AOM VOL2 Flashcards
Spirit Airlines operates three Airbus models:
-A319
-A320
-A321
The aircraft are essentially identical except for:
-fuselage length
and
-engine thrust
The Spirit Airlines A320 Series Operating Manual information is divided into four manuals:
- Aircraft Operating Manual (AOM) Volume 1 2. Aircraft Operating Manual (AOM) Volume 2
- Cockpit Operating Manual (COM)
- Operating Bulletins.
Aircraft Operating Manual (AOM) Volume 1
contains:
System descriptions and operations
Aircraft Operating Manual (AOM) Volume 2
contains:
- INTRODUCTION
- CHECKLIST
- NORMAL PROCEDURES
- FLIGHT CREW TECHNIQUES
- Only AOM Volume 2 is kept on board the aircraft in paper or electronic form.
The Cockpit Operating Manual (COM) contains:
- Limitations
- Memory & Proficiency Items
- LDG DIST PROC
- Fuel Penalty Factors
- Performance
- Abnormal/Emergency Procedures
- Special Operations
- Supplementary Procedures
The Operating Bulletins Binder contains:
-OPERATING BULLETINS (OBs)
And
-OPERATIONS ENGINEERING BULLETINS (OEBs)
OPERATING BULLETINS (OBs):
Issued by Spirit Airlines to provide:
- Necessary operating information more rapidly than possible with the regular manual revision method.
- Background, explanatory, or educational material when it would help ensure proper understanding of the aircraft systems and procedures.
- essentially a temporary revision for a Pilot’s manual
OPERATIONS ENGINEERING BULLETINS (OEBs)
Issued by Airbus
-Rapidly inform operators of any deviations from initial design objectives that have a significant operational impact on the safe operation of the aircraft.
-Operators with technical information and temporary
operational procedures that address these deviations.
- If the OEB conditions are applicable, or are encountered, the Flight Crew must apply the operational procedure(s) in the OEB.
The Flight Crew must use headsets from:
Engine start to 18,000’, and on the descent from 18,000’ until the aircraft is parked at the gate.
The PF will use the “ON” or “OFF” callout when engaging or disengaging the following:
- AP
- FD
- A/THR; or
- Flight Path Vector (bird)
Speeds displayed on the PFD are computed by
Flight Augmentation Computer (FAC)
- according to the FMS weight data
- aerodynamic data
VS: Stalling speed
Not displayed.
Because aircraft of the A320 family have a low-speed protection feature in normal law (alpha max) that the Flight Crew cannot override.
VLS: Lowest Selectable Speed
- computed by the FAC
- top of amber hook along the airspeed scale
- minimum speed in normal operations in smooth air or during a descent
- selected speed/Mach target can be set beyond VLS or VMAX, but when autothrust is active, the guidance limits the speed to VLS or VMAX
- Above 20,000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g
- equal to VREF of the selected landing configuration
F: “F Speed.”
- Minimum speed at which the flaps may be retracted at takeoff
- In approach, used as a target speed for autothrust in managed speed
S: “S Speed.”
- Minimum speed at which the slats may be retracted at takeoff
- In approach, used as a target speed for autothrust in managed speed
O: Green Dot speed.
- Engine-out operating speed in clean configuration
- (Best lift-to-drag ratio speed)
- Also corresponds to the engine inoperative final takeoff speed
- Should not be used as the minimum speed above 25,000’
- displayed in CONF 0 only
Protection Speeds:
- Vα PROT
- Vα MAX
- VsW
-computed by the FAC, based on aerodynamic data
-only used for display on the PFD, and not for
flight control protection
(the activation of the protections is computed by the ELAC).
Vα PROT:
Angle of attack protection speed.
- angle of attack at which the angle of attack protection becomes active.
- top of a black and amber strip along the PFD speed scale, in normal law
Vα MAX
Maximum angle of attack speed.
-maximum angle of attack that may be reached in
normal law.
-top of a red strip along the PFD speed scale, in
normal law.
VsW
Stall warning speed.
-red and black strip along the speed scale when the flight control normal law is inoperative.
VMAX
- bottom of a red and black strip along the speed scale.
- Determined by the FAC according to the aircraft configuration.
- Is equal to VMO (or speed corresponding to MMO), VLE or VFE.
Va
Maximum design maneuvering speed. This corresponds to the maximum structural speed permitted for full control deflection, if alternate
or direct law is active
VFE NEXT
- Maximum speed for the next (further extended) flap lever position.
- The VFE NEXT symbol is an amber “=” sign on the PFD airspeed scale.
- It appears when the aircraft altitude is below 15,000’ or 20,000’, depending on the FAC standard
V1
- The maximum speed in the takeoff at which the Pilot must take the first action to stop the airplane within the accelerate-stop distance.
- V1 also means the minimum speed in the takeoff, following the failure of one engine, at which the Pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.
- Represented by a blue “1” on the airspeed scale (or a blue number when it is off the airspeed scale).
Vr
- The speed at which the Pilot rotates in order to reach V2 at an altitude of 35 ft at the latest after an engine failure
- Represented by a blue circle on the speed scale.
V2
- Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft with one engine failed, and maintains during the second segment of the takeoff.
- Represented by the magenta triangle on the speed scale (or a magenta number when it is off the airspeed scale)
Vref
- Reference speed used for normal final approach.
- top of Vls hook in landing configuration
Vapp
- Final approach speed
- Vapp = Vls + wind correction
- Calculated by the FMGCs.
- The Flight Crew may modify VAPP through the MCDU.
Vapp TARGET
- Represented by a magenta triangle.
- Calculated by the FMGCs.
- VAPP TARGET = GS mini + actual headwind (measured by ADIRS).
- Takes advantage of aircraft inertia when the wind conditions vary during the approach
Rudder Usage
- Manufacturers strongly recommend that the rudder not be used in a stall or unusual attitude recovery
- A rudder input is never the preferred initial response for events such as any type of turbulence encounter, windshear, or to reduce bank angle preceding an imminent stall recovery.
Responsibility for ANTI ICE and IGN in Flight
-PF is responsible for selecting or calling for ENG ANTI ICE, WING ANTI ICE, and/or IGN when required by the present conditions
-PM is responsible for cross-checking ENG ANTI ICE, WING ANTI ICE, and/or IGN at certain procedural times. The PM should also remain
aware of conditions that require these systems to be on
Transit Stops
-when the last checklist performed by the crew was the Parking Checklist, and the Flight Crew is continuing with the same aircraft
-applies only to the following sections of the flight preparation: • Aircraft Acceptance • Preliminary Cockpit Preparation • PF Cockpit Preparation • PM Cockpit Preparation
If a gate return is necessary, perform:
After Landing Normal Procedure, including the After Landing Checklist.
If it is necessary to shut down engines to save fuel during a ground delay after departure from the gate refer to the
Engine Shutdown During Ground Delay Procedure in AOM 2.
Aircraft Entry and Acceptance consists of
-Safety Exterior Inspection
and
-Aircraft Acceptance process
Aircraft Entry and Acceptance responsibilities
- Safety Exterior Inspection: first to arrive
- Aircraft Acceptance: both
SAFETY EXTERIOR INSPECTION items:
- WHEEL CHOCKS . . . . . . . . . . . CHECK
- L/G DOORS . . . . . . . CHECK POSITION
- APU AREA . . . . . . . . . . . . . . . . . CHECK
- GPU
- AIR
- contaminated aircraft / ramp
AIRCRAFT ACCEPTANCE items:
Aircraft Documents . . . . . . . . . . . . . CHECK
Aircraft Tail Number Verification. . . CHECK
Technical Condition of the Aircraft . . . . . . .
. . . . . . . . . . MEL/CDL CHECK DISPATCH
CONDITION
* Flight Paperwork . . . . . . . . . . . . REVIEW
* NOTAMS. . . . . . . . . . . . . . . . . . REVIEW
* GEAR PINS, COVERS, AND COWL
LATCH KEYS . . . . .CHECK ONBOARD
and STOWED
* (C) FA “A” . . . . . . . . . . . . . . . . . . . BRIEF
Hydraulic system with open gear door
-Do not pressurize the green hydraulic system
without clearance from ground personnel, if any gear door is open.
-Remember that the green hydraulic system is pressurized if the yellow system is pressurized and the PTU is on AUTO.
Aircraft Acceptance Documents
- Registration Certificate
- Airworthiness Certificate
- Aircraft Radio License
** If conducting an international flight check the International Documents binder located in the cockpit. This binder includes an explanation of the
required documents.
Perform the Aircraft Acceptance prior to
Every flight
Verify the aircraft registration number matches in the following locations:
- Instrument Panel
- Dispatch Release
- Maintenance Logbook
Verifying the Technical Condition of the Aircraft
Both Crew Members must verify:
- There is a current 3-day through, RON, or Weekly check with a correctly completed Airworthiness Release.
- There are no open logbook discrepancies (except on properly authorized special ferry flights).
- Logbook discrepancies and corrective actions entries are completed properly.
• MEL/CDL items are correctly indicated on the dispatch release,
and their procedures are properly completed.
• MEL, CDL, and NEF items will be confirmed in the DMI Log section of the Aircraft Logbook.
Gear Pins, Covers, and Cowl Latch Keys:
- Check that THREE gear pins are on board and stowed.
* Check that TWO fan cowl latch keys (if applicable) are on board and stowed.
FA “A” Brief:
- En route time (Short en route time may affect Inflight service)
- Flight conditions
- En route and arrival weather,
- If turbulence may be encountered, and when.
- Deferred items affecting cabin.
- Taxi time and possible delays.
- Deicing, unusual, or non-routine operations.
- Short taxi which may affect preflight.
- Flight deck access, including Code Word.
- Handling of cabin situations (e.g., disruptive passengers).
• Deadheading/jumpseating crew able to assist in an
emergency.
• Consider discussing any onboard FFDO/FAM/LEO’s.
Preliminary Cockpit Preparation general
- can be either performed from memory or with the use of the AOM Normal Procedure section
- must be accomplished prior to beginning the Cockpit Preparation or Exterior Inspection
- PM normally accomplishes the Preliminary Cockpit Preparation, but the PF may perform it when necessary
- ensures that all the required checks are performed before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft and personnel.
Preliminary Cockpit Preparation flow:
ENG MASTER 1, 2 . . . . . . . . . . . . . . . .OFF
ENG MODE selector . . . . . . . . . . . . .NORM
* WEATHER RADAR . . . . . . . . . . . . .OFF
L/G lever . . . . . . . . . . . . . . . . . . . . . DOWN
Both WIPER selectors. . . . . . . . . . . . . .OFF
BAT . . . . . . . . . . . . . . . . . . . CHECK/AUTO
EXT PWR pb-sw . . . . . . . . . . . . . AS RQRD
APU FIRE . . . . . . . . . . . . . . . CHECK/TEST
APU. . . . . . . . . . . . . . . . . . . . . . . AS RQRD
AIR COND panel. . . . . . . . . . . . . . . . . .SET
CARGO HEAT. . . . . . . . . . . . . . . AS RQRD
* COCKPIT LIGHTS . . . . . . . . . AS RQRD
* ECAM RCL / OXY PRESS / HYD QTY /
ENG OIL QTY . . . . . . . . . . . . . . CHECK
* FLAPS. . . . . . . . . . . . CHECK POSITION
* SPD BRK lever . . . . . . . . . . . . . . . . . . . .
