OM - B Flashcards
1
Q
Bank Angle Limitations
A
Max Angle of Bank not exceed 30 degrees in Manual Flight.
2
Q
In Flight Landing Wind Limits
A
EFB – More Button / Refer to RCAM in QRH -A.3
Max Crosswind CEO: 38 kts / NEO TO: 35 kts / Landing: 38 kts
FCOM LIM 12
For Cross-Wind more than 20 kts Rolling Take-Off
3
Q
Runway Surface Takeoff & Landing (not recommended)
A
Wet Ice
Water on top of Compacted Snow
Dry Snow or Wet Snow over Ice
4
Q
Partial Runway Snow Removal
A
Cleared / Treated width not less than 30 m (RWY)
RWY wider than 45 m, may be cleared to width of less than 45 m, not considered Narrow Runway unless limited by Snowbanks
5
Q
Taxi Speed Limitations
A
Max Taxi Speed Straight Line 30 kts
Max speed in Turn: 10 kts
6
Q
One Engine Taxi-Out Limitations
A
Engines are Cold – allowed if BOTH engines have been run at Idle for minimum 5 minutes.
(Cold Engine and engine that has been shut down for 6 hours or more)
Prohibited following conditions:
1. Taxi Surface Slippery.
2. Low Visibility Procedure in Force – LVP
3. Pushback completed with Powerpush unit via the Main Landing Gear
4. APU or APU GEN out of Service
5. Technical Defects effecting following:
Hydraulic redundancy
Electrical Redundancy
Bleed Air
Steering or Braking Capability
7
Q
First Officer Handling Limits
A
- Max X wind 20 kts (incl gusts)
- 3 star FO, No Planned tailwind landings
- 3 star FO, No Flaps 3 Landing (except emergency)
- Takeoff minimum 400 m RVR
- Approach Minimum
Cat I for ILS
Published minima for Non – Precision Approaches
Circling Approach as PF minimum 5000 m Visibility - 45 m Runway Width, unless Training
- No Contamination or Slippery Runway conditions
- No Reported Windshear
- No Autoland for Normal Operations
8
Q
Headset Policy – when headset must be used
A
- On Ground receiving ATC clearance by Voice
- From Engine Start-Up to Top of Climb
- Anytime when only ONE Pilot is monitoring the Active ATC frequency
- During Oceanic Clearance
- From Top of Descent until Aircraft is Parked
Both Pilots monitor VHF 1 at the same time, 121.5 should be audible on VHF 2 at the same time during Flight.
9
Q
Use of Public Address (PA)
A
No PA during, Taxi, Climb or Descent, except special circumstances.
10
Q
Handling Agent Radio Call
A
Latest 15 Nm before TOD, unless level segment.
11
Q
10.000 ft – Sterile Cockpit Rule
A
Below 10.000 ft
Non-essential conversation between Cabin & Cockpit should be avoided.
Non-essential conversation within the Cockpit should be avoided.
Cabin Crew will be released after departure as soon as it’s safe.
Seat – belt signs will be switched of at 10.000 ft, if safe.
10 minutes after seat belt signs off, cabin crew can make contact with Flight Crew.
12
Q
Taking Over the Flight Controls
A
PM must state clearly “I HAVE CONTROL” – and PRESS the Sidestick Priority Push Button, keeping it pushed until the transfer of control is clearly established.
Sidestick and Rudder should be Covered during Critical phases of Flight.
Heels on the floor, soles gently on the Pedals, ensuring no Pressure inputs being made.
13
Q
Technical Condition of the Aircraft – Document check before each flight
A
- Technical Log and defects list ref Airworthiness, acceptability of MEL, and influence of Flight Plan.
- Technical Log and verify Certificate of Maintenance and Daily Inspection are up to date and Signed.
- Check Deferred or Carried Forward Defects
14
Q
Interactive Briefing – before First Flight of the day
A
- Flight Times
- Security Procedures (search or cabin tidy)
- Weather conditions, departure, enroute, destination
- Training
- Crew considerations
15
Q
Safety Exterior Inspection
A
Area Safe for operations (engineering, refuelling etc)
Wheel Chocks, if chocks not in position, flight crew must check that the Parking Brake is set, enough Accumulator pressure.
