A320 Normal OPS Flashcards
Controls and switches that must be confirmed by the PF before being operated by the PM
- Thrust Lever
- Engine Master Switch
- Fire Switch
- IR/ADR
- Cockpit Circuit Breaker
- Hydraulic Switches, Pumps or PTU
- Guarded Switches or Pushbuttons
Noise abatement procedure
• Procedures:
- NADP 1/ ICAO A: Maintain SRS climb to 3 000 ft AAL followed by acceleration and flap retraction
- NADP 2/ ICAO B: SRS climb to acceleration altitude followed by acceleration and flap retraction, Green Dot is flown until 3 000 ft AAL
- Standard noise abatement procedure on Port Page shall be flown in accordance with NADP 1
- Noise abatement procedures should not be conducted in conditions of significant turbulence or windshear
Policy for tuning Navaids
- VOR/ADF, manually tuned for departure and approach
- ILS, auto-tuned; for departures only manually tuned when backtracking the LLZ or ILS DME is required
- Auto-tuning of navaids is recommended for climb, cruise and descent
Maximum speed on departure
250 kt until above the highest applicable sector MSA, at least 3 000 ft AAL
Maximum speed on arrival
PF shall reduce speed to less than 250 kt:
• Below highest applicable sector MSA
• In accordance with state requirements
• At speed limit point, if one is defined
• Before descending below 3 000 ft AAL
Reference for safe altitude on departures/arrivals that do not follow published procedures
- MRA (Part A 8.1.8.2 Operational Flight Plan)
- Grid MORA if not on the CFP track
- 25 nm MSA where valid
- Minimum vectoring altitudes under radar control
When do you have to select Terrain on the ND
• TERR may be selected at any time
to enhance situational awareness
• Normally TERR is selected on ND:
‐ Before takeoff until above relevant sector MSA
‐ During descent when cleared below highest sector MSA
• These requirements may be modified with significant weather or if terrain is not a factor
Excessive rate of descent close to the ground
Rate of descent greater than:
• 2 500 ft/min below 2 500 ft RA
• 1 500 ft/min below 1 000 ft RA
Stabilised approach
• 1 500 ft AAL, Landing configuration Stable on Final Approach Path
• 1 000 ft AAL, Missed approach mandatory if any of these criteria is not achieved:
‐ Landing configuration
‐ Stable on Final Approach Path
‐ Speed VAPP (-5/+10)
‐ Landing Checklist complete
• For visual, circling or approaches that require level flight at or below 1 500 ft AAL:
- Landing configuration at 1 000 ft AAL
- Wings level on extended runway centreline by 300 ft
At 1000 ft PM calls “Unstable Flaps”
PF answers “Standby” and prepare for a go-around
Conditions required to change a manual landing to an autoland
- Port Page/NOTAM checked for autoland capability and ILS suitability mentioned in the arrival briefing
- Decision announced and briefed above 1 000 ft RA
- Captain PF
Restrictions when the approach is built manually on the FM using stored database or pilot-created waypoints
• Below highest sector MSA:
- Don’t insert any altitude constraint
- Don’t use Managed vertical mode
• Use Raw data as the primary navigation reference
• Lateral and vertical guidance derived from manually inserted waypoints must be treated with care
Situations where a missed approach is mandatory
- Aircraft not stabilised
- RVR/visibility not achieved
- Visual references subsequently lost
- Successful outcome of the manoeuvre in doubt
- Loss of situational awareness below the MSA
- Captain announces “Go-Around”
Landing beyond the planned touchdown point
Commander assesses whether a safe landing is achievable within remaining distance:
• If landing is to be discontinued:
- Captain announce “Go-around”
- PF performs a normal go-around procedure or a go-around after touchdown, as required
• If landing is to be continued:
- Captain ensures the PF uses appropriate braking and reverse thrust
Touchdown Zone
- Zone A, bounded by the 2nd and 3rd pair of markers (3rd one is larger: Aiming point marker)
- Zone B, bounded by the 1st and last pair of markers (6 pairs for Runways longer than 2400m)
- Distance between each pair of markers: 150 m
Conditions when Full reverse must be used for landing
- Contaminated runway
- Runway assessed short at actual conditions
- Tailwind ≥ 10 kt or unexpected tailwind
- Touchdown beyond Zone B
- Aircraft failure impacting landing performance
- If required due to an emergency
- LVP approach
List of aircraft documentation to be carried on board
- Certificate of Airworthiness
- Certificate of Maintenance Review
- Certificate of Registration
- Aircraft Radio Station Licence
- Noise Certificate
Maximum acceptable Fuel discrepancy after refuelling
- 400 kg / + 500 kg
After refuelling, Fuel discrepancy is outside the limit
The flight may depart provided the Captain is satisfied that:
• Sufficient fuel is on board
• Aircraft limitations are not exceeded
• Takeoff performance requirements are satisfied
Note: Small discrepancies or degraded fuel quantity indication are unlikely to be resolved through a stick check due to the level of accuracy of the MMI system; Stick checks are only necessary in the event of the fuel quantity indicating system being inoperative
Crew enters the cockpit, all electrical power is OFF
- PM performs the Aircraft Power Up and APU Fire Test/Start procedures using FCOM PRO/NOR/SOP
- This ensures that all required safety checks are performed before the application of electrical power to avoid inadvertent operation of systems and danger to the aircraft or personnel
Indications for the Alternate Brake check
- Pressure builds up without delay
- Symmetrical indications
- Pressure between 2 000 and 2 700 PSI
Aircraft systems that require an additional exterior check after maintenance
Engines or landing gear maintenance during or after the walk-around, following items shall be checked by a pilot prior to doors closed:
FAN COWL DOORS……………………………CLOSED/LATCHED
GEAR SAFETY PINS…………………………………………REMOVED
Flight Recorder Check
RCDR GND CTL…………………………….ON
Ensure that the PARK BRK is ON
LOUDSPEAKER VOLUME …………..OFF (BOTH SIDES)
ACP INT/RAD sw ………………………….SET to INT
Turn the interphone volume to maximum
CVR TEST………………………………………PRESS AND MAINTAIN
Check that the following is heard through loudspeakers:
• Audio test signal, and 1 beep every 4s
• Voice when talking in the handmike
• Release the CVR test push button
Conditions for Complete/Fast ADIRS alignment
• Complete IRS alignment must be performed in the following cases:
- Before the first flight of the day
- When there is a crew change
- When GPS is not available and:
. NAVAIDS coverage is poor on route
. Expected flight time is more than 3 h
• Fast IRS alignment must be performed when deviation of IRS position from FMGC position is at or above 5 NM
• To perform an alignment:
- Aircraft must be stopped on ground, any aircraft movement will automatically restart the IRS alignment.
- engines must be OFF, do not align IRS during engine start or while the engines are running