จำ Flashcards
Brake temp condition that require maintenance action
- temp different between 2 brakes of a gear >150celcuis & 1 brake >=600c
- temp different between 2 brakes of a gear >150celcuis & 1 brake <=60c
- Different average temp between 2 gear brakes >= 200c
- temp of 1 brake exceeds 900c (800celcuis for 321)
Emergency Equipment
- Life vest หลังเก้าอี้ / ใต้ Jump Seat
- Axe ข้าง Jump Seat
- Oxygen mask ขวาหลัง FO เช็ค pressure
- PBE / Smoke hood ด้านขวาหลัง FO / humanity indicator not pink
- BCF / Fire extinguisher ใต้ oxygen mask / Pressure Gauge needle in green zone
- Flash light ใต้ไมค์ red light flash every 3-7sec
- Rope บนหัว
- Fireproof Glove 2 อัน ข้าง Jump Seat
Thrust Reduction , Acceleration Altitude , NADP
follow NADP & SID first then
400’/400’/ENG OUT ACC เสมอ
***Engine fail -> TOGA to gain SRS Go-around (because below EOACC altitude)
on course track >75degree from runway track & reach specific Altitude before turn
use Greendot Speed until turn 45 from track Opticlimb , 250 below MSA
EOACC Alt default 800’ AAL / Miss Approach ACC Alt default 1500’ AAL
Pack
- OAT < 20celcius / APU Bleed OFF , Pack OFF
20celcius <= Cabin Temp <= 26celcius / APU Bleed ON , 1 PACK ON
26celcius < Cabin Temp / APU Bleed ON , 2 PACK ON - OAT <20c , Cabin temp >=24c APU Bleed ON , 1 PACK ON
- LO when number of occupants below 141 (320) , 168 (321)
HI when abnormal hot & humid conditions - range temp 24 +/- 6celcius
- should switch Pack on each flight to prevent excessive wear of 1 pack
- during OETD OETA pack 2 should be OFF
Green dot Speed
- type 320 = 2*GW/1000 + 85
- type 321 = 1.5*GW/1000 + 110
- Green dot speed by Fly smart & FMGS difference of 2kt or more indicate discrepancy exists
Taxi Speed
Taxi Speed Dry/Wet/Contaminated
- Taxi Speed 30/20/10
- Vacate Runway , Backtrack 45/20/10
- 90degree Turn 15/10/5
Choosing Auto Brake & Flap
Choosing Auto Brake & Flap
1. For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than runway length
2. However to avoid unduly high autobrake (MED) , FLD may exceed LDA as long as all following satisfied
- RWYCC 5,6
- Autobrake LOW LD < LDA
- Manual brake FLD < LDA
if(Flap 3 Autobrake LOW FLD <= LDA) use Flap 3 Autobrake OFF (Manual Brake only required <100kt)
if(Flap 3 Autobrake LOW LD <= LDA) use Flap 3 Autobrake LOW (RWYCC 5,6/Manual Brake FLD<LDA)
if(Flap 3 Autobrake MED FLD <= LDA) use Flap 3 Autobrake MED
if(Flap Full Autobrake MED FLD <= LDA) use Flap Full Autobrake MED
if(Flap Full Manual Brake FLD <= LDA) use Flap Full Autobrake MED(Maximum Brake after touchdown)
else Landing Not Permit
The Company recommends using CONF 3 REV IDLE for all normal landings
- For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than full runway landing distance available
- LD < LDA
- Tailwind <= 10kt CEO , <= 15kt NEO
- Runway not contaminated
Company Standard EOP
Climb runway centerline to EOACC retract flap/slat turn L/R to lowest MSA follow ATC
Stabilized Approach
1000’AAL (500’AAL Visual , Circling)
1. correct lateral/vertical flight path
2. only small change in heading/pitch
3. correct landing configuration with Speed Brake retract & spoiler armed
4. thrust appropriate to maintain VAPP
(with A/THR thrust idle is acceptable but Engine spool up must be achieved by 500’AAL)
5. all briefing & applicable checklist complete
6. Speed not more than VAPP “bug” speed + 15kt and not less than VLS
7. Sink rate no greater than 1000ft/min or special briefing shall be conducted
8. not detect any excessive flight parameter deviation
- ILS -> 1 dot LOC/GS
- RNP -> XTK < 0.3nm / VDEV below path 3/4dot
- NPA -> less than 5degree deviation
- Visual -> align runway in 500’AAL
- Circling -> align runway in 300’AAL