. . . . . . . CHECK RET AND DISARMED
* PARKING BRAKE handle. . . . . . . . . ON
* ACCU/BRAKES PRESS. . . . . . . CHECK
EMER EQPT . . . . . . . . . . . . . . . . . . CHECK
RAIN REPELLENT (if installed) . . . CHECK
C/B PANELS . . . . . . . . . . . . . . . . . . CHECK
* EXTERIOR INSPECTION. . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . PERFORM
Preliminary Cockpit Preparation minimum battery voltage
Battery voltage above 25.5 V ensures a charge above 50%
Ensures enough power to start APU
Preliminary Cockpit Preparation battery check has to be performed if:
the aircraft has not been electrically supplied for 6 hours or more
Preliminary Cockpit Preparation
BATTERY CHECK:
- BAT 1 pb and BAT 2 pb. . . . . .OFF
* BAT 1 and 2 VOLTAGE. . . .. . .CHECK ABOVE 25.5 V
Preliminary Cockpit Preparation battery charging
If the battery voltage is at or below 25.5 V:
A charging cycle of about 20 minutes is required.
• BAT 1 pb and BAT 2 pb . . . . .. . . . . . AUTO
• EXT PWR pb-sw. . . . . . . . . . . .. . . . . .ON
- Check on ELEC SD page that the battery contactor is closed and the batteries are charging.
After 20 minutes:
• BAT 1 + 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• BAT 1 and 2 VOLTAGE . . . . .CHECK ABOVE 25.5 V
• BAT 1 + 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
APU fire test:
- APU FIRE pb-sw . . CHECK IN & GUARDED
- AGENT lights . . . . . . . . . . . . . . . . CHECK OFF
- APU FIRE TEST pb . . . . . . . PRESS and MAINTAIN
TEST RESULT:
Check that the APU fire detection and extinguishing system is operative:
- APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC power available).
- APU FIRE pb-sw lighted red.
- SQUIB light and DISCH light on.
APU during fueling
APU starts or shutdowns are permitted during refueling or defueling.
However, an APU start is not permitted during
refueling/defueling if the APU has failed to start or an automatic shutdown has occurred.
A normal APU shutdown must be completed if a fuel spill has occurred during refueling/defueling.
If the LOW OIL LEVEL ECAM advisory is displayed:
- The APU may be started and operated even if the LOW OIL LEVEL ECAM advisory is displayed. Maintenance action is required within the next 10 hours of APU operation.
- If the APU is started in this condition, the Captain shall complete an INFO ONLY write-up and advise MOC.
V2500 ENG OIL QUANTITY
at or above 11 qt. + estimated consumption (average estimated consumption ~ 0.3 qt./h).
PW1100G ENG OIL QUANTITY
-at or above 14 quarts
If the OAT is colder than -30ºC:
- Check that the oil quantity is at, or above 16.5 quarts
May have to turn on ENG 1 and 2 FADEC GND
PWR pb-sw on the overhead maintenance panel
Avoid applying the parking brake if
One brake temperature is above 500 °C
unless operationally necessary
Required CHECKLISTS and MANUALS
- current log book
- 1 paper checklist
all others can be electronic
Before turning ADIRS to off verify
-the SLATS/FLAPS are retracted
(To avoid damage on the RTLU (Rudder Travel Limit
Unit) mechanical stop)
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 the GPS is not available] and the NAVAIDS coverage is poor on the expected route
- When the GPS is not available and the expected flight time is more than 3 hours.
How to perform a complete IR alignment
ALL IR MODE selectors. . . . . . OFF at least 5 seconds, then NAV
(The ON BAT light comes on for 5 seconds)
When is a fast IR alignment is required
if a complete IRS alignment is not necessary AND the difference between the IRS position and the FMGC position is at or above 5 NM
(see MCDU POSITION MONITOR page)
How to fast IR alignment
ALL IR MODE selectors. . . . . … OFF then NAV within 5 seconds
PACK FLOW selector to LOW/ECON
- A319: below 138 pax
- A320: below 141 pax
- A312: blowed 168 pax
(If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position)
Cockpit Preparation battery check
- ELEC pb on the ECAM Control Panel . . . . . . . . . . . .PRESS
- BAT 1 pb-sw and BAT 2 pb-sw . . . . . . . . . . . . . . . . . OFF then ON
- This action initiates a charging cycle of the batteries
- 10 s after setting all BAT pb-sw ON, check on the ELEC SD page that the current charge of the battery is below 60 A, and is decreasing
(Ensures batteries will take a charge)
**if the test fails, try it again
During refueling, FUEL PUMPS must remain
OFF
If your aircraft is affected by
FUEL CTR TK PUMPS LO PR cautions on the ground or in flight when the center tank is less than
440lbs
- FUEL MODE SEL pb-sw . . . . . . . . . . . . . . . . . . . . MAN
- CTR TK PUMP 1 pb-sw and CTR TK PUMP 2 pb-sw. . . . . OFF
ENG FIRE test
• ENG 1 FIRE pb-sw and ENG 2 FIRE pb-sw
. . . . . . . . . . . .. . . . . CHECK IN and GUARDED
- AGENT 1 light and AGENT 2 light . . . . CHECK OFF
- ENG 1 TEST pb and ENG 2 TEST pb . . . .PRESS and MAINTAIN
- The continuous repetitive chime (CRC) sounds
- The MASTER WARN lights flash
- The ECAM displays the ENG 1 FIRE, ENG 2 FIRE
- All ENG FIRE pb-sw come on red
- All SQUIB lights of the AGENT pb come on
- All DISCH lights of the AGENT pb come on
- All FIRE lights on the ENG MASTER panel come on
Use the clock in
GPS mode
COCKPIT DOOR TEST
• ANN LT selector . . . . . . . . . . . . . . . . . . . . . . TEST
- Check that the OPEN and FAULT lights (on the pedestal) and the three LED lights (on the overhead panel) come on.
• ANN LT selector . . . . . . . . . . . . . . . . . . . . . . BRT
- Check that all lights go off.
• CKPT DOOR. . . .. . .CHECK CORRECT OPERATION
- Set the COCKPIT DOOR sw to the UNLOCK position. Check that the door opens, and that the OPEN light comes on.
- Then, with the door fully open, release the COCKPIT DOOR sw
(check that it returns to the NORM position). Close the door. Check that it is locked, and that the OPEN indication goes off.
• CKPIT DOOR MECHANICAL OVERRIDE . . . CHECK
- Check that the door opens normally, and that it closes when the mechanical override is used.
EFB battery limits
It is recommended that the EFB be plugged into aircraft power for charging anytime the battery life gets down to 50%.
In all cases the EFB battery should not be allowed to drop below 20%.
NAV or RWY TRK mode will engage
30 ft after takeoff
Altimeter tolerances
PFDs within +/- 25 feet of airport elevation.
± 20 ft. between both PFDs.
ISIS within +/- 75 feet of airport elevation.
ND tolerances
- heading is 4°
- groundspeed less than 5 KT
Check that the CAB PRESS page displays
LDG ELEV AUTO, to confirm the correct position of the LDG ELEV knob.
Clearing the ACARS cache
- Selecting the inactive navigation database to clear the saved cache from ATSU/ACARS.
- Selecting the active navigation database.
(This technique will increase the likelihood of
ACARS messages being received, OOOI times being sent, winds updating, etc.)
NAV database effective date
0901Z of the effective date
Can fly with expired database, procedure located in AOM VOL2 DIFSRIPP section
DIFSRIPP flight number
Enter the FLT NBR as shown on the flight paperwork and drop any preceding zeros for the flight number itself.
For example, if the flight paperwork shows NKS0714, enter NKS714.
Re-enter winds and temps when
at waypoints where a large difference is expected (greater than 30 kts or 30° for wind; 5° for temperature)
If weather is below landing minimums at the departure airport, in the SEC build
a flight plan to the takeoff alternate airport
DIFSRIPP FINAL fuel
- Domestic flight plan = /45, or
- International flight plan = actual number of CONT (10%) +
FINAL RESERVE (e.g., 8.6).
V1 Brief
Prior to V1:
• It will be my decision to reject.
• I will bring the aircraft to a stop, put the parking brake ON, and call for “Flight Attendant
Stations.”
• Analyze the situation and call for ECAM actions and/or Emergency Evacuation Checklist, if required.
After V1:
We will continue.
• If we have an engine fire or failure:
- The EO SID is ___ (Brief the EO SID, acceleration altitude, and activation of FMS SEC F-PLN, if appropriate.)
- We will plan to land at ___ (Brief return or no return to origin airport considering weight, weather, landing minimums, and if there is a
takeoff alternate.)
- If it is anything else, we will treat it as an in-flight emergency.
- If all is normal, we will continue with the assigned SID.
FUEL QUANTITY CHECK
- Verify ECAM FOB: dispatch release TOTAL RAMP FOB = ECAM FOB within +/- 500 lbs.
- Ensure sufficient fuel aboard prior to pushback (RQD AT TO + TAXI OUT).
- Verify any fuel imbalance is within COM Limitations.
Pushback and taxi without performance and weight & balance data
authorized provided the crew considers the planned GTOW and verifies that the Aircraft Load Sheet and Zone Report are reasonable.
**set flaps to 1+F
“SHIP’S PAPERS ON BOARD”
- international flights only
- verify international documents binder on board
If the ECAM does not display the N WHEEL
STEERG DISC memo, but the ground crew
confirms that the tow pin is in the towing position,
the Flight Crew should not start the engine during pushback. This is to avoid possible nose landing gear damage upon yellow hydraulic pressurization.
To dispatch the aircraft in such a case, refer to the
MEL
If starting engines before pushback or if no pushback is required,
check that the PRK BRK handle is ON, and check the BRAKE PRESS indicator.
If during engine start with the parking brake ON and the aircraft starts to move due to a parking brake failure, immediately
turn the PRK BRK handle to OFF to restore braking by pedals.
GROSS WEIGHT COMPARISON
- Takeoff data calculated GTOW
- Dispatch release ETOW
- MCDU INIT B page TOW
- ECAM GW (after one engine is started)
An amended dispatch release is required if the actual takeoff gross weight is greater than
planned takeoff weight (Dispatch release
ETOW) plus 2000 lbs.
An amended dispatch release is not required
if the actual takeoff gross weight is less than planned takeoff weight
Takeoff at reduced thrust is not permitted:
- On contaminated runways
- For known windshear conditions
- When a Special Departure Procedure specifies
full thrust for takeoff (AeroData requirement) - When a deferred maintenance item per the
MEL requires full thrust for takeoff - When the flex temp is within 10C of actual
OAT.
Takeoff is prohibited on runways where the contaminant is determined to exceed
Level 3
Chart in AOM VOL2 under ACARS preflight section
After receiving the Aircraft Zone Report, ensure the numbers for
“Total checked in” and “On board” match.
In the event the numbers do not match,return the Aircraft Zone Report to the Gate GSA and request a new Aircraft Zone Report.
If the new report provided by the Gate GSA still does not have matching counts, the Captain will request a passenger headcount from the Flight Attendants
for non-standard loading, such as a ferry flight, test flight, or unusual cabin loading, use
AOC LOADSHEET page 2/2
• CATERING: In the event that catering carts are empty, selecting 1L will account for this
• TRPD CTR FUEL: Trapped Center Tank Fuel.
- If the aircraft is to be flown with fuel trapped in the center tank, entering a fuel value in pounds will account for fuel that cannot be used in the center tank.
• EXTRA: Enter a weight in the extra field of the respective zone if there is cargo in the cabin.
- For example, if a passenger is transporting a large musical instrument in the cabin, enter the weight of the instrument in the extra field for the zone in which the instrument is being transported.
If performance and weight and balance data is obtained via ACARS after an engine is started,
the ZFW/ZFWCG will not automatically update.
