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A320 Normal Procedures > A320 Normal OPS > Flashcards

A320 Normal OPS Flashcards

1
Q

Controls and switches that must be confirmed by the PF before being operated by the PM

A
  • Thrust Lever
  • Engine Master Switch
  • Fire Switch
  • IR/ADR
  • Cockpit Circuit Breaker
  • Hydraulic Switches, Pumps or PTU
  • Guarded Switches or Pushbuttons
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2
Q

Noise abatement procedure

A

• 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
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3
Q

Policy for tuning Navaids

A
  • 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
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4
Q

Maximum speed on departure

A

250 kt until above the highest applicable sector MSA, at least 3 000 ft AAL

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5
Q

Maximum speed on arrival

A

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

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6
Q

Reference for safe altitude on departures/arrivals that do not follow published procedures

A
  • 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
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7
Q

When do you have to select Terrain on the ND

A

• 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

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8
Q

Excessive rate of descent close to the ground

A

Rate of descent greater than:
• 2 500 ft/min below 2 500 ft RA
• 1 500 ft/min below 1 000 ft RA

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9
Q

Stabilised approach

A

• 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

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10
Q

At 1000 ft PM calls “Unstable Flaps”

A

PF answers “Standby” and prepare for a go-around

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11
Q

Conditions required to change a manual landing to an autoland

A
  • 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
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12
Q

Restrictions when the approach is built manually on the FM using stored database or pilot-created waypoints

A

• 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

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13
Q

Situations where a missed approach is mandatory

A
  • 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”
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14
Q

Landing beyond the planned touchdown point

A

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

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15
Q

Touchdown Zone

A
  • 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
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16
Q

Conditions when Full reverse must be used for landing

A
  • 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
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17
Q

List of aircraft documentation to be carried on board

A
  • Certificate of Airworthiness
  • Certificate of Maintenance Review
  • Certificate of Registration
  • Aircraft Radio Station Licence
  • Noise Certificate
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18
Q

Maximum acceptable Fuel discrepancy after refuelling

A
  • 400 kg / + 500 kg
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19
Q

After refuelling, Fuel discrepancy is outside the limit

A

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

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20
Q

Crew enters the cockpit, all electrical power is OFF

A
  • 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
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21
Q

Indications for the Alternate Brake check

A
  • Pressure builds up without delay
  • Symmetrical indications
  • Pressure between 2 000 and 2 700 PSI
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22
Q

Aircraft systems that require an additional exterior check after maintenance

A

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

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23
Q

Flight Recorder Check

A

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

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24
Q

Conditions for Complete/Fast ADIRS alignment

A

• 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
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25
Q

How do you perform a Fast Align of ADIRS

A

Turn the switch OFF then back to NAV within 5 s

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26
Q

With less than xx passengers select Pack flow low or Econ flow

A
  • 120 for A320

* 140 for A321

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27
Q

Battery test

A
  • BAT OFF then ON

* 10s after all BAT ON, check battery charge below 60 A decreasing

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28
Q

Battery check is not successful, What should you do

A

Wait until the end of the batteries charging cycle and perform the check again

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29
Q

Pre departure Fuel system configuration

A

• A320:
- If center tank is less than 200 kg for the flight:
FUEL MODE SEL pb-sw………………………………..MAN CTR TK PUMP 1&2 pb-sw……………………………………………OFF
- If center tank is more than 200 kg for the flight:
FUEL MODE SEL pb-sw……………………………….CHECK AUTO

• A321:
FUEL MODE SEL pb-sw……………………………….CHECK AUTO

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30
Q

Ground operation in heavy rain

A

• After landing: EXTRACT……………………………………………………………OVRD
Close avionics ventilation and prevent rainwater from entering
PACKS 1 and 2…………………………………………………..CHECK ON
Add air from the air conditioning system to ventilation air

If bleed air is not available, follow the time limits:

  • OAT ≤ 39 °C, no limit
  • 39 °C ≤ OAT ≤ 45 °C, 3 h
  • OAT ≥ 45 °C, 30 min

• After takeoff: EXTRACT……………………………………AUTO

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31
Q

IRS Position Check during Cockpit preparation

A

• MCDU POSITION MONITOR page:
- IRS in NAV mode
- Distance between each IRS and FMS position < 5 NM
• ND ROSE-NAV or ARC, aircraft position consistent with:
- Runway
- SID
- Surrounding NAVAIDs