APU Inlet & Outlet are clear
16
Q
Preliminary Cockpit Preparation
A
Items marked “ASTERISKS” (*) are only items to be done During Transit Stop without Flight Crew Change.
Otherwise, New Flight Crew performs ALL the items
(APU START delayed if EXT PWR is available)
17
Q
Setup on RDR – 4000 Wx Radar
A
WXR / PWS sw OFF CAPT DISPLAY mode selector OFF F/O DISPLAY mode selector OFF GAIN know AUTO TURB sw AUTO
18
Q
Battery Check / Setup
A
If BAT not been electrically supplied for 6 hours our more, Check BAT 1 & 2 Voltage
If battery at/below
BAT 1 & BAT 2 OFF
EXT PWR pb ON
ELEC SD Page, check Battery Contactor is closed
20 minutes to charge, to ensure Batteries above 25.5V
If the Battery is above 25.5 V
BAT 1 & 2 AUTO
APU should be started within 30 min after selection of Batteries to AUTO. 35 min after Battery Selection AUTO, charge is less than 25% Max Capacity
19
Q
APU Fire Test Pushbutton
A
APU fire warning on :
ECAM + CRC + MASTER WARN light
APUT FIRE pb-sw lighted RED
SQUIB light and DISCH Light on
20
Q
APU BLEED - AIR CONDITIONING – EXT Power relation
A
External Power kept ON, to reduce APU Load, in HOT conditions.
When APU BLEED is ON, keeping EXT PWR ON, increase the BLEED AIR FLOW of APU, better Air Conditioning.
APU START – 1 minute – APU BLEED ON – 1 minute – 1 Pack ON
Do NOT use APU BLEED if GROUND AIR UNIT is connected, check BLEED SD page, if pressure in the Bleed System.
In HOT WEATHER, both Air Packs may need to be used for Cabin.
21
Q
ENG OIL QUANTITY
A
CEO: Oil Quantity AT or ABOVE 9.5 qt + estimated consumption 0.5 qt/h
NEO: Oil Quantity AT or ABOVE 10.6 qt + estimated consumption 0.45 qt/h
Note NEO, if ENG OIL quantity not showing, Overhead Maint Panel FADEC GND PWR ON than OFF
22
Q
Landing Gears Doors if Open
A
- Request clearance from Ground Crew before pressurize Green Hydraulic System.
- Green System pressurized, if Yellow system Pressurised and PTU in AUTO mode.
23
Q
ACCU PRESS indicator and BRAKE PRESS indicator
A
- ACCU PRESS must be in Green Band. If not
- Use Yellow Hydraulic System to recharge the Brake Accumulator.
(Yellow & Green Hydraulic Systems are Pressurized from Yellow Electric Pump – Check with Ground Crew before using) - Yellow Electric Pump to recharge Accumulator
24
Q
Emergency Equipment
A
- Life Jackets - 3
- Axe
- Smoke Hood
- Portable Fire Extinguisher
- Oxygen masks
- Torches – 2
- Escape Ropes - 2
- Protective Gloves
25
GEARS PINS/FAN COWL FLAGS
- Check that 3 Gear Pins are on Board
| - Check that 2 Fan Cowl Flags / Keys are on board
26
CVR TEST pb
- Parking Brake must be ON
- Press and Maintain CVR TEST pb
Audio Test Signal tone (a short tone, or short tone and a beep every 4 s or 2 short tones and a beep every 4 s
- Acoustic Feedback may happen, and is acceptable
27
ADIRS – IR MODE selector – Alignment procedures
Complete IRS Alignment:
- Before First Flight of the day
- When there is Crew Change
- When GPS is NOT available and the NAVAIDS coverage is poor on expected Route
- When GPS is not available and the expected Flight Time is more than 3 hours
Fast Alignment:
- If full alignment not required
- If IRS position and FMGC position is at or above 5 Nm (MCDU Position Monitor page)
Aircraft must be stopped on Ground, and do not align IRS during Engine Start, or while Engines are Running.
