Actions:        
1. "Going on standby horizon, monitor my pitch and bank on standby horizon.
2. "Compare the pitch and bank of standby horizon with your PFD and call out".
3. “My/your horizon is faulty.” If difficulty in identifying try momentarily selecting IRS #3 on suspected side (which may be the side on which FD also failed)
4. Hand over controls if applicable with positive instructions to maintain altitude / heading / climb etc.
5. Transfer ATT/HDG followed by FD on the failed side. (1st and 3rd p.b.)
6. Take over controls.
7.  Accomplish Normal Procedures and “After T/O checklist” to the line.
8. Apply abnormal procedures if any.

VI. CHECK HDG
Indications: CHECK HDG flag on both NDs, when there is heading discrepancy of 40  between the two sides.  Although FDs also go out of view, Attitude information is valid.

Actions:
1. "I have CHK HDG flag".
2. "Compare standby compass Heading with your heading and call out"
3. "My/your heading information is faulty"
4. Hand over controls if applicable with positive instructions to maintain altitude / heading / climb etc.
5. Transfer ATT/ HDG followed by FD on the failed side. (1st and 3rd p.b.)
6.  Take over controls.
7. Accomplish Normal Procedures and “After T/O checklist” to the line.
8. Apply abnormal procedures if any. (IRS fault C/L may help to get back correct HDG, however this has to be constantly compared and monitored)

Note: The standby artificial horizon and standby ASI are not ergonomically positioned and are on different sides of the Instrument panel i.e. for the Captain the standby ASI is on the left side of the Instrument panel and the standby horizon is on the center instrument panel. For the F/O the standby horizon is on the left side of the center panel and he would have to move his head to see it alternating from the standby ASI. These facts have to be considered. Scanning the standby horizon and standby ASI frequently in every flight will accustom you to these instruments and facilitate an easier transition to these.

FUEL LEAK

For early detection of a fuel leak frequent checks should be made between Fuel on Board (FOB) and the FOB at engine start minus the fuel used. In addition the FMS cruise perf. page gives EFOB. This is the estimated FOB at destination. On your flight plan note down your calculated EFOB i.e. the total fuel at startup minus the trip fuel. If at any stage the FMS calculated EFOB is less than that calculated by you, it should signal to you that there is something wrong and further investigation should be made. At waypoints a routine glance at the ECAM fuel page should also be made to check for abnormalities.

If fuel leak is suspected : "FUEL LEAK CHECK LIST"
　
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