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32
Q

MCDU Flight Plan Check

A

MCDU F-PLN page against CFP, check:
• CO RTE loaded and not modified, WPTs
• Otherwise, track&distance at each WPT against CFP
• DIST TO DEST

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33
Q

Maximum difference on Ground between altitude Indications

A
  • PFD 1 or PFD 2: 25 ft / airport elevation
  • ADR1 / ADR2 / ADR3 on PFD: 20 ft
  • ISIS / ADRs: 100 ft
  • STBY ALTI: 300 ft / airport elevation

On ground, vibrator is off, that is why the standby altimeter tolerance value is high. In flight, the vibrator is on and the value is lower

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34
Q

Maximum difference on Ground between Heading indications on ND

A

4°

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35
Q

Maximum difference on Ground between Speed indications

A

6 kt

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36
Q

ND mode for take off

A
  • ARC, If takeoff is approximately departure direction

* ROSE NAV, if change of more than 70° after takeoff

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37
Q

Maximum Ground Speed on ND for instrument check

A

5 kt

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38
Q

Minimum Oxygen pressure on the Door SD Page

A

1 100 PSI

If lower, verify that pressure is sufficient for the scheduled flight

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39
Q

Before departure, when should the APU be started

A

20 min before departure

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40
Q

ACARS PDC Procedure

A

• PF enters data and ensures flight number agrees with CFP
• PM selects:
- SEND, after data has been checked
- ACCEPT, upon PDC receipt
Any discrepancy shall be resolved by voice

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41
Q

Restrictions on starting or shutting down the APU during Refueling

A

‐ APU start is not permitted during refuel/defuel if it has previously failed to start or an automatic shutdown has occurred
‐ Following a fuel spill with ground external power available, consider to shutdown the APU

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42
Q

Revised Loadsheet Procedure

A

• If revised TOW is outisde of RTOW bracket, get new data using same flap configuration
• Prior to Engine Start update INIT B and PERF TO pages
• After Engine Start:
‐ Enter new MAC TOW and TOW into FUEL PRED page
‐ Adjust the THS to correspond with revised GWCG

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43
Q

NW STRG DISC MEMO not displayed before pushback, Ground Crew confirms steering bypass in towing position

A
  • Pushback must not be performed, this is to avoid nose landing gear damage at yellow hydraulic pressurization
  • To dispatch the aircraft refer to MEL-32-51 Nose Wheel Steering Control System
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44
Q

Engine start with park brake ON, the aircraft starts to move

A
  • Release PARK BRK handle

* Use brake pedals

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45
Q

During engine start, Ground crew reports a fuel leak from the engine drain mast

A

• Run engine at idle for 5 min:

  • If leak disappears aircraft can dispatch
  • Otherwise Maintenance action required
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46
Q

During engine start, electrical power supply is interrupted (loss of DUs)

A

Abort start:
• Switch OFF ENG MASTER
• Perform a 30 s dry crank

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47
Q

ENG parameters after start

A 
EPR  1.01
N1   20 %
EGT  400 °C
FF     400 kg/h
N2   60 %, no Grey background
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48
Q

At what stage Pack valves reopen during the start sequence

A

Both pack valves reopen 30 s after second engine N2 is above 50 %

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49
Q

Engines must be operated at idle before Take off for at least

A
  • 2 min to ensure that takeoff is not initiated before center tank pumps test is finished
  • 5 min after a shutdown period greater than 2h to avoid thermal shock
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50
Q

Definition of Icing conditions

A

OAT (on ground and for takeoff), TAT (in flight) is:
• 10 °C or below with
- Visible moisture (clouds, fog, rain, snow, sleet, ice crystals) or
- Standing water, slush, ice or snow on taxiways or runway

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51
Q

After start, ENG ANTI-ICE is selected ON and the valve does not open (FAULT light ON)

A
  • Increase N2 on engine by about 5 %

* When the valve opens, retard thrust lever to IDLE

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52
Q

When do you perform the Ice shedding procedure

A
  • OAT 3 °C or less with icing conditions

* Significant engine vibration

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53
Q

Describe Ice shedding procedure

A

• Taxi out, apply 50 % of N1 at intervals not greater than 15 min
• Before takeoff:
- Advise ATC of runup requirement when reporting Ready
- Apply 50 % of N1 and check engine parameters (vibrations)
- Advance thrust levers to FLEX/TOGA when clear for takeoff