*“Destable” after 1000’AAL “Stabilize” thereafter if external condition push aircraft beyond the stabilized parameter , the approach shall be re-stabilized at latest 500’AAL (without config change)
**Landing flaps selection should be initiated by 1,500’AAL for instruments approach , Crew may change landing flap to full & complete landing checklist by 1000’AAL
Runway Visual Reference “See to Land”
- Element of Approach light
- Threshold
- Threshold marking
- Threshold light
- TDZ , TDZ marking
- TDZ light
- Runway edge light
- Runway end(Threshold) identification light
- Visual glide slope indicator
- Other visual reference accepted by the authority
นักบินน้อย ชม
- นักบิน ชม <=200hr บินด้วยกันไม่ได้
- กับตัน ชม <=100hr ห้าม LVO
- กัปตัน ชม <=200hr ต้อง RVR +100m / Circling +200’ , 800’ which is higher
- กับตัน ชม <=250hr และยังไม่ LANDEE check ห้ามให้ FO แลน
- กับตัน ชม <=250hr ห้ามบิน CAT C aerodrome
FO T/O L/D limitation
F/O T/O Ceiling/Visibility more than 200’/600m
F/O L/D Ceiling/Vis Straight in app with 500’/1600m
F/O L/D Ceiling/Vis Circling app with 800’/4800m
X-wind not exceed 20kt gust include
Runway is not Contaminated , Slippery
Aerodrome not CAT C
OMA 8.1.2 Criteria for determining the Usability of Aerodromes
- RFF 320 required 6 minimum 5 / 321 required 7 minimum 6 / Adequate alternate 4
- Takeoff Alternate required when Departure Aerodrome minima < Landing minima
- only Departure / Destination minima ที่ไม่ต้องคิดบวกอากาศ 1 ขั้น
- Planning minima for Non precision APP apply +200’/1000m
- Destination Alternate Aerodrome within 50nm apply ceiling/visibility -> 2000’/5000m
- 2 Destination Alternate require when destination aerodrome < planning minima / no meteorological information
- Emergency Airport = Airport not adequate aerodrome , not list in OMC , use only in dire emergency
OMA 8.1.7 Determination of the Quantities of Fuel and Oil to be Carried
- Contingency fuel เอาค่ามากระหว่าง
5% trip fuel
5min holding Speed 1500’AAL at Destination ISA - Contingency fuel ใช้ได้ทันทีหลังถอด fuel browser
- Alternate fuel คิดตั้งแต่ a Miss APP / CI = 0
- Final reserve คิด 30 min holding Speed 1500’ at Destination Alternate ISA
- Additional Fuel เช่น ETOP fuel , Company Fuel
- No Economic Tankering fuel in Contaminated Runway
OMA 8.2.1 Fuelling Procedure
- A screen capture of fuel order is presented to engineer each time refueling to be made
- Refueling when Embark/Disembark required at least 1 Cockpit Crew / half of Cabin Crew
- D2R D4R not be Armed unless Emergency & Crew remain
- Defueling / Mix fueling when passenger on board , embark , disembark is strictly prohibit
- Refueling with 1 Engine running is only permitted at airports with no pneumatic & no APU
- in exceptional circumstances other fuels in AFM maybe uplifted when JETA1 is not available
- Jet B -> wide-cut fuel (naphtha-kerosene/kerosene30% , gasoline70% / low freezing point)
- MOC authorize required for fuel mixing other than JETA & JETA1
- Freezing point of mixture with JETA more than 10% is considered as JETA
In-flight Fuel Management
- ประหยัดน้ำมัน ลด CI / optimum Alt / closet Alternate / ขอ Direct
- Continue without alternate fuel -> 1hr before Destination / establish VHF / Estimate Arrival Time , Max delay known / 2 independent runways & suitable for landing / ceiling 1500’ visibility 5000m / Final reserve 30min
- “Minimum Fuel” -> committed to land at specific aerodrome & any change in the existing clearance may result in landing with less than planned final reserve fuel (EFOB=final reserve)
- “Maydayx3 Fuel” -> calculated fuel on landing at nearest aerodrome landing will be less than planned final reserve fuel (EFOB<final reserve)
- flight crew responsibility to ensure that the fuel remaining at touchdown is not less than planned final reserve