28
PACK FLOW selection
- LO if Pax
A319 / A320: below 130
A321 below 160
- HI – HOT and HUMID conditions
- NORM for ALL other Normal Operation’s
If APU supplying, HI Flow is Automatically selected regardless of position.
29
ELEC BAT CHECK (During the Overhead Flow / Lights Out etc, before Fire Check)
- No Amber Lights except GEN FAULT lights
- ECAM ELEC PAGE - select
- BAT 1 pb & BAT 2 pb set OFF then ON
This starts Charging cycle of the Batteries
- 10 sec after setting BAT pb-sw ON, check ELEC SD page, that the current charge of the Battery is below 60 A and is decreasing.
- If the charge of at least ONE battery is not below 60 A, wait until end of charging cycle and do this again
30
Engine Fire Test
Push Test button for test – gives 7 parameters
1. CRC Sound (Continuous Repetitive Chime)
2. MASTER WARN lights Flash
3. ECAM displays the ENG 1 FIRE, / 2 Alerts
4. All ENG FIRE pb come on RED
5. SQUIB Lights of AGENT pb ON
6. DISCH Lights of AGENT pb ON
7. FIRE Lights on ENG MASTER Panel come on
31
BRAKE PRESS indicator
Check for Normal indication on the ACCU and BRAKES PRESS indicator
32
FMGS – Procedure for modifying IDLE / PERF factor (On Ground only)
- First flight of the day, X check OFP & FMGC
On Aircraft Status Page
- ENTER “ARM” in the CHG CODE line’s (5L)
- WRITE the new IDLE/PERF factors. IDLE factor should be set to (– 3.5), PERF factor as written on the OFP.
- INSERT using (6L) – key
IDLE / PERF factor is displayed in Large Blue Fonts when manually entered
33
NAVAID Deselection
- Select MCDU DATA
- Position Monitor & Access
- SEL NAVAID page, and deselect related NAVAIDS
34
MCDU Speeds origin – Performance Page
Green Dot, F, S, VLS are computed from ZFW & ZFCG entered by the crew on the MCDU.
Must be checked and compared with EFB LOADSHEET.
When ZFCG, ZFW and BLOCK FUEL are inserted, the FM will provide ALL PREDICTIONS, as well as the EXTRA FUEL if any
35
PRESET SPEEDS for Departure when Heavy / Auto-retract
Speeds can be Preset on PERF CLB or PERF CRZ page.
To return to Managed Speed / ECON MACH Profile, Press SPD selector on the FCU.
At HEAVIER WEIGHTS, when GREED DOT is HIGHER than the SPEED CONSTRAINT (GREEN DOT more than 220 kts), eg. GREEN DOT 230 kts.
Consider Using lower SELECTED SPEED, to keep CONFIG 1 + F, or use AUTO – FLAPS RETRACTION.
FLAPS Auto-Retract at 210 kts, enables 220 kts to be flown at CONFIG 1 only.
To Clean UP, SELECTED SPEED 230 kts, until SLATS fully Retracted, before increasing SPEED above 230 kts.
36
ALTIMETERS CHECK
- Maximum difference between PFDs is +/- 20 ft
| - Maximum difference between ISIS and PFD’s +/- 60 ft
37
OXYGEN CHECK
1. Crew Supply ON
2. Loudspeakers ON
3. INT ACP ON
4. Press and Hold RESET / TEST – Blinkers Turns Yellow and goes Black
5. Hold Reset /Test button down, and Press Emergency Pressure Selector.
- Blinker Turns Yellow and remains Yellow as EPS is pressed &
- Oxygen Flow through Loudspeakers
6. Check Reset/Test Button returns to UP position and N 100% Selector is in the 100% position.
7. Press EPS alone, and check Blinker does NOT turn Yellow. (shows the Mask is not supplied)
38
ECAM DOOR / OXY PAGE Check
REGUL LO PR Message – CHECK OFF
| After checked all masks, to ensure LP Valve is Open.
39
OXY, PRESS, HYD – ECAM Pages check
1. OXY – Door Page – Check NO “REGUL LO PR” message
2. PRESS – LDG ELEV AUTO (is there)
3. HYD – Hydraulic Level / Pressure (CEO 9.5 qt / 0.5 qt/hr) (NEO 10.6 qt / 0.45 qt/hr)
40
IRS ALIGN
IRS ALIGN
- Position Monitor page, check IRS are in NAV mode, and distance is lower than 5 Nm.