54
Q

When performing the static run-up, what N1 range should be avoided

A

61-74% N1

55
Q

After reset what RUD TRIM position indication is acceptable if not at zero

A

Up to 0.3° (L or R)

56
Q

Taxiing in icing conditions with rain, slush or snow

A
  • Keep flaps retracted until the holding point

* It prevents contamination of the slats/flaps mechanism

57
Q

Taxi, which light must be turned ON entering or crossing a runway

A

STROBE lights

58
Q

Taxi, RWY TURN OFF lights utilisation

A

Switch ON as required

59
Q

Maximum Thrust on ground for Taxi

A

40 % N1

60
Q

Taxi out, Brakes fan utilisation

A

Brake fans ON when an arc is displayed above 1 brake temperature

61
Q

Use of IGN/START mode for Take off or Landing

A
  • Runway covered with standing water
  • Heavy rain
  • Severe turbulence expected after takeoff on approach or in the go-around area
62
Q

Minimum runway with for a 180 degree turn

A
  • A320: 30 m (22.9m)

* A321: 32 m (27.6m)

63
Q

Procedure for a 180° turn on runway

A

• Taxi on right side of runway
• Turn left with a 25° angle from runway axis
• When physically over the runway edge:
- Turn the nosewheel fully right
- Set ENG 2 idle and ENG 1 EPR between 1.02 and 1.03
- Ground Speed 5 to 8 kts during the turn

64
Q

Crosswind Take off Technique

A

Crosswind greater than 20kt or any Tailwind:
• PF maintain stick full forward up to 80 kt and release gradually to reach neutral at 100 kt
• Captain sets 50% N1 (1.05 EPR) on both engines and increase progressively to reach takeoff thrust at 40 kt

65
Q

Normal Take off technique

A

• PF maintain stick half forward up to 80 kt and release gradually to reach neutral at 100 kt
• Captain adjusts engine thrust in two steps:
- Idle to 50 % N1 (1.05 EPR)
- FLX / TOGA detent

66
Q

At what speed is the connection between nosewheel steering and the rudder pedals removed

A

130 kt, in strong crosswinds more rudder input will be required at this point to prevent the aircraft from turning into the wind

67
Q

Minimum altitude to engage AP on Take off

A

100 ft AGL

68
Q

Packs OFF take off

A

• Switch Pack OFF during the before Take off Check list
• Switch Pack ON:
- PACK 1 after CLB thrust reduction
- PACK 2, 10 s later

69
Q

Climb, if the rate of climb is insufficient to achieve operational constraints

A

Reduce speed 275 kt / M0.76 and evaluate

70
Q

When do you retract the LAND Lights

A

At 10000 ft or earlier if above 250kt and excessive airframe vibration

71
Q

When is a Navigation accuracy check required

A 
• Navigation accuracy check required when:
‐ IRS only navigation
‐ GPS PRIMARY LOST on ND
‐ LOW accuracy on PROG page
‐ NAV ACCUR DOWNGRAD on ND and MCDU

• GPS PRIMARY, Navigation accuracy check is not required

72
Q

Navigation Accuracy Check, Tolerance and consequences

A

• Check positive (error ≤ 3NM):
- FM position is reliable
- Use ND (ARC or NAV) and managed lateral guidance
• Check negative (error > 3NM):
- FM position is not reliable
- Use raw data for navigation and monitor

73
Q

Checks before descent

A

LDG ELEV……………….CHECK “LDG ELEV AUTO” displayed
WEATHER ……………..OBTAIN
FUEL……………………….CHECK
LANDING PERF………CONFIRM

74
Q

Minimum speed that arms the autobrake system and Ground spoilers on a rejected Take Off

A

72 kts
• Below 72 kts, brake manually
• Above 72 kts, autobrake applies maximum braking pressure as soon as Thrust levers are set to idle

75
Q

Recommended flying references for NPA approach

A

• AUTOPILOT ON:
‐ Vertical managed mode, HDG V/S associated with FD
‐ Vertical selected mode, TRK FPA associated with FPD
• AUTOPILOT OFF: HDG V/S or TRK FPA as preferred