The ZFW/ZFWCG must be manually corrected on the FUEL PRED page.
If there is a calculation CAUTION or ERROR message
• In the case of a CAUTION or an ERROR condition (not related to fuel on board) where crew entries are correct:
a. Recheck the .Z Report to ensure that it is for the correct date, flight number, and city pair.
b. If all of these are correct ask the Lead Flight Attendant to give a souls on board count. This count should be a simple count with out the complicity of infants and children being separated out.
c. In the event of an ERROR condition, call dispatch with new passenger count and together determine if this was the reason for
the lockout. Dispatch will then reset the system for the Pilot.
- A CAUTION condition allows the weight and balance calculation to continue, but advises the crew that an allowable limit may have been exceeded, and entries should be reviewed for accuracy.
- An ERROR condition stops the W&B calculation and warns the crew that a preset limit has been exceeded.
Takeoff performance data is valid only if the following conditions are met:
- If there is a tailwind component, takeoff performance data must indicate tailwind data.
- Actual QNH is no less than takeoff data QNH minus 0.10”.
- Actual OAT is no less than takeoff data OAT minus 10°C.
- Actual takeoff weight is less than or equal to MTOW.
- The specified flap setting must be used.
- If PACKS OFF is required, bleeds/packs must be appropriately set.
FLEX Takeoff with High OAT
when the OAT is very close to the Maximum Flex Temperature entered in the MCDU.
EPR/N1 discrepancy may result where one engine’s FADEC goes to FLX while the other goes to MCT
To avoid this issue, it is recommended that, when the FLEX temperature and the OAT are within 10°C of each other, a TOGA takeoff should be used.
AeroData Takeoff Weight Variance
- A 500 pound variance (or buffer) is added between the ACARS GTOW and MTOW
- The variance will always ensure the aircraft is under the MTOW in the event that all of the planned taxi fuel is not used (i.e., shorter than expected taxi)
- If actual conditions require greater performance, the 500 pound variance will automatically be reduced in order maximize performance.
(“VAR RDCD TO XXX LB”) will be displayed on the
applicable runway TAKEOFF DATA
Engine 1 is normally used because it pressurizes
the green hydraulic system (normal braking)
Single-engine taxi using Engine 2 is authorized only if
required (e.g. if necessary to reposition after Engine Start with External Pneumatic
Power at the gate and before Crossbleed Engine Start).
Spirit Airlines engine warm-up policy is:
Shutdown for ≥ 2 hrs
5 min before high power
Shutdown for < 2 hrs
3 min before takeoff
When to manually abort an automatic start
- Tail Pipe Fire
2. Loss of both ECAM DUs
TAIL PIPE FIRE:
- Shut down the engine (MASTER OFF).
- Do NOT press the ENG FIRE pushbutton.
- Accomplishthe COM Abnormal/Emergency Procedures “Engine Tailpipe Fire” procedure.
LOSS OF BOTH ECAM DUs duration eng start
• Shut down the engine (MASTER OFF).
• perform a 30 second dry crank by accomplishing COM Supplementary
Procedures “Dry Crank”
PW1100G) If, during the engine start, the ground crew reports a leak from
the engine
abort the engine start sequence. Maintenance action is due before the flight, contact MOC.
When COOLING is displayed on the E/WD
NEO FADEC commanded an automatic dry cranking (engine cooling)
Amber crosses (XX) are displayed on N1 and N2 until they
respectively reach approximately 4.5% and 3.5% during engine start.
DUAL COOLING pb-sw (NEOs)
- The dual cooling function becomes available when the required cooling times of both engines are displayed.
- if dual cooling is required, wait until the indication COOLING is displayed for both engines before setting the DUAL COOLING pb-sw to ON.
Setting the DUAL COOLING pb-sw to ON enables to arm the dual cooling function: When the ENG MASTER lever is set to ON, the FADEC
commands an automatic dry cranking on both engines simultaneously (if cooling is required).
This enhances the overall time to start the engines when cooling is required.
When this function is armed, the memo DUAL COOLING is displayed on the E/WD.
Start valve closes
V2500
Slightly above 43% N2
PW1100G
At approximately 55% N2
If an automatic start on the ground is not successful, the Flight Crew must
- use the ECAM and avoid instinctively selecting the ENG MASTER switch to OFF.
- This would interrupt the FADEC protective actions (e.g., cranking after hot start).
A PTU FAULT is triggered if the last engine is started
within 40 seconds following the end of cargo doors operation.
If ENG ANTI-ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on),
increase the N2 of the associated engine by about 5%. When the valves are open, retard the thrust lever(s) to idle.
FLT INSTRUMENTS . . . . . . . . . . . . . . . . CHECK
Check the following on the PFD:
- V1 and V2 (if entered) display correctly.
- FMA indicates both FD selected ON (1FD2), and other FMA indications are appropriate.
- Selected altitude.
- Preset heading, only if required.
- Flight instruments indicate appropriately and there are no unexpected red indications.
After rudder trim reset, the Flight Crew may observe an indication of up to
0.3° (L or R) in the RUD TRIM position indication.
When to delay after start flap extension:
- taxiing in icing conditions with rain, slush, or snow
- takeoff performance data is not yet available
Authorized takeoff FLAPS settings
- CONF 1 + F
- 2
- 3
During taxi, control may be temporarily
transferred to the First Officer for
only as long as is operationally necessary
The 4 major procedural events that occur during taxi:
- Mini Brief
- Engine 2 Start and After Start Checklist (if single-engine taxi)
- ECAM Status check and Flight Control Check
- Before Takeoff Normal Procedures
Max thrust during taxi
Do not exceed 40% N1 during single-engine taxi
If an arc is displayed above the brake temperature on the WHEEL SD page,
set the brake fans on, if installed.
If the aircraft has been parked in wet conditions for a long period, the first brake application
at low speed is less effective.
During engine start, a slight jerk forward may occur if
brakes are applied while the aircraft is moving.
“FLIGHT CONTROL CHECK”
- After both engines are operating AND before arming the autobrake
- The aircraft should be moving in a straight line or stopped
- It is essential that the CA remains head-up throughout the
procedure.
The purpose of the Mini Brief is to
- refresh Crew Members’ memory of critical information for the takeoff
- to ensure that this information is properly shown on cockpit displays.
To facilitate the Mini Brief, it is recommended that the crew display
- F-PLN page on the PM side
- PERF TAKEOFF on the PF side
If Runway or Takeoff Data Changes after the Mini Brief was already accomplished
a new Mini Brief must be conducted.
Before start ENG INDICATIONS
- Do not turn the ENG MASTER switch ON before all amber messages and crosses (except on N1 and N2) have disappeared
- Wait for bleed pressure to be available.
Use to set takeoff PITCH TRIM
GTOW/CG
-Do not confuse this with ZFW CG
When both engines are shut down what’s erased from the FMGC
-ZFW/ZFWCG
and
-BLOCK fuel
For takeoff, it is recommended that the crew display the on MCDU
- PF……… PERF TAKE OFF
- PM…….. F-PLN
In mountainous areas, the use of TERR ON ND is
mandatory (if operable).
If it is necessary to monitor both radar and terrain,
- PF………..RADAR
- PM……….TERR ON ND
Before entering or crossing a runway, both Crew Members must check that the runway and approach path is clear of traffic,
-visually
and
-using TCAS display on ND
Maximum brake temperature for takeoff
-300°C.
-150°C if brake fans running
(Brake fans should not be used during takeoff, in order to avoid Foreign Object Damage to fans and brakes)
Use of APU bleed is not authorized during takeoff if
wing anti-ice is to be used
When MULTISCAN selector is set to AUTO and when flying below FL 200
Gain must be manually set to +4
Before takeoff responding FLEX/TOGA
- For flex: “temp SET” (“45 SET”)
- For toga: “TOGA SET”
Check aircraft approaching correct takeoff runway using all available visual cues, including:
- Signage and markings
- Heading indicator
Setting T/O thrust
If the crosswind is at or below 20 KT and there is no tailwind
Progressively adjust engine thrust in two steps:
1- From idle to about 50% N1 (1.05 EPR V2500)
2- From both engines at similar N1 to takeoff thrust
Apply half forward stick until the airspeed reaches 80 KT. Release the stick gradually to reach neutral at 100 KT.
Setting T/O thrust
In case of tailwind or if the crosswind is greater than 20 KT
Set 70% N1 (PW1100G) or 1.05 EPR (V2500) on both engines then increase thrust progressively to reach takeoff thrust at 40KT groundspeed
Apply full forward stick up to 80 KT.
Release the stick gradually to reach neutral at 100 KT.
keep-out zone
(V2500)
The FADEC is designed to avoid steady-state operation inside a N1 range between 60% and 74% due to fan flutter phenomenon
Can result in discontinuous EPR increase during thrust setting
The connection between nosewheel
steering and the rudder pedals is removed at
130 kts (wheel speed)
T/O ROTATION
15° THEN SRS (12.5° if one engine is failed)
initiate the rotation to achieve a continuous rotation with a rate of about 3° per second
If a tailstrike occurs,
avoid flying at an altitude requiring a pressurized cabin, and return to the originating airport for damage assessment. Refer to COM Abnormal/ Emergency Procedures Tailstrike
When does NAV or RWY TRK automatically engage?
30ft
Turns after takeoff
In order to comply with our runway analysis (provided by AeroData), the following restrictions apply:
No turns shall be commenced below 1,000’ above field elevation (AFE) when takeoff weather is less than a 1,000’ ceiling and/or less
than 3 SM/5 KM visibility unless a Special Departure Procedure prescribes otherwise or the assigned instrument departure procedure specifically requires a turn before reaching 1,000’ AGL.
During all other weather conditions, normally, turns after takeoff should not be made below an altitude of 400’ above the departure end
of the runway except when necessary in the interest of safety or to conform to established departure and noise abatement procedures.
Thrust reduction altitude
- normally corresponds to 1000 ft AGL
- FD BAR (10°) then,
- Check the target speed change from V2 + 10 to the first CLB speed (either preselected or managed)
(SRS modes reverts to CILMB at ACCELERATION ALT)
Automatic flap retraction speed
210 KT
WING ANTI ICE during takeoff
WING ANTI ICE cannot be included in takeoff performance calculations.
For this reason, WING ANTI ICE may be used after the
flaps/slats are fully retracted.
PACKS OFF for takeoff
- Select PACK 1 on after CLB thrust reduction.
- Select PACK 2 at least 10 s after PACK 1 is selected on, for passenger comfort. (or after flap retraction)
Note: - Selecting pack on before reducing takeoff thrust would result in an EGT increase.
- If packs are not switched on after the takeoff phase,an ECAM caution will be triggered.
When does the CRUISE SD page replaces the ENG SD page.
Flaps to 0
No Flight Director Takeoff
Procedure located in AOM VOL 2
Failure of Both FDs After the Start of Takeoff
- The FD bars disappear.
- The FCU window displays the target speed, which synchronizes on V2, or the current speed (if it is higher).
- The autothrust remains armed.
- At thrust reduction altitude, LVR CLB flashes. When the Pilot sets the thrust levers to the CLB detent, the autothrust becomes active in selected SPD mode (no FDs selected).
- At acceleration altitude the target speed does not change, since it is selected.
Takeoff With No V2 Entry
This is not an authorized normal procedure
- (SRS) will not engage for takeoff
- 5 seconds after lift off, V/S mode will engage. When V/S engages, the current airspeed becomes the FCU target speed.
To regain a normal speed target, the Pilot must:
• SELECT the appropriate climb speed on the FCU and PULL out the knob.
At acceleration altitude:
• PUSH the A/THR pb on the FCU.