- Select ND ROSE – ARC, confirm Aircraft Position with Airport / NAVAIDS
41
FUEL ON BOARD DISCREPANCY LIMITS
| Tech Log
Fuel Imbalance within Limits
At Takeoff: 500 Kg
At Landing: 1500 Kg
Variation is Linear between various fuel levels.
- Crosscheck that the SUM of the Fuel On Board (FOB), recorded at the END of the last flight and the Fuel Uplift is consistent with current FOB.
- If Abnormal difference found, maintenance action is required.
- FOB After Refuelling Up to 6 tons: Max Abnormal difference: 400 kg
- Between 6 tons and 12 tons: Max Abnormal difference: 500 kg
- More than 12 tons Max Abnormal difference: 600 kg
42
Intersection & RWY Length
If any Intersection RWY length is not displayed in the Aerodrome Airport Chart, but available on the EFB RWY selection, it is acceptable to rely on a Gross-Error check.
43
EFB Validation
```
EFB Validation
FRILS – Format
Flaps
Runway
Intersection
Length
Speeds
```
44
TAKEOFF DATA – CROSS-CHECK
```
PM Calls:
V-Speeds
RWY
FLAPS
FLEX
ENG OUT ACC
GREEN DOT SPEED
+/- 1 kt difference is acceptable, any larger must be resolved by Crew and the EFB validation process started again.
```
45
Last Minute Changes Standard Weights Cabin Bag / Checked / Rush bags
- Cabin Baggage LMC, standard value of 5 kg
| - Checked Luggage / Rush Bags, standard weights (15 / 13 / 11 kg) shall be used.
46
New Load Form & Certificate if LMC exceeds following values (PAX numbers)
- Plus 10 Pax
| - Minus 20 Pax
47
Positive LMC Limitations
Total LMCs must NOT be greater than the UNDERLOAD BEFORE LMC
48
LMC Negative & Positive SOP’s
1. LMC is NEGATIVE and ZFCG is MAX + / - 2% MAC of Original Value
- Total LMC weight & CG variation record on Loadsheet.
- Revised TOCG record on the Loadsheet (cross rest out)
- Cross-check LMC
- NO CHANGES ARE REQUIRED IN MCDU
- NO ACTION WITH TAKEOFF PERFORMANCE
2. LMC is POSITIVE but less than 250 Kg and ZFCG within +/- 2% MAC
- Total LMC weight & CG variation record on Loadsheet.
- Revised TOCG record on the Loadsheet (cross rest out)
- Cross-check LMC
- NO CHANGES ARE REQUIRED IN MCDU
- NO ACTION WITH TAKEOFF PERFORMANCE
3. LMC is GREATER than 250 kg or/and ZFCG is outside +/- 2% MAC
- Total LMC weight & CG variation record on Loadsheet
- Record revised ZFW/ZFCG and revised TOW / TOCG on Loadsheet
- Cross-check LMC
- PM SHALL enter Revised ZFW / ZFCG in MCDU INIT B, confirming the difference between ZFW before and after LMC
- PM SHALL call the revised TOW from MCDU
- Both Pilots SHALL re-compute and insert Revised Takeoff Performance.
- The Revised TOCG value in %MAC is used for THS
EFB Validation Procedure is repeated as SOP
49
SLIDES – Re-Opening Procedure
If External Air Start it is permitted to Arm the doors, with the Airbridge still connected or very close
Re-Opening Doors:
- Non-standard situation, re-opening doors after slides armed.
- Communication established CM1 & Senior Cabin Crew Member with reason to re-open
- CM1 gives authorisation using Normal Cabin Door disarming procedures
- CM2 make PA “Cabin Crew disarm doors for Arrival”
- CM1 Turns Seat Belt Signs OFF
- Cockpit Door should remain Closed until Engine Shutdown (except for Crew entry)
50
N/W STRG MEMO during Pushback
NW STRG DISC memo confirms the Nosewheel Steering Selector bypass pin is in tow position.