PAN PAN MAYDAY
- MAYCAY call -> Aircraft or its occupants are in grave and imminent requiring immediate assistance
- PAN PAN call -> compel it to land without requiring immediate assistance
OMA 14 Crew Regulations
- Documentation Validity not later than 7days before expiry & update along with Staff number
- Logbook are mandatory & record particulars of each flight within 24hr after the end of the flight
- must be available to be contacted by OCC 12hr prior to reporting time
- Passport must notify 24hr before report time
- Tolerances of 5min only will be allowed on the reporting time
- Cabin crew avoid entering cockpit until 10min after SIGN OFF & SIGN ON twice consecutively 15min before L/D
- entering bar , liquor store while wearing any part of uniform is strictly prohibited
- Non-uniform items of clothing must not be visible when worn with uniform
Visible Piercing & Tattoo are not allowed
wearing sunglasses is not permitted in the cabin while greeting & bidding farewell
Backpack , Sling bag is not allowed
other jacket , Pilot Bag must be black
Code วันลา
- CL = Casual Sick Leave without certified by doctor but Verified by Flight Ops -> must report to OCC minimum period 3hr from reporting time
- submit medical leave into eMC within 48hr even doesn’t have MC (medical certification) -> CSL
- X = no certified by doctor / 1 = verified by Flight Operation / L = late (Report <3hr)
- AWOL(Absence without Approved Leave) = CSL no certified by doctor & no Verified by Flight Op
- MIA (Missing in action) = ติดต่อไม่ได้ ไม่ไปบินตาม schedule (ใส่เหตุผลได้)
- EL = ขอ AL ในกรณีที่ roster ออกมาแล้ว
CLVE = ลามีคนในครอบครัวตาย ครั้งละไม่เกิน 3 วัน
BL คือการลาไปทำธุระสำคัญที่คนอื่นไปทำแทนไม่ได้ และต้องได้รับอนุญาตก่อนถึงนับว่าเป็นการลา
รวมกันไม่เกิน 5 วัน
Memory Item Speed
V1 > Vef , Vmcg
VR >= 1.05Vmca , V1
Vlof >= 1.05Vmu(n-1) , 1.08Vmu(n)
V2 >= 1.1Vmca , 1.13Vs1g
Approach climb gradient speed >= 1.23Vs1g , VMCL / <= 1.41Vs1g
Landing climb gradient speed >= 1.13Vs1g , VMCL / <= 1.23Vs1g
Vls , Vat -> IAS at threshold = 1.23Vs1g
T/O Segment
- First Segment 35’ or Vlof -> gear up
Second Segment gear up -> ACC alt / Gradient 2.4%
Third Segment ACC alt(min 400’) -> clean config
Final Segment Gradient 1.2% - Gradient panelty 0.8%
- minimum SID Gradient 3.3%
- Net flight Path Cruise gradient 1.6%
- Runway Slope T/O Certificated +/- 2%
T/O Speed
- Vef -> Engine Failure Speed , CAS at which engine assume to fail
- V1 -> Decision Speed , Vef + recognition time 1sec
- VR -> Rotation Speed , speed at which pilot initiate rotate 3degree/sec
- Vlof -> Lift off Speed , CAS at which plane first airborne
- V2 -> minimum speed that must be reach at height of 35’ above runway with 1 engine
- Maximum Tire Speed 195kt (Ground Speed)
Approach phase Call out
- “SPEED” -> VAPP > -5/+10
- “SINK RATE” -> V/S > 1000’/min
- “PITCH” -> Pitch <(-2.5)degree , >10degree (320) / >7.5degree (321)
- “BANK” -> >7degree
- “LOC” “GLIDE”-> 1/2 dot
- “V/DEV” -> >1/2 dot
- “CROSS TRACK” -> >0.1nm
- “COURSE” VOR > 1/2dot , 2.5degree / NDB >5degree
- altitude check point -> __ft high or low
Landing phase Call out - “Pitch Pitch” -> reach (-2.5)degree , 10degree (320) / 7.5degree (321)
- “Bank Bank” -> reach 7degree
Go around phase Call out - “PITCH” pitch <10 , >20
- “SINK RATE” no climb rate
“Passing (Fix name) ___ft” -> FDP
order FCU “MANAGE” = push button / only FL said before order -> “FL190 MANAGE”
“Speed Check” check speed tape “Flap XXX” check lever position on ECAM Upper display
Extend Duty Period
- Extend Duty Period not more than 2hr (3hr with augment crew)
- if allowed increase FDP is exceeded because of unforeseen after T/O flight crew may continue to planned destination or alternate