• SET the thrust levers to CL detent.
• PUSH in the SPD selector knob to get a managed speed target.
Should an FMGS failure occur, how can crew determine the OPT FL and REC MAX?
COM Performance charts
MAX REC FL
gives the aircraft at least a 0.3 g buffet margin
“CHECK GW” Message
If the MCDU “CHECK GW” scratchpad message appears,
refer to COM Supplementary Procedures “Auto Flight” “FMGS Reset and Other Abnormal Procedures” “Other Abnormal Procedures.”
Expedite Climb
- not recommended above FL 250
- the target speed is now Green Dot
Immediate Return to Origin Airport
• ACTIVATE the SEC F-PLN
Or
• PERFORM a lateral revision at TO waypoint
NAV ACCURACY CHECK
- not required as long as GPS PRIMARY is available
- If necessary, refer to AOM Vol. 2 “Navigation Accuracy Check”subsection. The error tolerance for cruise is ≤ 3 nm.
Update CRUISE and DESCENT WINDS when:
greater than 30 kts or 30° for wind; 5° for
temperature
Trip wind vs uplink wind
As soon as a wind profile is entered on the WIND pages, the TRIP WIND will be erased (if it was previously entered)
Fuel check
Every 30min or **before “fuel imbalance”
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at departure
If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuel quantity indication. Maintenance action is due before the
next flight.
If the sum is unusually smaller than the fuel on board at departure, or if it decreases, suspect a fuel leak.
** This check must also be performed each time a
“Fuel Imbalance” procedure is necessary. Perform
the check before applying the Fuel Imbalance
procedure. If a fuel leak is confirmed, apply COM
Emergency/Abnormal FUEL LEAK Procedure.
@ALT CRZ
-Economy Cruise Mach (ECON CRZ MACH) is available as the managed speed target
-SOFT ALT mode allows the aircraft to deviate ± 50 ft from the target altitude to minimize the thrust
variation and reduce the fuel consumption.
A Navigation Accuracy Check (if required) is specifically called for by the following Normal Procedures:
- Cruise: At top of climb
- Descent Preparation (if already in terminal area).
- Descent: 10,000’ Descent Flows
The tolerances for a Navigation Accuracy Check are:
- Cruise: Error ≤ 3 nm.
- Approach using the APP NAV strategy: ACCUR HIGH displayed, or
if ACCUR LOW then error ≤ 1 nm.
The PROG page displays an estimated navigational accuracy as being:
HIGH or LOW
- “HIGH” means that the FMGS estimates the FM position accurate enough for the phase of flight.
- “LOW” means that the Pilot must compare raw data from tuned nav aids with corresponding data computed by FM and shown on the ND or MCDU PROG page. The appearance of the message
“NAV ACCUR DOWNGRAD” on the MCDU calls for a similar crosscheck.
If GPS PRIMARY is not available, the Pilot must check navigation accuracy periodically even if the PROG page is displaying
“HIGH”
Navigation Accuracy Check tolerances
- For cruise, the error tolerance is 3 nm.
- for approach is ACCUR HIGH displayed, or if ACCUR LOW then error ≤ 1 nm.
*If the check is positive (error ≤ 3 nm): FM position is reliable.
• Use ND (ARC or NAV) and managed lateral guidance.
*If the check is negative (error > 3 nm): FM position is not reliable.
• Use raw data for navigation and monitor it.
CDP (NM)=(Altitude to lose in thousands of feet to TDZE x 3) + 10%.
For example: if the total altitude to lose is 3000’, there are three “thousands” of feet to lose. Multiply that by 3 and add 10%:
CDP = (3 x 3 = 9) + 10% = 10 NM
If the CDP is a decimal, rounding up is preferred since the CDP is only an approximation which allows the aircraft to properly be decelerated prior to glidepath intercept, in accordance with the OEMAP.
To avoid undershooting the published minimums during go-around, due to aircraft inertia during pull-up, it is required to add 50’ to the published minimums for some approaches.
This requirement only applies to approaches that have an MDA.
In these instances, the applicable minimums will be MDA + 50’. It is not required for circling approaches. In summary:
ILS Never
NPA with a DA Never
NPA with an MDA Always
NPA using a circling MDA Never
SEC F-PLN use during Approach
-If circling, the SEC F-PLN is set to the landing runway and the missed approach is manually rebuilt (refer to AOM 2 “Circling
Approach”).
- If the TLR prescribes use of a special engine failure for missed approach, program that procedure in the SEC F-PLN.
- alternative runway at the destination
Use of the QRM Approach Review is required for:
- ILS CAT II/IIl
- Autoland to CAT I runway (which requires use of CAT II/III procedures).
“Big three” during Approach brief
- AUTO BRK setting.
- Planned reverser usage.
- Landing flap setting.
The acceptable methods for performing a Landing Distance Assessment during normal operations are:
- ACARS AOC LANDING DATA (described beginning on the following page);
or
- COM Performance “Landing (LDG)” charts.
During abnormal operations with an in-flight failure affecting landing distance, the Flight Crew must refer to
-COM Landing Distance With Failure (LDG DIST PROC).
-ACARS must not be used to determine
landing distance with failure that occurs in flight.
-It is not necessary to apply MEL coefficient(s) for failures that occur in flight.
MEL Landing Distances
- If an in-flight failure arises, do not reference the MEL to obtain a coefficient for the in-flight failure; the Landing Distance With Failure charts account for the landing distance as a result of the failure.
- Only MEL coefficients that the Flight Crew was dispatched with apply to landing distance calculations.
When selecting STND WATER, SLUSH, WET SNOW, or DRY SNOW, a prompt to select a contamination Level is presented. Where is the table to select the appropriate contamination level?
QRM in Landing Distance Assessment Calculation section
Or
AOM VOL2
AOC LDG CONDITIONS page 2/2
THRUST REVERSER CREDIT: Select NO or YES
- Defaults to NO.
- Select 4L for YES to take advantage of thrust reverser credit, which assumes prompt selection of max reverse thrust, maintained to 70
KT, and idle reverse thrust to full stop.
AOC LDG CONDITIONS page 2/2
GND SPOILERS: Select ALL OPERATIVE, ONE INOP, TWO INOP, or ALL INOP.
- Defaults to ALL OPERATIVE
Use of this feature is not recommended. The crew should refer to COM Landing Distance With Failure (LDG DIST PROC).
AOC LANDING DATA auto brake column
- AUTOBRAKE: All calculated landing distances include air and ground distance to full stop based on a threshold crossing height of
50 ft. No margin is included in these distances (why we add 15%) - LOW: Calculated distance using low autobrakes. Assumes normal system delay in autobrake activation.
- MEDIUM: Calculated distance using medium autobrakes. Assumes normal system delay in autobrake activation.
- NONE: Calculated distance using maximum manual braking. Assumes maximum manual braking is initiated immediately after main gear touchdown.
- MIN RQRD DIST: Distance required to comply with 14 CFR 121.195 (dispatch regulation). ***Not applicable to Landing Distance Assessment conducted in flight.
To land CONF 3 in normal operations:
• GPWS LDG FLAP 3 pbsw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- This affects the GPWS and the ECAM LDG Memo.
• MCDU PERF APPR PAGE LDG CONF . . . . . . . . . . . . . . . . . CONF 3
- The FMGC calculates VAPP for CONF 3.
- A/THR in managed speed in the approach phase is not limited to F Speed in CONF 3 (i.e. it will decelerate to VAPP for CONF 3).
Advantages of Landing CONF 3 include:
- Improved handling in strong gusts or crosswind.
- Improved windshear escape performance.
- Improved one engine inoperative go-around performance (go-around in CONF 2) on A319 and A321 only.
- Slightly faster VAPP (situationally useful).
- More economical operation of the aircraft.
- Approximately 4 dB noise reduction at approach thrust.
- Emissions reduction.
Advantages of Landing CONF FULL include:
- Small reduction to landing distance on dry runway. Increasingly significant benefit as runway condition deteriorates.
- Lower pitch attitude at touchdown, reducing tailstrike risk, especially on A321.
- Improved one engine inoperative go-around performance (go-around in CONF 3) on A320 only.
- Faster deceleration to VAPP and achievement of stabilized approach criteria on demand.
- Slightly slower VAPP (situationally useful).
- Less than 10% average brake energy reduction.
- Small reduction in direct maintenance cost of tires.
TERR ON ND . . . . . . . . . .. . . . . . . . . .AS RQRD
- In mountainous areas, the use of TERR ON ND is mandatory (if operable).
- If it is necessary to monitor both radar and terrain, the PF should display radar (i.e., TERR ON ND OFF), and the PM should display TERR ON ND.
- If NAV ACCURACY is LOW, do not use TERR on ND.
“ENGINE ANTI-ICE ON” (ON if Bleed(s) and/or Pack(s) OFF for V2500 IAE ENG ONLY)
- In the case of Bleed(s) and/or Pack(s) OFF while operating IAE V2500 Engines, order “ENGINE ANTI-ICE ON” for both Engines to
avoid a potential engine stall.
***In the case of One Engine Inoperative, ENGINE ANTI-ICE should be placed ON for the Operative Engine to avoid a potential engine stall.
**When APU Bleed is in use below 18,000 ft, ENGINE ANTI-ICE should be placed ON for all Operative Engines to avoid a potential
engine stall.
Where to find Flight Instrument Tolerances
COM Supplementary Procedures
“Navigation”
“Flight Instrument Tolerances”
When the approach phase is activated with speed managed, the aircraft will slow to
Green Dot in the clean configuration.
Expedite Descent
Not recommended
No constraints are honored
Target speed becomes M 0.8 or 340 KT,
whichever is lower
The FMA will display THR IDLE/EXP DES/NAV
In order to avoid overshooting the altitude due to speedbrake retraction in ALT* mode, retract the speedbrakes at least
2,000 ft before the selected altitude.
Constraint errors
Alt by more than 250’
Speed by more than 10kts
Within 50ft of profile is considered on profile
Whenever en route/arrival holding is anticipated, it is preferable to maintain
- cruise flight level and reduce speed toward Green Dot
- In cases of flight above FL 250, or cases where the hold is not covered by any performance holding chart, consider utilizing Cost Index 0 to achieve a desirable holding speed
-If NAV mode is engaged and the speed is managed, an automatic speed reduction will occur to achieve the maximum endurance speed when
entering the holding pattern.
If the maximum endurance speed is greater than the maximum holding speed, the crew should
- request a higher speed from ATC, if appropriate for the terrain/obstructions and traffic.
- If unable to receive clearance to hold at the higher speed, the crew should select CONF 1 below 20,000 ft and maintain S speed.
**Caution: Holding with flaps/slats extended in icing and/or turbulence should be avoided.
Types of Holding Patterns in F-PLN
- Holding Pattern to a Fixed Waypoint (HF)
- Holding Pattern with an Altitude Termination (HA)
- Holding Pattern with a Manual Termination (HM)
Holding Pattern to a Fixed Waypoint (HF)
- The aircraft makes one circuit in the hold or of the entry procedure (teardrop, parallel), then exits automatically along the route of flight.
- An example is a hold-in-lieu-of-procedure turn retrieved from the database.
- HF and HA holds are retrievable only from the navigation database. The Pilot cannot manually create them, but they can be deleted if appropriate.
Holding Pattern with an Altitude Termination (HA)
- This hold terminates at an altitude specified in the flight plan, and is most often used when terrain is a consideration during the climb phase.
- If the aircraft reaches or exceeds the altitude specified in the flight plan before the HA leg is active, the aircraft does not enter the hold.