76
Q

Circumstances when a stabilized approach should be preferred to a decelerated approach

A
  • Selected guidance
  • High glide path angle
  • Low altitude intermediate approach
77
Q

Procedure to discontinue the approach

A 
• Aircraft below FCU altitude:
- "Go Around Flaps"
- Flight plan is sequenced
• Aircraft above FCU altitude:
- "Cancel the approach"
- Disarm the approach
- Confirm lateral/vertical mode
- Select speed and adjust
- Rebuild the Flight Plan
78
Q

After Landing Gear extension, residual pressure displayed on the brake pressure indicator

A

Apply FCOM ABN RESIDUAL BRAKING PROC:

Press the brake pedals several times to zero a residual pressure on the alternate system

79
Q

ILS, Requirements before arming the approach

A
  • Cleared for the approach
  • ILS tuned and IDENTIFIED
  • Raw data confirms correct sensing
  • Aircraft is on an acceptable intercept heading
80
Q

LOC and G/S capture, Restrictions

A

• LOC or G/S will not capture during the first 3s after being armed
• Envelope where G/S signal ensures a normal capture:
- Within 10 NM
- ±8 ° of the Localiser
- Between 0.3 and 1.75 θ (θ = nominal glide path angle)

81
Q

GS Intercept from above

A 
• Check  G/S*
• Call "intercept from above"
- Gear Down
- FCU from left to right:
  . Speed pushed
  . Set altitude above A/C
  . V/S 2000 ft/min
- Speed Brake
82
Q

Standard Call to the engineer to stop Pushback

A

“Hold position” or”stop pushback hold position”

83
Q

Restrictions for approach with Flight Director or Autothrust selected OFF (not both together)

A
  • Reduced level of automation briefed prior to TOD
  • Below 10 000 AMSL
  • Daytime VMC only
  • ILS Approach only
84
Q

Restrictions for approach with Flight Director and Autothrust selected OFF (both together)

A
  • Reduced level of automation briefed prior to TOD
  • Established on ILS (prior to selecting FD OFF)
  • 5 km Visibility and 1 000 ft Cloud base
  • Surface crosswind 15 kts or less (10 kts or less for SO’s)
85
Q

Maximum brake temperature for using the Parking Brake

A
  • 500°C brake fans OFF

* 350°C brake fans ON

86
Q

Brake Fan Policy

A

Brake fan switched ON:
• Taxi out: Arc displayed on ECAM WHEEL page
• Taxi in:
- Short turnaround
- Brake temperature anticipated above 500°C
- 5 mins after landing or at the gate (whichever occurs first) to allow thermal stabilisation

87
Q

Brake indications after landing that require maintenance action

A
  • Temp difference > 150°C between 2 brakes on same gear with 1 brake at more than 600°C or less than 60°C
  • Average temp of left bogie differs from right bogie by more than 200°C
  • 1 brake temperature exceeds 900°C
  • A fuse plug has melted
88
Q

Tech Log Entries

A
  • Warning or caution on EWD
  • Flag on PFD or ND
  • Failure indication on SD page
  • Observed faults (Light,..)
  • Overspeed
  • Monitoring of Autoland
  • Discrepancy > 1% N1 between engines during TO
  • Inadvertent chemical oxygen mask deployment
  • CKPT OXY pressure ≤ 1 100psi
  • Severe turbulence
  • Hard Landing, suspected or actual
  • Overweight Landing
  • Bird or Lightning strike
  • Spillages in Aircraft
89
Q

Visual approach, Requirements

A
  • Cleared by ATC
  • Visual contact with Runway threshold or approach lights
  • Visibility along approach path >5000m
  • RVR > greater of 800m / NPA minimum if thin fog
  • At night: Captain familiar with terrain
90
Q

Lowest PAPI/VASI Minimum Eye Height over Threshold to follow the guidance below 200ft

A

45ft

91
Q

Tasksharing for Supplementary Procedure

A

• For procedures related to engine start:
‐ PM reads the actions
‐ PF acts on commands
• For other procedures the PM reads and do the actions

92
Q

Ground spoilers don’t extend after landing

A

• Set MAX REV and use manual brakes:

  • If not armed, ground spoilers extend with reverser
  • If ground spoilers don’t extend, autobrake can’t activate
93
Q

Tripped CB in flight

A
  • Do not reengage a circuit breaker (C/B) that has tripped unless it is necessary to do so for the safe continuation of the flight
  • This procedure should be adopted only as a last resort, and only 1 reengagement should be attempted
94
Q

Terrain reference for departure and arrival that don’t follow published procedures

A
  • MRA (from the CFP)
  • Grid MORA (if not on flight planned track)
  • MSA
  • Minimum vectoring altitudes under radar control
95
Q

Terrain separation provided by MRA on the CFP

A

1000’ above the Grid MORA (CAD requirement)

96
Q

Options available for a defect at an unmanned station (no riding engineer)

A
  • Alternate procedure (A) CFDS
  • Temporary Authorisation of a local engineer
  • Engineer brought in from a BUDDY STATION
  • Apply MEL (only items without Maintenance)
  • ARTICLE 11(1) DISPATCH
97
Q

Category A airport

A
  • Approved IAP
  • At least 1 non-performance limited runway
  • Circling minima not higher than 1 000 ft AAL
  • Night operations capability
98
Q

Category B Airport

A

Airport that has additional requirements to a Category A:
• Non-standard IAP aids or patterns
• Unusual local weather conditions
• Unusual characteristics or performance limitations
• Others, such as obstructions, physical layout, lighting

99
Q

Category C Airport

A

Airport that requires additional considerations to a Category B Airport

100
Q

Altitude allowance for MORA/MEA/MOCA/GRID MORA on the Navtech Chart

A
  • Terrain ≤ 5000’: Terrain + 1500’

* Terrain > 5000’: Terrain + 2000’

101
Q

MRA figures on the CFP, Allowance for strong winds

A
  • Up to 30 knots: Accounted for on CFP MRA
  • 30 to 50 knots: Add 500’
  • 50 to 70 knots: Add 1000’
  • Over 70 knots: Add 1500’
102
Q

ACARS RTOW, QNH Buffer for RTOW

A
  • Increase, no limit

* Decrease, more than 2hpa compute a new RTOW

103
Q

ACARS RTOW, How to display runway declared distances and slope

A

Enter LST as RWY Code

104
Q

ACARS RTOW print-out, signification of the asterisk (*) next to the SUPPLEMENTARY RTOW * 72 CONF 1 TOGA

A

Calculated RTOW is approach-climb limited using CONF 3

105
Q

Simplified RTOW charts, Conditions when their use is prohibited

A
  • Temporary obstacles
  • WIP affecting runway length
  • Runway contaminated or slippery
  • PADD related MEL applies (except T/REV INOP)
106
Q

Take-off from a badly paved runway, Recommendations

A

Use CONF 2 or CONF 3

107
Q

Maximum speed of IAP (approach and missed approach) in China

A

190kts (True Air Speed), unless stated differently on the plate

108
Q

Navtech Bulletins for Dragonair’s area of operations

A

Located in OpsMan Part ‘C’ (HKG Binder)

109
Q

Ice Accretion

A

• Avoid flying in icing condition with slats extended
• Increase speed:
- Ice on non heated structure:
. CONF 0, 1, 2, 3: VLS + 10kt
. FULL: VLS +5 kt
- Ice on de-iced parts (WING ANTI ICE inoperative):
. CLEAN: VLS + 15kt
. CONF 1, 2, 3, FULL: VLS + 10kt
• Correct Landing Distance (ACARS/QRH FPE-IFL)

110
Q

Taxi with Nosewheel steering offset, Limitations

A

FCOM PRO-SUP-32 LANDING GEAR SECTION
“Operation with Nosewheel Steering Offset”

Trim > 8.8 ° Immediate maintenance action is due

Trim > 3°
Autoland Crosswind limit decreased 10kt
Reset trim to 0 before take off

111
Q

VLS without failure, Maximum speed increment

A
  • 15kts at the discretion of the crew

* Landing Distance must be corrected

112
Q

VLS with failure, Maximum speed increment

A
  • 20kts total (failure + A/THR + Wind + Icing)