NW STRG DISC in Green memo
NW STRG DISC in Amber – 1 engine Running
No Memo displayed: Self Manoeuvring /Power push
If ECAM does NOT display the N WHELL STEERG DISC memo, but Ground Crew confirms the TOW PIN is in the Towing Position, Flight Crew should NOT START ENGINE during pushback.
To Avoid possible Nose Landing Gear damage upon Yellow Hydraulic pressurization. MEL Procedure applies if this is the case.
51
ACCU PRESSURE - checks
Indication must be in the Green Band, if not use the Yellow Hydraulic Electric Pump system to recharge the Brake Accumulator
52
Parking Brake Failure
If Aircraft starts to move with Parking Brake on, Release Parking Brake, to restore Braking by Pedals.
53
Shear Pin Failure during pushback
1. If Pushback stops immediately after failure of shear Pin, no inspection is required.
if not
2. Nose Gear must be inspected, if after failure of towbar shear pin, with separation and overrun of towbar by aircraft, or Push Turn Ops, towbar touches tractor.
54
Fuel Savings OETD
30 kg per event
55
Fuel Leak during Engine Start
If during Engine Start, Ground crew reports fuel leak from Engine Drain mast:
1. Run engine at idle for 5 minutes
2. If Leak stops, Aircraft can be dispatched without maintenance.
3. If Leak still exist, after 5 minutes, shut down the engine and request Maintenance
56
Engine Start (CEO)
- ENG 1 MASTER lever ON when al amber crosses and messages no longer on the Engine Parameters (Upper display ECAM)
- In case ELECTRICAL POWER supply is interrupted during Start, (Loss of ECAM DU’s), Switch OFF ENG 1 MASTER sw, and perform 30 sec Dry Crank
```
CEO Start sequence
- Fuel Valve in Line – Bleed Pressure Green – Oil Pressure increases
- N2 16% - Active IGNITER A or B
- N22%
Fuel Flow Increases
(15 seconds max)
EGT increases
N1 increases
```
- Start Valve starts closing (fully closed 50 – 56% N2)
Igniter OFF
- IDLE - AVAIL indication displayed.
57
Engine IDLE Parameters (CEO)
```
N1 19.5%
N2 58.5%
EGT 390 C
Fuel Flow 275 kg/h
Grey Background on N2 disappears
```
58
Engine IDLE Parameters (NEO)
```
N1 19%
N2 68 %
EGT 520 C
Fuel Flow 290 kg/h
Grey Background on N2 disappears
```
59
Engine Start & Packs
Both Pack Valves reopen with 30 second delay, after the second Engine N2 is above 50%
- PTU Fault is triggered, if the second engine is started within 40 seconds of the end of the Cargo doors operation.
- If a TRANSIENT HYD LO PR warning is received after Start, it can be removed either by selecting:
Yellow Elec Pump ON or
Starting ENG 2
60
AUTOMATIC STARTING – FCOM – sequence
- IGN / START ON
- ENG SD page displays on SD
- Engines parameters show
- Pack Valves Auto Close
- ENG MASTER to ON
- LP Fuel Valve Opens
- Ignition Starts
On Ground N2 16%
In Flight immediately
- HP Fuel Valve Opens
On Ground N2 >22%
In Flight N2> 15%
- When N2> 50 %
Engine Start Valve Cloes
Ingition stops if on Ground.
Pack Valves reopen if another engine NOT started within 30 seconds.
--------------------------------------------------------------------------------------------
- AUTOMATIC ENGINE START FINISH
- Start Selector to NORM
Set ENGINE Master off, if:
Electrical Failure
Tail Pipe Fire (No ECAM – only Ground Crew or Tower)
High EGT
61
Icing Conditions Definitions
- OAT (Ground or after Takeoff) or TAT (in Flight) is AT or BELOW Plus 10 C and visible moisture in any form is present.