- HF and HA holds are retrievable only from the navigation database. The Pilot cannot manually create them, but they can be deleted if appropriate.
Holding Pattern with a Manual Termination (HM)
- This is the only type of hold the Pilot may manually create.
- This is the type most often used.
- This hold is terminated manually by selecting the IMM EXIT prompt.
- Manual holds can be created at any waypoint, including the FROM waypoint (present position hold).
- Altitude constraints can be entered on a manual entry or exit fix, when needed.
Hold TIME/DIST (3L)
- cannot enter both time and distance.
- The default time is 1.0 minute at or below 14,000 ft or 1.5 minutes above 14,000 ft.
- The altitude used is the predicted altitude at the holding waypoint when the HOLD page was accessed.
Hold LAST UTC/EXIT FUEL (Lines 4 and 5)
These predictions show the time the holding pattern must be departed and holding fuel remaining to meet FMGS computed reserve requirements.
descent while holding
- The holding pattern is not included in the descent path computation since the FMGS does not know how many patterns will be flown.
- When the holding fix is sequenced, the FMGS assumes that only one holding pattern will be flown and updates predictions accordingly.
- The DES mode guides the aircraft down at -1,000 ft/min while in the holding pattern until reaching the cleared altitude or altitude constraint.
US holding speeds
- To 6,000’ inclusive 200 KIAS
- Above 6,000’ to 14,000’ 230 KIAS
- Above 14,000’ 265 KIAS
Holding Pattern Exit
- IMM EXIT*
- perform a DIRECT TO.
- If HDG/TRK or LOC mode is used to exit the holding pattern, the hold must be manually cleared from the F-PLN.
After exiting the holding pattern, the target speed will change to the speed appropriate for the phase of flight **use selected speed to avoid big power changes
IMM EXIT*
- Selecting IMM EXIT* prior to initially reaching the holding fix deletes the hold from the flight plan.
- When in the hold, pushing IMM EXIT* causes the aircraft to immediately exit the holding pattern by flying directly back to the holding fix and continuing along the subsequent route of flight.
** When the aircraft is actively flying a teardrop or parallel entry, the aircraft completes the entry before proceeding to the holding fix.
-When the IMM EXIT* prompt is selected, it is replaced by a RESUME HOLD* prompt,
LOC and/or G/S capture modes will engage no sooner than
3 seconds after being armed.
Below…………., the FMA displays the correct approach capability for the intended approach.
5 000 ft AGL
Moving the altitude target while in ALT* mode
causes reversion to V/S (or FPA) mode.
It is not normal to select CONF FULL before
gear extension, but this is not prohibited.
“CONTINUING”
Confirm approach lights in sight, and indicate intent to continue the approach to 100’ above TDZE.
The ECAM LDG MEMO normally appears below
-2000 ft RA during approach.
-After go-around, if altitude did not exceed
2200 ft RA, it appears at 800 ft RA.
-Refer to “Landing Checklist Expanded” for actions if the ECAM LDG MEMO is not available.
In case the LDG MEMO is not displayed when the PF calls for the landing checklist,
the PM shall perform the following checklist items in a challenge-response format.
LND MEMO Blue items are acceptable only IAW a DMI or a completed Abnormal/Emergency procedure.
If there is a blue line, the correct response is
“LANDING ___ BLUE.”
Example: “LANDING ONE BLUE”
If established on glidepath at 250 KIAS, it is recommended to
begin deceleration when 20 nm from the runway by selecting speed 180.
For CDP/glidepath intercept at 1,500’ above TDZE, a good target is to
reach one dot below G/S at 180 KIAS in CONF 2, and at that point manage speed and order “GEAR DOWN.”
If the CDP/glidepath intercept altitude is close to 1,000’ above TDZE,
decelerate so as to be fully configured with the Landing Checklist complete at an appropriate time just prior to CDP/glidepath intercept. Consider the required time to complete the
configuration change and checklist.
With one engine inoperative, for performance reasons, do not
extend FLAPS FULL until established on a final descent to landing.
with one engine inoperative, the aircraft
cannot maintain level flight in
CONF 3 with the landing gear down at certain weights, elevations, and temperatures.
Stabilized Approach Criteria remains the same for:
day/night
or
IMC/VMC
Stabilized Approach Criteria @ OM/FAF
PM will check altitude vs. distance
Stabilized Approach Criteria
1,000’ above TDZE
- correct lateral & lateral flight path
- intended landing configuration with the Landing Checklist complete
- airspeed does not exceed +20/-5 and trending toward “Target Speed.”
- thrust is stabilized
“COURSE” if the course deviation is greater than the following:
- For CAT II/III ILS approach, 1/3 dot.
- For CAT I ILS or LOC approach, 1/2 dot.
- For VOR approach, 2 1/2°.
“BANK” if the bank angle becomes
greater than 7°
“GLIDESLOPE” if the G/S deviation is greater than the following:
- For CAT II/III ILS approach,1/3 dot.
- For CAT I ILS approach, 1/2 dot.
“SINK RATE” if the descent rate becomes
greater than 1,000 ft/ min., unless required by the normal approach profile and previously
briefed.
“PITCH” if the pitch attitude becomes
less than -2.5°
or
greater than:
- 10° nose up (A319/A320); or
- 7.5° nose up (A321).
“SPEED” if the speed becomes
greater than the speed target +20 KT
or
less than the speed target -5 KT.
Below 1,000’ above TDZE:
The following conditions must be maintained
- All of the previous criteria apply
- airspeed will be further limited to +10/-5 KT of “Target Speed.”
- The aircraft is aligned with the extended centerline of the landing runway, unless otherwise required by the prescribed procedure.
During the approach,…….must be monitored
raw data
The Pilot can continue to fly a managed approach after receiving a NAV
ACCUR DOWNGRADE message if
the raw data indicates that the guidance is within the required tolerances.
(VOR, NOT RNAV)
** RNAV approaches require GPS PRIMARY**
Terminal (SID, STAR, Approach & Go-Around)
If GPS PRIMARY is lost:
1. Enter 1.0 into the PROG REQUIRED field. This ensures appropriate indications are available to Flight Crew should a navigation degradation occur (e.g., NAV ACCUR DOWNGRD).
- Perform a navigation accuracy check (refer to AOM 2.191 “Navigation Accuracy Check”)
Terminal (SID, STAR, Approach & Go-Around)
If GPS PRIMARY is lost
AND
the error is 1NM or less (NAV ACCUR HIGH)
- The FMGS position is reliable
- Program the FMGS - Select approach from the database
- All VOR approaches can be accomplished using APP NAV Strategy
- Monitor raw data in any mode
** RNAV approaches require GPS PRIMARY**
ILS and Localizer only approaches do not require specific navigation accuracy. However,
always check navigation accuracy to determine the availability of managed NAV during a go-around.
Terminal (SID, STAR, Approach & Go-Around)
If GPS PRIMARY is lost
And
If the error is greater than 1NM but less than or equal to 3NM(NAV ACCUR LOW):
- The FMGS position is less reliable
- Program the FMGS - Select the approach from the database or enter the VFR runway if the approach is not contained in the database
- ALL VOR approaches will be accomplished using Selected/ Selected Strategy
- PF must use ROSE VOR mode
- During a go-around, use of managed NAV is acceptable provided the error remains within tolerances (i.e., 3NM or less)
Terminal (SID, STAR, Approach & Go-Around)
If GPS PRIMARY is lost
AND
If the error is greater than 3NM or in an area of unreliable radio navaid coverage (NAV ACCUR LOW):
- The FMGS position is unreliable
- ALL VOR approaches will be accomplished using Selected/Selected Strategy
- PF must use ROSE VOR mode
- During a go-around, the flight directors will automatically revert to HDG/VS mode - use HDG to track raw data
VASI systems
- visual projections of the approach path
- normally aligned to intersect the runway at a point 1000’ to 1500’ beyond the threshold.
- have an effective visual range of about 3-5 miles during the day and up to 20 miles at night.
PAPI
- “On glidepath” indication
-effective visual range of about 5 miles during the
day and up to 20 miles at night.
300 Feet Per Mile Rule
- A 3° glidepath descends 300 feet per nautical mile.
- A 3° glidepath can be approximated by descending 300 feet in altitude for every one nautical mile from touchdown point.
For example, a flight crossing a fix five miles
from the runway should be at approximately 1500’ HAA.
Backup all visual approaches with
- ILS guidance
- plan for a 3° glide path
- VASI or PAPI
- PFD descent path indicator (donut)
A visual approach is not an IAP and, therefore, has no
missed approach segment.
If a go-around is necessary during a visual approach
At controlled airports:
-tower will issue an appropriate instructions
At uncontrolled airports:
-remain clear of clouds and to complete a landing as soon as possible
-If a landing cannot be accomplished, remain clear of clouds and to contact ATC as soon as possible for further clearance.
If backing up a visual with an ILS
- If backing up the visual approach with an ILS, use normal ILS procedures.
- Select the ILS approach (if available) or VFR runway from the database.
- Enter minimums for the ILS in the BARO field on the PERF APPR page.
- If an ILS is available, select the (I)LS pb on the EFIS control panel.
If not backing up the visual approach with an ILS, at the beginning of the downwind leg:
- Manually ACTIVATE APPR.
- Select FDs to OFF.
- Select TRK-FPA to have FPV displayed.
- Check A/THR is active.
(Consider using a CF fix for the runway)
Visual Approach Pattern
•Enter downwind at 1’500AGL, at or below green dot, and flaps at least 1
• Abeam threshold, start time, and extend the downwind leg for 45 seconds
(+/- wind correction).
- Before turning base, FLAPS 2
- During turn to base, gear down and initiate descent to the runway.
- On base, FLAPS 3.
- When aircraft speed is appropriate, configure to FLAPS FULL and manage VAPP, and complete the Landing Checklist.
• Avoid descending through the correct approach path with idle thrust.
(Late recognition of this situation without a prompt thrust increase may lead to considerable speed decay and altitude loss.)
RNAV Visual Approaches
- Another type of visual approach
- These are charted routes, which must be selected in a database.
-The aircraft navigates using the RNAV system, but the position must be monitored by visual reference
to the ground, obstacles, and other traffic.
RNAV Visual Required Equipment
(Listed in QRM):
- One FMS
- One GPS or two DME to update FM Position (GPS PRIMARY)
- Additional equipment as indicated on the approach chart
RNAV Visual Approach Minimums
- Flight director OFF at 300 FT AGL
- Autopilot OFF at
- 500 FT AGL (A319 & A320)
- 900 FT AGL (A321)
When Cleared for RNAV Visual Approach
- Verify the proper ‘TO’ waypoint is displayed on the ND.
- Select APP pb.
- Verify the blue descent arrow is displayed on the ND (indication that final will engage).
- Verify the brick is visible at or above the current altitude.
- Verify that FINAL APP (green) displays after intercepting the brick.
Radius to Fix (RF) Legs
-an arc of a circle with a fixed radius, coded in
the Navigation Data Base
-may be part of RNP operations in the terminal area, and on certain approaches
Use of AP/FD during Radius to Fix (RF) Legs
must use the FDs or the AP/FD in NAV, APP NAV, or FINAL APP mode.
Speed Management Along RF Legs
-The FMS adapts the bank angle to fly the arc.
-The bank angle is a function of the ground
speed. If the ground speed is excessive, the requested bank angle to follow the trajectory can be higher than the maximum bank angle permitted by the Flight Guidance (FG) system (30 ° in normal conditions). In this case, the aircraft will overshoot
the trajectory
**Respect speed constraints on RF legs. Use managed speed.
**Pay attention to strong winds, particularly to high tailwinds that increase the ground speed.
**Monitor the bank angle, particularly when near 30° (i.e., the maximum bank angle with the AP/FD engaged).
Go-around during RF leg
When the Flight Crew selects TOGA thrust, particularly in a turn, they must check that the NAV mode immediately engages to stay on the desired track.