* Landing Distance must be corrected

113
Q

Maximum crosswind table for Take off from a contaminated Runway

A
  • QRH Company procedures section

* FCOM LIM 12

114
Q

Weather conditions under which take off, approach or landing are prohibited

A

• Takeoff, approach and landing are prohibited with moderate or heavy freezing precipitations:
- Moderate or Heavy Freezing Drizzle/Rain (FZDZ, +FZDZ / FZRA, +FZRA)
• Takeoff is prohibited under pellets or hail:
- Snow pellets / small hail (GS)
- Heavy ice pellets (+PL)
- Moderate ice pellets (PL) mixed with any precipitation

Note: Mist (BR), Fog (FG), and Freezing Fog (FZFG) are not considered as “precipitation”

115
Q

Approach separation behind a heavy and behind a A380

A

5NM following a heavy increased to 7NM behind A380

116
Q

Departure separation behind a heavy and behind a A380

A
  • 2’ following a heavy, increased to 3’ behind an A380

* Separation is between airborne time (Roll time 40s)

117
Q

Overspeed prevention

A

Aircraft encounters significant speed variations close to VMO/MMO:
• Keep AP&ATHR ON
• Select lower speed target
• Use Speedbrake if speed trend approach VMO/MMO

118
Q

Overspeed recovery

A 
Overspeed warning is triggered:
• Keep AP&amp;ATHR ON
• Use Speedbrake as required
• Severe overspeed, AP automatically disengages and High Speed Protection orders an automatic pitch up:
- Keep ATHR ON
- Keep FULL Speedbrake 
- Disregard FD orders
119
Q

Severe damage, Flying the aircraft

A 
• Apply smooth sidestick input and limit bank angle to 15°
• Avoid using speedbrake
• Pitch can be compensated by :
- Manual trim with the THS
- Engines thrust
• Roll can be compensated by:
- Rudder
- Asymmetrical thrust
120
Q

Cabin Layout A320

A
  • 8 Business / 150 Economy
  • 6 Cabin Crew seats
  • Toilets 1 FWD / 2 AFT
121
Q

Cabin Layout A321

A
  • 24 Business / 148 Economy
  • 9 Cabin Crew seats
  • Toilets 1 FWD/ 1 MID/ 2 AFT
122
Q

Cabin Layout Full economy aircraft

A
  • 168 seats

* Toilets 1 FWD / 2 AFT

123
Q

Cargo Holds

A
  • A320: Forward 1 / Aft 3,4,5

* A321: Forward 1,2 / Aft 3,4,5

124
Q

Restrictions on New Captains

A

• PF for first 30 sectors or 100h whichever occurs first
• Restriction on first 20 sectors:
- Take-off: RVR + 200m
- Landing: RVR + 200m / DA + 50ft

125
Q

First Officer Take Off and Landing weather requirements

A
  • Maximum crosswind, 20kts

* Ceiling and RVR/visibility at or above CAT1 minimum

126
Q

Junior First Officer Take Off and Landing weather requirements

A
  • Maximum crosswind 15 kt

* Ceiling and RVR/visibility above 500ft/2km

127
Q

Second Officer Take Off and Landing weather requirements

A
  • Maximum crosswind 10 kt

* Ceiling and RVR/visibility above 1000ft/3km

128
Q

Turbulence speed

A
  • A320: 250 kt up to FL200, then 275 kt / M0.76

* A321: 270 kt up to FL200, then 300 kt / M0.76

129
Q

First and Second Officers Take Off and Landing limitations

A

• For take-off and landing:

  • Normal runway surface (no slush, snow, ice or standing water)
  • No significant performance or control related failure
  • No combination of low visibility and crosswind likely to affect directional control

• For landing, minimum LDA of 2500m

130
Q

On a WET runway (surface condition GOOD), REV IDLE can be selected if

A

IFL distance is within LDA using:

  • Medium to Poor (MP)
  • No reverser
131
Q

Dispatch with these 3 Maintenance messages is not permitted without checking the MEL

A
  • AIR BLEED
  • DMC 1/3
  • DMC 2/3
132
Q

Unmanned station, Aircraft defect before doors are closed

Refer Part A 8.6.1.18, Defect Options at unmanned stations

A 
• Write the defect in the AML
• Check MEL if any Maintenance action
• If no Maintenance action:
- Answer AML action taken box and write ERN
- Raise a P/S/ADD as applicable
- Leave CRS empty

A320 Normal Procedures (4 decks)

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