Rest period following FDP maybe reduce but never be less than 8hr - Divert ไม่นับ Sector แล้ว (รู้ Maximum FDP ตั้งแต่แรก)
OMA 8.3.12 Admission to Flight Deck
- Admission to Flight Deck
Crew perform duty
Authorized officer under law of state
person required accordance to OM
person who authority of CAAT - “Code of the day” if no CDSS
- Jumpseat -> CAAT inspector / Engineer / Flight Crew / Cabin Crew / Staff on duty travel
maximum occupants allowed into the flight deck is limited to the available number of Jumpseat - อนุญาตคนนอกเข้า Cockpit หรือนั่ง Jump Seat ให้ขอจาก HFO
Overweight Landing / Hard Landing
Overweight Landing
- at DMK, flight crew shall contact MOC to determine whether overweight landing can be performed
- malfunction affect Airworthiness
- expeditions landing would reduce the exposure to a degrading safety level
- 1 Engine inoperative
- serious illness required medical attention
Hard Landing (sink rate >=600 ft/min)
- shall be recorded in Aircraft Technical Log , MOR , ASR
- when ever LOAD15 generated after L/D , PIC must annotate in MR1 “Suspect Hard Landing”
OMA 8.3.1 VFR/IFR Policy
- AP should be engaged for normal flight >10000’ AAL
- AP , A/THR shall be engage for approach in IMC if 300’/1600m above DH/visibility
- Minimum height for turn 400’ AGL day , VMC / EOACC altitude night , IMC unless EOSID required
- Visual pattern 1500’
- Approach Ban -> if the reported RVR/VIS is less than minimum approach shall not continue
below 1000’ AAL / final segment if DA> 1000’ AAL
if pass 1000’ AAL approach may continue to DA - Touchdown point exceed 1000m for LDA > 2400m or
exceed Touchdown zone marking for LDA < 2400m Go around must be initiated
OMA 8.1.3 Methods for Determination and Use of Aerodrome Operating Minima
- X-Wind T/O 30/20kt gust included - CP/FO
- X-Wind L/D 30/25/20kt gust included - dry/wet/heavy rain
- VAT = indicated airspeed at threshold -> aeroplanes categories classification
1.3 VS / 1.23 VS1G(fly by wire) -> category C = 121 - 140kt - ICAO Miss Approach Climb Gradient 2.5%
- เลือก Lower Minima เสมอถ้า ACG ไม่ถึงให้เลือก Miss App อื่นเช่น Company Engine Out
- Circling APP minima 600’/2400m
- Visual APP condition 1500’/5000m
- intent for Visual Approach must be request & approved by ATC & briefing don prior to 5000’AAL
- CMV ห้ามใช้คิด LVO , T/O minima , VIS <800m
C/B Reset
- Fuel pump C/B once tripped shall not be reset
- in flight only 1 reset attempt should be made
- Under no circumstances shall a tripped C/B be held in place in “set” position
- Deliberate tripping C/B shall only be with requirements detailed in abnormal/emergency checklist
- green CB monitor by ECAM after pull 1min
- Wing Tip Brake CB have red cap to prevent reset in flight
OM ETC*
- ILS glide path 10nm +/- 8degree from centerline & 2degree above 1.5degree below
- T/O & L/D is not allow when the report Braking action “Poor” (RWYCC 1)
braking friction coefficient <= 0.25 (RCAM) - หลัง Control Rest ต้องจด Name , Time , Period ลง VR
20 min prior to TOD
maximum time <40min
SCC contact every 20min - ATC flight plan valid 6hr & must be file at least 1hr before ETD
- All ASRs are summitted to Safety Department within 24hr of incident being reported
SOP ETC*
- both TERR ON ND when operating in mountainous area <10000’ AAL,MSA / PF should deselect if Weather Radar required (แต่ใน procedure เขียนว่า radar on PF / TERR ON ND on PM)
- The PF will have 1 hand on the Thrust lever form a minimum of 1500’ AAL
- to avoid TCAS RA on last 2000’ climb or descent limit V/S to 1500’ especially in busy airspace
- Minimum Pavement for 180degree turn 30m for A320
- ENG page oil quantity >=15qt or 9.5 + 0.5 qt/h (CEO), 8.9 + 0.45 qt/h (NEO&321)
- AIRCRAFT ACCEPTANCE must be complete at the end of Cockpit Preparation