**If NAV mode does not automatically engage, the Flight Crew must manually engage it.
Use of the DIR TO function during RF leg
-Only use the DIR TO function above the MSA
-Must use the RADIAL IN function when performing
a DIR TO towards a waypoint, followed by an RF leg. *This enables the alignment of the aircraft with the subsequent RNP F-PLN track.
-must not descend below the MSA, until the aircraft is established on the F-PLN leg.
Engine-out considerations during RF leg
- The bank angle limit of the FG is 30° with one engine inoperative when NAV, APP NAV, or FINAL APP modes are engaged.
- With one engine inoperative, the bank angle limit of the FG may be lower than 30° when the IAS is lower than the maneuvering speeds
- The bank angle limit of the FG depends on the IAS
- *During go-around or departure with one engine inoperative, the IAS may be lower than the current maneuvering speed, which will limit the bank
angle. The Flight Crew must be aware that during acceleration, flaps retraction at the usual speeds (F, then S speed) may affect the turn radius capability, and be incompatible with the procedure being flown.
Use of Autopilot during ILS
**The flight directors or an autopilot must be used on all ILS approaches when the visibility is less than 4000 RVR or 3/4 SM
The final approach segment of an ILS begins at,
the glideslope “feather altitude.”
The aircraft may be cleared for an ILS approach when outside the final approach segment. However, altitudes depicted on the chart outside the
feather are minimum altitudes that must be respected and verified even if established on the glideslope.
Is possible that G/S mode will engage and begin a descent before capturing the LOC course?
YES
Intercepting Glideslope from Above
When tracking inbound on the localizer (above the glideslope):
• Configure to FLAPS 2 and slow using selected speed.
• Set FCU altitude above the current altitude.
Note: This will prevent an unwanted ALT*
When cleared for the approach:
• Select V/S -1500 ft/min initially. V/S in excess of -2000 ft/min will result in the speed increasing toward VFE.
• Arm the APPR pb.
• Select Gear Down.
• Configure to managed speed and FLAPS 3.
At G/S*:
• Set missed approach altitude in the FCU.
• Configure to FLAPS FULL.
• Resume normal CAT I ILS approach procedures.
There are two types of PRM approaches:
• Simultaneous Close Parallel ILS Approaches
- These allow simultaneous ILS approaches to be conducted on runways separated by less than 4300’.
• Simultaneous Offset Instrument Approaches (SOIA)
- These allow simultaneous approaches to be conducted where course separation is at least 3000’ apart. One approach is an ILS PRM while the other is an offset LDA PRM.
**Note: RNAV (GPS) PRM approaches may be substituted for ILS PRM or LDA PRM approaches and are procedurally equivalent.
PRM Breakout Maneuvers
- Disconnect the autopilot.
* Turn off both FDs.
CAT II/III Approach
- When presented with the option to brief any of these three approach types, it is recommended to brief and fly the CAT III Fail Operational approach.
- must be briefed out of the QRM and used to fly the approach.
REQUIRED RVR:
CAT III Fail Passive
CAT III Fail Operational
600/400/300’ RVR minimum
300/300/300’ RVR minimum
FMA During Autoland
At 350’ RA: “LAND GREEN”
Between 50’ and 40’ RA: FLARE
At approximately 30’ RA: IDLE
At touchdown: ROLL OUT
If these don’t appear, call “NO…” ex:
“NO FLARE” then “GO-AROUND, FLAPS”
Landing Capability
-Each FMGC computes its own landing capability for display on the FMAs:
CAT1, CAT 2, CAT 3 SINGLE, or CAT 3 DUAL.
- Each category depends upon the availability of aircraft systems and functions.
- If the landing capability downgrades, a triple click aural warning is activated.
** Below 100’ RA, the FMGS freezes the landing capability until LAND mode is disengaged or both APs are off.
Therefore, a failure occurring below 100’ does not change the category of the system.
To verify that the required equipment is operational for CAT II/III:
review the:
- maintenance logbook
- dispatch release.
- ECAM STATUS
***Not all required aircraft equipment is monitored by the FMGS for FMA indicated landing capability.
If there is inoperative equipment, refer to the “Required Equipment for CAT 2 and CAT 3” chart in the QRM to confirm landing capability.
- CAT 3 SINGLE =
- CAT 3 DUAL =
- CAT 3 SINGLE = Fail Passive
- CAT 3 DUAL = Fail Operational
**If the approach is armed (APPR pushbutton) above 5000’ AGL, the FMA displays CAT 1 until the radio altimeters are verified.
**Confirm the FMA displays the correct capability for the intended approach as the aircraft descends below 5000’ AGL.
Do CAT II CAT & Fail Passive approaches have a Decision Height (DH) or Decision Altitude (DA)?
- YES.
* Authorized visual references must be acquired by DH to allow the autoland to continue.
There is a decision “point” on a CAT III Fail Operational called
- Alert Height (AH)
* does not require visual references. Therefore, there is no DH
Below the AH, if such a failure occurs, the flare, touchdown, and rollout may be accomplished using the remaining automatic system, unless:
- Nose Wheel Steering or Anti Skid failed
- ATC reports a surface wind beyond COM Limitations.
- Autoland warning light illuminates.
- No “FLARE” mode at 30’ RA.
CAT II/III Landing and Autobrakes
-Medium autobrakes are recommended if appropriate for runway length and conditions.
-Visual cues may be inadequate or misleading for
determining deceleration rate. Monitor deceleration by reference to speed indication on the PFD.
Centerline lights at the rollout end of the runway alternate
- red and white at 3,000’ remaining
- become solid red at 1,000’ remaining
- For instrument runways the runway edge lights are yellow on the last 2,000’, or half the runway length, whichever is less.
Low Visibility Taxi Procedures
If the RVR is less than 1200’
At 10 ft, the “RETARD” automatic callout occurs:
• Promptly MOVE the thrust levers to IDLE to confirm thrust reduction.
- Auto-thrust disconnects.
**It is essential to wait until the “RETARD” automatic callout to occur before promptly MOVING the thrust levers to IDLE to avoid reducing energy prematurely
If ROLL OUT is not displayed at touchdown:
- The FO will call out “NO ROLL OUT.”
* The CA will disconnect the APs and maintain centerline with the rudder pedals.
At the end of the rollout:
• Disconnect the APs at the end of the rollout upon reaching taxi speed
(when leaving the runway at the latest).
If the Flight Crew does not disconnect the AP at the end of the rollout and uses the nosewheel steering handwheel to taxi the aircraft off the AP will try to steer the aircraft back to the runway centerline
**The AP will automatically disconnect, if the aircraft heading is 20° or more off the runway centerline.
Engine Inoperative Autoland
**Engine inoperative CAT III operations are not authorized per OpSpec C060. These operations will only be allowed based on PIC emergency authority if deemed necessary.
For A319/A320 (NEO)/A321, CAT II and CAT III fail passive autoland are only approved in configuration 3 and FULL, and if engine-out procedures are completed before reaching 1000 ft on approach.
For A320 (CEO), CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out procedures are completed before reaching 1000 ft on approach.
Early/Untimely Flare Mode Engagement
• Perform a Go Around (thrust levers set to TOGA),
Or
• Disconnect AP, set both FDs to OFF and continue the approach using raw data or external visual references.
When will the AUTOLAND Warning Light work
- With “LAND” or “FLARE” green on the FMA
- at least one AP engaged
- aircraft is below 200 ft RA
What makes the AUTOLAND Warning Light Illuminate?
- BOTH autopilots are lost
- The aircraft gets too far off the beam
- Loss of signal (transmitter or receivers)
- The difference between both radio altimeter indications is greater than 15 ft
- The FMGS detects a long flare.
**When the Autoland warning light comes on, autoland must be discontinued (refer to “Mandatory Go-Around Conditions”).
Warning of Excessive Beam Deviation
flashing of the LOC and G/S scales on the PFD and ND
- G/S deviation is greater than 1 dot
- LOC deviation is greater than 1/4 dot
Warning Associated with ILS “Landing Capability”
Any downgrading in the aircraft’s capability for automatic approach and landing sounds a triple-click aural warning.
In normal operations, a CAT II or CAT III approach must terminate in
either an autoland or a go-around.
In the event of a go-around, the thrust levers must achieve
The TOGA detent to discontinue the approach and enter the FMGS go-around phase.
Failure to place the thrust levers in TOGA will cause the AP/FD to continue seeking the localizer and glideslope signals.
In the event of a malfunction during a CAT II/III approach, disengaging the AP and manually completing the landing is available only:
- As an extension of the Captain’s emergency authority, if the Captain determines that it is safer to complete the landing than go-around;
and
- If visual references are sufficient.
CAT II/III Mandatory Go-Around Conditions
From the OM/FAF to touchdown:
- Excessive Beam Deviation, or Failure of the Localizer or Glideslope Transmitter (flashing FD bars and LOC / G/S scales, etc.).
- Failure of Localizer of Glideslope Receiver or other required flight or navigation instruments (red flags).
- Nose Wheel Steering or Anti Skid failed.
- ATC reports a surface wind beyond COM Limitations.
CAT II/III Mandatory Go-Around Conditions
From the OM/FAF to DA(H) (for CAT II) or 100’ RA (for CAT III):
- Failure of Required CAT II and CAT III Ground System Components.
- Alpha Floor activation.
- AP OFF (cavalry charge aural alert).
- Loss of landing capability FMA required for the approach.
- Amber caution (single chime).
- Engine failure.
When the APP NAV Strategy is used, the aircraft follows
FMGS lateral NAV (LNAV) course
and
FMGS vertical NAV (VNAV) descent path
(utilizes a constant angle descent to arrive at the applicable minimums in a position to accomplish a normal landing)
Descent guidance during an APP NAV approach is displayed on the PFD
by the
vertical deviation indicator (brick).
Using the APPR pb, the aircraft intercepts and follows the brick regardless of the altitude set in the FCU.
During an RNAV approach, the FMGS database provides
-the sole course and glidepath guidance
due to the fact there are no ground based
navigation aids used during the approach.
During a VOR approach, the database provides
the same course and glide path guidance as an RNAV
but the major difference is that VOR approaches require raw data from a ground based signal to be monitored.
Throughout the approach, the PM monitors raw data to ensure that the FMGS is keeping the aircraft within VOR tolerances.
(Max tolerances: VOR radial - 1/2 dot (2 1/2°) QRM
APP NAV Strategy
If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), do not use
- FINAL APP guidance for approach.
- Use NAV FPA, TRK FPA
APP NAV Strategy
If raw data exceeds approach tolerances during an APP NAV Strategy approach,
execute a go-around and brief for a FPA Strategy or Selected/Selected Strategy approach.
FPA Strategy used for
LOC and LDA approaches without a glideslope
computed descent point (CDP)
- exists at some NM from the runway threshold where the predetermined FPA or glidepath intersects with the aircraft’s altitude
- The CDP is an approximate location because all charted minimum altitudes on the approach must still be respected
How to determine the CDP
- CDP (NM) = Altitude to lose in thousands of feet to TDZE x 3 + 10%
- For example: if the total altitude to lose is 3000’, there are three thousands” of feet to lose. Multiply that by 3 and add 10%
• CDP = (3 x 3 = 9) + 10%= 9.9 NM
When cleared for FPA approach:
- Arm the localizer by pressing the LOC pb.
