP PF ALT__TURN* HDG__TURN\PULL SPD__PULL FMA__READ PM FMA__CHECK ECAM ACTIONS or MISC EMER DESC__PERFORM * a PUSH or PULL action on the ALT knob will disengage the EMER DES mode and will remove the AUTO FLT EMER DESCENT procedure

Question 62

# EMER DESC AUTO EMER DESC vs SELECTED. Which procedure is reccomended? When shall the flight crew use the SELECTED procedure for emergency descent?

Answer 62

If available, the crew should use the AUTO EMER DESC function. The flight crew shall use the selected procedure if the AUTO EMER DESCENT function is not available (e.g., due to MEL).

Question 63

# EMER DESC TRUE or FALSE. Pushing or pulling the HEADING or the ALT knobs will disengage the EMER DES mode on FMA and will remove the AUTO FLT EMER DESCENT procedure from the WD.

Answer 63

FALSE. Only Pushing or Pulling the ALT knob will disengage the EMER DESC mode.

Question 64

# EMER DESC What are the memory items for the EMER DESC with selected guidance?

Question 65

# EMER EVAC Following the ecam actions for an engine fire on the ground, if the fire remains out of control after discharging the fire agents, the captain calls for the EVACUATION. Is the PM required to select and activate the EMER EVAC ABN procedure?

Answer 65

NO. The applicable actions are displayed on the ECAM since they are included in the ENG FIRE (On Ground) ECAM procedure. For any other reason than ENGINE FIRE (On Ground), the flight crew will find the EMER EVAC procedure in the ECAM ABN PROC menu. Or in the QRH.