(Clouds, Fog visibility of 1600 m or less, Rain, Snow, Sleet or Ice Crystals)
- OAT on Ground / Takeoff, is at or below 10 C, and Operating Ramps, Taxiways or Runways, where surface Snow, Standing Water or Slush, might be ingested by Engines, Nacelles or Engine Probes
- During Climb & Cruise, when SAT is below – 40 C
62
Ice Shedding CEO & NEO
Ground Operations in Icing Conditions and OAT is + 3 C or less, for more than 30 minutes, the following procedure should be applied:
- Accelerate Engines approx. 70% of N1 for 30 seconds, at intervals of not greater than 30 minutes.
- In Addition, this Engine Acceleration should be performed just before Takeoff. Attention to Engine parameters are normal. (If not practical surface, than Engine as high as possible to be safe)
- Can be increased to every 10 minutes in very bad weather conditions. (FZRA, FZFG, Heavy Snow etc.)
NEO N1 Max 50% for 5 seconds, max every 60 minutes. If more than 120 minutes, request maintenance action.
63
RUDDER TRIM Limits
Reset to ZERO
| After Reset, indication up to 0.3 degrees L o R is acceptable.
64
Thrust Levers & Brakes from Start of Taxi
- Max 40% N1 during taxi to avoid FOD damage.
| - If an ARC displayed on the ECAM WHEEL SD page, set BRAKE FANS ON
65
Engines Running/Warm up time before Takeoff
If OETD / Single Engine Taxi
If cold, more than 6 hours, it needs to operate at least 5 minutes for warm-up.
If warm engines, it needs to operate at least 3 minutes for warm-up.
(Before High Power)
- To avoid Thermal Shock
- Takeoff not before Centre Tank Pump test is finished. (Takeoff on Centre Tank is prohibited)
- Ensure Correct Purging of water on the Wing section of the feed gallery of the side of the inoperative Engine.
66
NWS Lost durng Single Engine Taxi – Yellow Elec Pump
If NWS is lost when the Y ELEC PUMP is switched OFF, then aircraft should be brought to stop in a straight line, using differential Braking if required.
Park Brake applied & ENGINE 2 started.
67
FLEX Temperature Corrections
Corrections not requiring EFB T/O Performance Re-Calculation.
- Engine A/ICE ON – subtract 5 degrees FLEX
- QNH Reduction – Subtract 1 degree C FLEX for 2 hPa
Corrections can be added together. Eg. Anti-Ice + QNH drop of 1 – 2 hPa = Subtract 6 degrees FLEX
Speeds Remain Valid.
68
FLEX TEMPERATURE MAX & MINIMUM
FLEX TEMPERATURE MAX & MINIMUM
- Thrust must NOT be reduced by more than 25% of the full rated Takeoff Thrust
- Maximum FLEXIBLE Temperature at ISA + 53 (68 degrees at SEA LEVEL) (NEO ISA +55)
- Minimum FLEXIBLE Temperature, cannot be lower than the Flat Rating Temperature: TREF (ISA + 29 at Sea Level) , or the Actual Temperature (OAT)
- ISA at Sea Level is 15 degrees.
- FLEXIBLE TAKEOFF is NOT PERMITTED on Contaminated Runways
- A319 FLEX 45 = ISA +30 < FLEX < ISA + 60
- A320 FLEX 44 = ISA +29 < FLEX < ISA + 53
- NEO FLEX 40 = ISA + 25 < FLEX < ISA + 55
69
TRANSPONDER / SETTING new model
STBY
Set to AUTO in After Start Flow
After Landing – Set to STBY
70
Brake Temperature
- Max Brake Temperature before Takeoff is 300 C
- Use Brake Fans, when Green Arc to reduce Temperature to 150 C
If Brake Fans are Running:
- Brake Temperature is above 150 C Delay Takeoff
- Brake Temperature below 150 C, Brake Fans can be Selected OFF
71
Engine Model selector
Select IGN - ON if;
- Standing Water
- Heavy Rain is falling
- Heavy Rain or Severe Turbulence (after Takeoff)
72
After “Before Takeoff” Checklist and line Up:
Entering the Runway depending on Clearance:
PM:“Before Takeoff Checklist Complete, Line Up Only, Runway XX, Intersection YY”
Or
PM:”Before Takeoff Checklist Complete, Takeoff Confirmed, Runway XX, Intersection YY”
PF response:
PF: “LINE UP ONLY” or
PF: “CHECKED” – setting Thrust announce “TAKEOFF”
73
Tailwind or Crosswind is Greater than 20 kts Technique
- PF sets 50% for stable
- Rapidly sets 70% N1, above 15 kts Ground Speed, progressively increase Thrust to reach Takeoff Thrust by 40 kts Ground speed
- Maintain FULL SIDE STICK FORWARD until reaching 80 kts
- Release Sidestick gradually to reach Neutral at 100 kts
- Captain on Thrust Lever until reaching V1
- Rolling Takeoff NOT permitted when TOGA Takeoff
74
Directional Control during Takeoff
- Tiller is disabled at 80 kts
| - At 130 kts Rudder Pedals disconnect from NWS
75
Rotation
• At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3°/sec, towards a pitch attitude of 15° (12.5° if one engine is failed).