- After reset rudder trim flight crew may observe indication up to 0.3degree (L or R)
- OETD Yellow Electric pump ON providing nosewheel without using PTU
- Wheel Speed 130kt connection between nosewheel steering & rudder pedal is removed
- if GPS PRIMARY LOST & ACCURACY LOW
check accuracy (position error <= 3nm is reliable) , if not reliable -> raw data - OAT > 30celcius , no refuelling is required -> keeping CONF1 to prevent AIR WING LEAK on hot weather condition
FCOM limitation Speed*
- Pitch 320 Gear Not Compress / Compress -> 13.5ceo 13.7neo / 11.7
- Pitch 321 Gear Not Compress / Compress -> 11.2 / 9.7
- MED brake 2sec after spoiler deploy 3m/s^2
- LO brake 4sec after spoiler deploy 1.7m/s^2 (เครื่องใหม่ๆ เป็น 2sec 2m/s^2)
- NWS on rudder pedals 6degree 40kt to 130kt
- NWS from hand wheel 75degree 20kt to 80kt
- Maximum Tire Speed 195kt (Ground Speed)
- 320 Flap VMO Speed 230/215/200/185/177
- 321 Flap VMO Speed 243/225/215/195/186
- Minimum Rat Speed 140kt
- APU
FL250 Start by BATT
FL225 Supply Bleed (single pack)
FL200 Assist ENG start
FL150 Supply Bleed (dual pack)
FCOM limitation Speed 2*
- VMO/MMO 350/0.82 , EXP DES Mach 340/0.8
- Cockpit Window Maximum Speed 200kt
Wiper Maximum Speed 230kt - Runway witdth 45m (required authorize if operate below)
- Maximum Xwind 38kt (35kt for T/O NEO , 321)
Maximum Tailwind 15kt (10kt for L/D CBL) - Tailwind L/D >10kt CEO Flap full ONLY / NEO , 321 Flap full Recommend
- Maximum wind Passenger door operation 65kt
Maximum wind Cargo door operation 40kt (50kt in leeward side) close before exceed 65kt - Taxi speed 20kt if T/O weight >76T
ECAM SD page CRUISE check
- ENG -> Oil pressure & temp
- BLEED -> Parameter
- ELEC -> Parameter & GEN load
- HYD -> Slight decrease in quantity is normal / Fluid contraction during cold soak can be expected / Green system is lower than on ground following landing gear retraction
- FUEL -> Fuel distribution
- COND -> Duct temp compare with zone temp avoid large different for passenger comfort
- F/CTR -> not any unusual control surface
- DOOR -> Oxygen pressure
OMA 8.9 EFB
- Class 2 Type B EFB for TAA
- mounting model: RAM-B-189-TAB3U
- tolerance 2cm from designated location (17.5cm ขอบข้าง ,2.5cm ขอบล่าง)
- FO responsibility for company IPAD (bear full cost base on market price)
- 50% Battery charge EFB at duty time
- EFB charging on ground while aircraft door open / >10000’ (Sterile Cockpit)
charge until 80% / 2 hour - EFB Mount defect shall log in MR1
- after loss of IPAD crew shall inform EFB manager to deactivated applications
(maximum loan30 days) - In case dispatch with 2 IPAD
Both IPAD belong to pilot -> PM will utilize his personal IPAD as company IPAD for Mission+
1 Company IPAD -> PM handle company IPAD , PF use another IPAD - Base & Hub required 3 EFB / ต่างเบส required 2 EFB
Medical Condition Unscheduled Landing
Unconsciousness
Severe Shock
Heart Attack
Stop pulse & breath
Uncontrol bleeding
Internal bleeding
Epileptic fits
Retained Placenta
Refueling with 1 Engine Running
- Applied in the event of unserviceable APU & no externel ground pneumatic power
- Airport authorize is obtain & fire fighting at aircarft
- Safety Cone of Rope shall be position
- parking brake ON
- 1 flight crew monitor form cockpit & Communication establish entire operation
- Once refueling is finished, the PIC shall give permission for embarkation
- PIC shall signal ramp staff to insert chock & Beacon ON
- PIC permission is required for embark/disembark
- Eng 1 running Eng 2 Shutdown “Cabin crew disarm all door & crosscheck”
- D1R disembark/Catering
- D2R D4R Armed & man by SCC
- In event of Evacuation all star board sided used (port sided after Engine 1 shutdown)
- Overwing fueling is not permit