* Press the TRK FPA pb to switch from HDG to TRK and V/S to FPA.
Auto pilot use during FPA approach
The autopilot and flight directors are normally used on LOC approaches
*but must be disconnected after continuing the approach below the applicable minimums.
FPA limits
Once inside the FAF, limit FPA to +/- 1 degree from the predetermined FPA.
Selected/Selected Strategy
-identical to the FPA Strategy, with the exception that the selected lateral mode TRK is used to fly raw data rather than coupling to
the localizer or using managed NAV guidance.
-used when GPS PRIMARY is lost and ACCUR LOW
is displayed
- can also be used for LOC, LDA, and VOR approaches if the descent angle in the FMGC database is zero or the approach is not in the
database.
**Note: When there is no published descent angle on the approach chart, refer to the FMGC database for the descent angle. If the descent angle in the FMGC database is also zero, the Selected/Selected Strategy must be used.
When cleared for a Selected/Selected approach:
- Press the TRK FPA pb to switch from HDG to TRK and V/S to FPA.
- Raw data must be monitored as it defines the final approach course and each step down fix.
For a circling approach, Spirit Airlines requires
that the reported ceiling be 1000’ and visibility at least 3 SM, or published minimums, whichever is higher.
The Flight Crew must conduct the flight within the circling area while maintaining required visual references at all times.
speed During a circling approach
It is highly recommended that the aircraft be flown in selected speed until it is near wings level on final in landing configuration.
Circling Approach setup
- Enter 1,000’ HAA or the circling minimums (whichever is higher) in the BARO field on the PERF APPR page.
- Enter the VFR landing runway into the SEC F-PLN.
Flying a Circling Approach
- Prior to the FAF, configure to Gear Down/FLAPS 3 and “F” speed.
- 100’ above entered minimums, push the V/S-FPA knob to level off.
- Select TRK-FPA.
- Proceed to the downwind leg for the landing runway.
• At any time in the downwind leg, activate the SEC F-PLN. This will provide vertical guidance (donut).
Note: This removes the missed approach procedure from the F-PLN
- Disconnect the AP and remove the FDs at the latest before starting the descent toward the runway.
- As base is turned, configure to FLAPS FULL, slow toward VAPP, and complete the Landing Checklist.
Note: It is highly recommended that the aircraft be flown in selected speed until it is near wings level on final, in landing configuration.
Go-Around during circling approach
If required visual references are lost or a go-around becomes necessary, accomplish the normal go-around procedure and follow the missed
approach of the initial instrument approach (unless otherwise specified).
Sidestep Maneuver
-ATC may authorize a “sidestep” to an adjacent parallel runway as part of an instrument procedure.
-Use the published sidestep minimums to
determine the minimums for the instrument approach procedure.
- When the sidestep runway is in sight, commence the sidestep maneuver.
- If the sidestep runway is not in sight by minimums, execute a go-around.
- G/S off
Discontinued Approach Options
When the aircraft is at or above the altitude selected on the FCU, the Flight Crew can either:
• Apply the GO AROUND procedure, or
• Apply the discontinued approach technique.
When the aircraft is below the FCU altitude, the Flight Crew must apply the GO AROUND procedure.
Discontinued Approach
at or above the FCU altitude:
- Announce “CANCEL APPROACH”
- To disarm any AP/FD approach mode, press APPR pb or LOC pb.
- Select lateral mode as required (NAV or HDG mode).
- Select vertical mode as required (level off or adjust V/S).
- Select SPEED and adjust.
- The FMS does not automatically string the previous flown approach in the active F-PLN when the aircraft overflies the last waypoint.
- *Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
Go-Around initial pitch / thrust
• THR LEVERS. . . . . . . . . . TOGA
• ROTATION. . . . . 15° THEN SRS
(approximately 12.5° if one engine is out)
“GO-AROUND, FLAPS”
Setting thrust during Go-Around
- If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers as required. This enables to engage the
GO-AROUND phase, with associated AP/FD modes. - The Flight Crew may use CL detent to have benefit of A/THR.
- (NEOs) Set the thrust levers to the TOGA detent to ensure engagement of SRS GA mode. Then, set the thrust levers to FLX/MCT to engage the GA SOFT mode.
- (NEOs) At any time, if TOGA thrust is desired, set the thrust levers to TOGA detent.
**If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the GO-AROUND phase
FDs during Go-Around
If the FDs were off during the approach, they will automatically display in the SRS/NAV or SRS/GA TRACK mode when TOGA is selected.
If the “bird” was ON, it is automatically removed, and the FD bars automatically replace the Flight Path Vector.
FMA during Go-Around
MAN TOGA / SRS / GA TRK or NAV / A/THR (in blue).
NAV mode engagement during Go-Around
-When a go-around is initiated, NAV mode is automatically engaged if the aircraft was previously in NAV, FINAL APP, or APP NAV mode.
-NAV mode is armed and GA TRK mode is
engaged if the aircraft was previously in HDG/TRK, LOC, or LOC* and the go-around was initiated below 100’ RA. If the aircraft was previously in HDG/TRK, LOC, or LOC*, NAV mode is automatically engaged once the aircraft is above 100’ RA
and is within the capture zone for the active flight plan leg.
Go-around thrust reduction altitude (MSL)
- normally corresponds to 1000 ft AGL.
- may be different, as specified by a special departure procedure, or Airport Data Page
Constraints and FMGS go-around phase
the FMGS does not honor altitude constraints because CLB and DES modes are not
available during go-around phase
Go-Around NOT Requiring a Climb
-DO NOT select the TOGA detent
(Selecting TOGA with the flaps extended will initiate an unwanted climb using the SRS pitch mode)
-simply use the FCU to manage the aircraft (i.e., select the appropriate speed, heading, etc.)
(Since TOGA is not used, the FMGS PERF phase remains in APPROACH)
REV IDLE or REV MAX during landing
- On dry runways only and if landing performance permits, the PF can select and maintain REV IDLE until taxi speed is reached.
- For any other case, it is strongly recommended to immediately select REV MAX on all reverser levers after main landing gear touches down.
-Select REV MAX if the aircraft is affected by any
failure that impacts the landing performance (if COM Limitations permit), or if required due to an emergency.
DIRECTIONAL CONTROL during landing
- Do not use the nosewheel steering control handle before reaching taxi speed.
- If directional control problems are encountered, the PF should reduce thrust to reverse idle until directional control is satisfactory.
If REV MAX is used until the aircraft comes to a complete stop,
make a logbook entry for maintenance follow-up action.
On snow-covered grounds, the reversers should be stowed
when the aircraft speed reaches 25 KT.
During landing, Braking may begin
-before the nosewheel has touched down, if
required for performance reasons.
-However, when comfort is the priority, the PF should delay braking until the nosewheel has touched down.
“Pitch” “bank” during landing
- “PITCH, PITCH” if the pitch angle reaches:
10° (A319/A320)
7.5° (A321). - “BANK, BANK” if the bank angle reaches 7°.
If the Flight Crew does not perceive deceleration when required,
apply the Loss of Braking memory items
Transferring controls after landing
- the normal time to transfer control to the CA is just prior to departing the runway centerline.
- Control must be transferred to the CA prior to beginning the After Landing Flows.
Engine cool down V2500
-Above idle reverse:
Minimum 3min
-Idle reverse:
No limit
Engine cool down PW1100G
- minimum of 3 minutes
- 5 minutes recommended
If the approach was made in icing conditions, or if the runway was contaminated with slush or snow, do not retract the flaps and slats
until
after engine shutdown and after the ground crew has confirmed that flaps and slats are clear of obstructing ice.
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in the wings, resulting in “AIR L (R)
WING LEAK” warnings. Such warnings may be avoided during transit by keeping
the slats in Configuration 1 when the OAT is
above 40°C.
To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the SLATS/FLAPS should be retracted
before all ADIRS are set to OF simultaneously.
During ground operation, when in …….and the OAT is………, the follow the ice shedding procedure.
icing conditions
plus 3 °C or less
Ice shedding V2500
-accelerate the engines to minimum 50 % of
N1 at intervals not greater than 15 min.
There is no requirement to maintain the high thrust settings.
Ice shedding PW1100G
-accelerate the engines to minimum 60 % of N1 at intervals not greater than 30 min.
There is no requirement to maintain the high thrust settings.
Maintenance action is due in the following brake temperature cases
- The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is above or equal to 600 °C
- The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is below or equal to 60 °C
- The difference between the average temperature of the left gear brakes (combination of body and wing L/Gs) and right brakes (combination of body and wing L/Gs) is above or equal to 200 °C
- The temperature of one brake exceeds 900 °C.
• The temperature of one brake exceeds 800 °C. (A321)
In the event of excessively high brake temperatures
- on the order of 800°C and 900°C
- ensure that Station Operations are advised of the brake overheat situation before reaching the gate.
- Consider parking in a remote location to allow the brakes to cool.
-The “Ground Brake Cooling Time” table can be used to estimate brake cooling times.
Ref. MEL Chapter 32.
Brake fan selection
-should be delayed for a minimum of about 5
minutes, or done just before stopping at the gate (whichever occurs first)
- allow thermal equalization and stabilization and thus avoid oxidation of brake surface hot spots
- Selecting the brake fans before reaching the gate prevents the brake fans from blowing carbon brake dust on the ground personnel
-When the turnaround time is short, or if the temperature of any brake is likely to exceed 500°C, use the brake fans without delay,
disregarding possible oxidation phenomenon.
When one brake temperature is above……., avoid applying the parking brake unless operationally necessary.
500°C (or 350°C with BrakeFans ON)
(N901NK-N905NK) With brakes temperature above
200 °C, brake vibrations may be experienced. The Flight Crew must report any occurrence of abnormal brake vibrations in the logbook.
When to SEAT BELTS . . . . . . . . . . . . . . . . OFF
During parking
- maximum one engine running
- The residual cabin pressure light is inhibited with more than one engine running.
- triggers the Flight Attendants to disarm the L1 door
If either engine fails to shut down,
- select the ENG MASTER switch ON then OFF again.
- If unsuccessful, then use the ENG FIRE pb (takes approximately 1 minute to shut down engine).
If the aircraft starts to move with the parking brake on,
immediately release the PARK BRK handle to restore braking with the pedals.
Turn beacon OFF when
N1 is below 5%
When parking with a flat tire on the nose gear, keep the parking brake
ON to avoid aircraft yawing at parking brake release.
After shutdown, On the MCDU POSITION MONITOR page, read the deviation of
each IRS position from the FMGC position and check that the value does not exceed
5nm
When the aircraft is parked on the ground or taxiing during heavy rain
EXTRACT . . . .. . . . . . . . . . . . . . . . . . . . . . . .OVRD
On all terminating flights (i.e., aircraft remaining overnight), the Captain shall ensure
-a post-flight inspection is accomplished
regardless if maintenance is expected to take the aircraft.
-This inspection includes a fluid and oxygen level check in addition to an exterior post-flight inspection.
Before batteries to OFF
-After the shutdown of the ADIRS, wait at least 10 seconds before the shutdown of the electrical supply. This time ensures that
the ADIRS memorizes the most recent data.
-Wait until the APU flap is fully closed
(If not, may cause smoke in the cabin during the
next flight)
-If the batteries are off while the APU is running, APU fire extinguishing is not available.
Before crossing, taxiing, or back-taxiing on any runway:
“CLEAR LEFT (right); CLEAR TO CROSS”
STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . .ON
WING LIGHTS . . . . . . . . . . . . . .. . . . . . . . . . . . .ON
Note: Strobe lights need not be lighted when the CA determines that, because of operating conditions, it would be in the interest of safety to turn the lights off.
Gate Return
-Perform the After Landing Normal Procedure,
including the After Landing Checklist.
-A new or amended release is required.
Carbon Brake Wear
-depends on the number of brake applications and on brake temperature.
-It does not depend on the applied pressure, or the
duration of the braking.
- the only way the Pilot can minimize brake wear is to reduce the number of brake applications.
- avoid continuous brake applications and not “ride” the brakes.
Tiller use
- fly by wire system
- If both pilots act on the tiller or pedals, their inputs are added until the maximum value of the steering angle (programmed within the BSCU) is reached.
Avoid stopping the aircraft in a
turn, because excessive thrust will be
required to start the aircraft moving again.
For turns of 90 ° or more, the aircraft speed should be
less than 10 kt
preferred runway width for a 180° turn is:
- (A319/A320) 99 ft (30 m)
- (A321) 105 ft (32 m)
**consider additional margin when the runway is wet or contaminated.
procedure for performing a 180° turn on the
runway.
- Taxi on the right hand side of the runway.
- Maintain between 5 kt and 8 kt
- Turn left, maintaining a 25° divergence from the runway axis.
- Monitor the approaching runway edge.
- When the Captain is physically over the runway edge:
- Turn right, up to full tiller deflection
- If necessary, use asymmetric thrust (IDLE on ENG 2) and/or differential braking (more brake pressure on the right side) to maintain a constant speed. - When the 180° turn is complete, align with runway centerline and release the tiller to neutral position before stopping.
Keep-Out-Zone
V2500 Only:
The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an approximate range of 60 to 74 % N1, in order to
protect against fan flutter.
Takeoff Trim Setting
- The main purpose of the pitch trim setting for takeoff is to provide consistent rotation characteristics.
- A safe takeoff can be accomplished, provided the pitch trim setting is within the green band on the pitch trim wheel.
Action in Case of Tailstrike
-flight at altitude requiring a pressurized
cabin must be avoided
-a return to the originating airport should be
performed for damage assessment.
Flap Automatic Retraction System
activated While in CONF 1+F and IAS reaches
-210 KT (A319/A320)
or
-225 KT (A321)
automatically retracts flaps to 0° (slats stay out)
Alpha Lock
- prevents SLAT retraction at high AOA or low speed the moment the flap lever is moved from Flaps 1 to Flaps 0
- “A. LOCK” pulses above the E/WD Slat indication
- inhibition is removed and the slats retract when both alpha and speed fall within normal values
- *This is a normal situation for takeoff at heavy
weight. If Alpha lock function is triggered, the crew will continue the scheduled acceleration, allowing further slats retraction.
level off below the acceleration altitude
- ALT* engages
- target speed goes to initial climb speed.
- The “LVR CLB”message flashes on the FMA.
**In this case, the crew should expect a faster
than normal acceleration, and be prepared to retract the flaps and slats promptly
Noise Abatement Takeoff
-will not be conducted in conditions of
significant turbulence or windshear.
-Airport Data Pages may specify to use nonstandard thrust reduction/acceleration altitudes for the purpose of noise abatement (e.g., 1000’/3000’ AGL). In this case, the normal takeoff profile is still used
-Alternatively, Airport Data Pages may specify to use —Close-In Community Noise Abatement Departure
—Distant Community Noise Abatement Departure
**found in AOM VOL2
AeroData and ATC Climb Gradients and Crossing Restrictions
Unless specifically stated, AeroData takeoff performance calculations do not consider whether the aircraft can comply with SID climb gradients or meet crossing restrictions
**Some complex-special departure procedures state “these procedures satisfy all minimum climb gradient requirements.” This means, at the time the complex-special procedure was issued, AeroData evaluated the published gradient against the all-engines-operating capability.
How to improve short-term climb performance
- Preselecting Green Dot speed
- Preselecting a speed between V2 + 10 and Green Dot and maintaining the appropriate flap/slat configuration
- Setting a higher acceleration altitude. (Consider 5min eng litigation)
- Use MCT
Running out of speed while climbing in V/S
When VLS is reached, the AP will pitch the aircraft down so as to fly a V/S which allows maintaining VLS. A triple click is generated.
Using V/S to avoid TCAS events on SIDS/STARS
A likely scenario would be when the FCU altitude is set above an altitude constraint and the Pilot selects V/S when below that constraint to avoid a potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.
If ATC requires a report on a given radial
-use the FIX INFO page
or
-RADIAL FIX INFO page, which can be accessed from a lateral revision on F-PLN page at PPOS.
How the FMGS calculates the Top of Descent point (T/D)
- backwards from a position of 1,000 ft AFE on the final approach with speed at VAPP
- takes into account any descent speed and altitude constraints and assumes managed speed is used
-The first segment of the descent will always be
idle segment until the first altitude constraint is reached
-Subsequent segments will be “geometric”
** The idle segment assumes a given managed speed flown with idle thrust plus a small amount of thrust. This gives some flexibility to keep the aircraft on the descent path if engine anti-ice is used or if winds vary.
flare mode
- The system memorizes the attitude at 50’ and that attitude becomes the initial reference for pitch attitude control.
- As the aircraft descends through 30’, the system begins to reduce the pitch attitude to -2° nose down over a period of 8 s
- Consequently, the Pilot will have to move the stick rearward, so as to reproduce conventional aircraft aerodynamic characteristics
“RETARD” auto callout
@20ft
- is a reminder rather than an order
- Depending on the conditions, the Pilot may retard the thrust levers earlier or later
- the Pilot must ensure that all thrust levers are at IDLE detent, at the latest at touchdown, to ensure ground spoilers extension
The aircraft may be landed with a partial
de-crab (up to..) to prevent an excessive bank
about 5 degrees
If differential braking is to be used,
the crew will totally release the pedal on the opposite side to the expected turn direction.
Three systems are involved in braking once the aircraft is on the ground:
- The ground spoilers
- The thrust reversers
- The wheel brakes
the DECEL light is not an indicator of
the autobrake operation as such, but that the deceleration rate is reached.
The Flight Crew must perform a go-around if any of the following alerts occur:
- GPWS
* Windshear
Leaving the Go-Around Phase
- If the crew has prepared the ALTN F-PLN in the active F-PLN, a lateral revision at the TO WPT is required to access the ENABLE ALTN
prompt. On selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next waypoint using HDG or NAV via a DIR TO entry. - If the crew has prepared the ALTN F-PLN in the SEC F-PLN, the SEC F-PLN will be activated, and a DIR TO performed as required. AP/FD
must be in HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed. - If the crew has not prepared the ALTN F-PLN, a selected climb will be initiated. Once established in climb and clear of terrain, the crew will make a lateral revision at any waypoint to insert a NEW DEST. The route and CRZ FL (on PROG page) can be updated as required.
At low temperatures, the ECAM Display units
may not be available due to the extended warm-up time required.
Acceptable airframe ice:
- Thin hoarfrost is acceptable on the upper surface of the fuselage.
- On the underside of the wing tank, a maximum layer of 3 mm (1/8”) of frost
If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on),
increase the N2 of the associated
engine by about 5%.
If it is necessary for the ground crew to repeatedly anti-ice the aircraft, they must
deice the surfaces with a hot fluid mixture before applying a new layer of Deicing/Anti-Icing fluid.
Icing conditions are severe when
there is approximately 5 mm of ice accretion on the airframe.
If there is a problem with directional control:
- Reverse thrust should be set to idle in order to reduce the reverse thrust side-force component.
- The brakes should be released in order to increase the cornering force.
- The Pilot should return to the runway centerline, reselect reverse thrust, and resume braking
The crew may use the following procedure to retract the flaps/slats before the aircraft electric network is de-energized:
- Set the YELLOW ELEC PUMP to ON.
- Check that the BLUE ELEC PUMP is in the AUTO position.
- Set the BLUE PUMP OVRD to ON.
- Retract the FLAPS and monitor retraction on ECAM page.
- Select off the YELLOW ELEC PUMP and BLUE PUMP OVRD and resume with normal procedure.
If winter conditions exist on the ramp, such as ice, glycol, and/or other slippery contaminants, the parking brake
must remain ON to prevent unwarranted aircraft movement until brake release becomes operationally necessary.
OGA/LK can only be deselected by
turning the A/THR off
Early Stabilized Approach
This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP.
- Pilots should enter VAPP as a speed constraint at the FAF.
- This technique is recommended for non-precision approaches with steep flight path angles (greater than 3 degrees).
Reject the takeoff above 80kts if:
- Fire warning or severe damage.
- Sudden loss of engine thrust.
- Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.
- Any red ECAM warning.
- Any amber ECAM caution listed below:
- F/CTL SIDESTICK FAULT
- ENG FAIL
- ENG REVERSER FAULT
- ENG REVERSE UNLOCKED
- ENG 1(2) THR LEVER FAULT
If a rejected takeoff is initiated and MAX auto brake decelerates the aircraft, the Captain will
avoid pressing the pedals (which might be
a reflex action).
If the autobrake is inoperative or if the takeoff is rejected prior to 72 kt (autobrake not active and no deployment of spoilers), the Captain
simultaneously reduces thrust and applies maximum pressure on both pedals.
The aircraft will stop in the minimum distance, only if the brake pedals are maintained fully pressed until
the aircraft comes to a stop.
Engine Failure After V1 rotate to
12.5* then follow SRS
When the beta target is centered,
total drag is minimized even though there is a small amount of sideslip.
During an Engine Failure After V1, No action is taken (apart from canceling audio warnings through the MASTER WARNING light) until:
- The appropriate flight path is established
* The aircraft is at least 400 ft above the runway.
When does β target reverts to sideslip indication?
When the FLAPS lever is at zero
Speed during V1 cut
V2 to V2+10
Standard Engine Failure Takeoff Path
- Climb straight ahead to 1,000’ AFE.
- Return to land visually or complete IMC procedure.
- This path is an extension of the Captain’s emergency authority and must be stated as such to ATC as soon as practical.
Simple-Special
-differs from Standard Procedures in that a turn to a NAVAID or heading is required before
reaching 1,000’
-Acceleration Altitude (AALT) remains at 1,000’ AFE
unless otherwise specified in the ACCEL ALT box.
- mandatory in IMC. And VMC until reaching 1,000’
- In IMC, vectors can be accepted after reaching 1,000’ AFE. If radar vectors are not available, comply with the special procedure until 3,000’ AFE at which time you may proceed on course
Complex-Special
- issued when an engine failure procedure is too complex to fit in the Simple-Special table
- Acceleration Altitude (AALT) remains at 1,000’ AFE unless otherwise specified in the procedure.
- mandatory under IMC and VMC.
-may be specifically designed for a published
instrument departure procedure
engine-out standard instrument departure (EOSID)
- always for a specific runway
- indicated on the first line of the SID page for that runway, and it can be selected manually
The last point, if any, that is common to both the SID and engine-out SID is called the
- diversion point (DP).
- The EOSID Diversion Point is the waypoint at which the EOSID diverges from the active SID.
- If there is no common leg between the SID and the EOSID in the navigation database, the diversion point is by default the runway threshold.
Engine-Out Condition Before the Diversion Point
- The MCDU automatically shows the engine-out SID as a temporary flight plan on the F-PLN page and on the ND.
- The EOSID can be inserted or erased.
ALPHA FLOOR threshold
- below ALPHA PROT speed
- in NEO inhibited above .6M
Thrust after ALPHA FLOOR triggered
- TOGA thrust is maintained or locked
- The desired thrust can only be recovered by setting A/THR to OFF, with the instinctive disconnect pushbutton
For takeoff and landing, set radar tilt to:
4 ° up