• Minimize lateral inputs on ground and during the rotation to avoid spoiler extension.
• In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at maintaining wings level.
• After lift-off, follow the SRS pitch command bar.
CAUTION: If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and return to the originating airport for damage assessment.
76
PACKs On after Takeoff
- Pack 1 ON after CLB Thrust Reduction
| - Pack 2 ON 10 seconds after Pack 1
77
Cruise Actions:
Cost Index should remain Zero until CRZ FL – reset Cost Index at Cruise Level
TCAS Below (or as required)
Check ECAM SD Pages
PM Checks FOB – Fuel Prediction – compares with OFP.
FOB + Used Fuel = Fuel on Departure
GPS PRIMARY available, no accuracy check required. If NO GPS PRIMARY:
- GPS PRIMARY LOST on ND
- IRS only Navigation
- PROG page displays LOW accuracy
- NAV ACCUR DOWNGRAD on MCDU
78
METHODS to CHECK NAVIGATION ACCURACY:
Check is Positive, equal or less than 3 Nm – FM position reliable
(Use ND (ARC or NAV) and managed Lateral Guidance
Check is Negative, error more than 3 Nm – FM position is NOT reliable
(Use RAW data for navigation and monitor it)
If there is a SIGNFICANT mismatch between display and real position, disengage MANGED NAV mode and use RAW DATA Navigation, possibly switch to ROSE VOR mode, to not get misled /confused by FM data)
79
Factored Landing Distance & Manual Braking requirement - FLD
- If MAX MAN Braking is required, for FLD to be less than LDA, follow this procedure:
- AUTO BRAKE MEDIUM on
- REVERSE MAX on Touchdown
- PF Ready to override Autobrake and apply MAX MAN Braking after Autobrake activation.
- In UNFORSEEN circumstances, if considered SAFEST option, the 15 % margin may be reduced.
- The CALCULATED unfactored Landing distance, shall ALWAYS be less than LDA
- If weather expected to change and landing airport, consider second calculation for the Worst possible runway condition.
80
Use of REVERSERS
Use of REVERSERS
- DRY Runway may select REV IDLE
- WET Runway – surface condition GOOD – may select REV IDLE, depending on following conditions;
1. Landing Distance Calculation made
2. MEDIUM landing performance Level for in-flight Landing Distance computation.
3. No Reverser Credit
The Result of this Factored Landing Distance, is within the LDA.
- MAX Cross Wind Limits, refer to Actual Runway state ; WET = GOOD
- Once WET Runways REVERSERS requirement have been determined, Landing Distance using GOOD, can be used to get expected Landing Distance.
81
Aircraft Go Around Climb Gradient
The Computed GA GRADIENT, shall be equal or Greater to the Missed Approach Climb Gradient at the minimum One Engine Inoperative (OEI)
Go Around Acceleration Altitude (EO ACC ALT)
Minimum ENG OUT ACC altitude is either:
- 1500 ft AAL (VMC or EOSID – OEI GA)
- Missed Approach Level Acceleration Altitude (if published)
- Minimum Flight Altitude on MAP (MSA/TAA/MRVA)
- Initial Go Around Altitude
If GA GRADIENT can’t be achieved, consider:
- Higher Approach Minima, with lower GA Climb Gradient
- CONF 3 Approach
In case of OEI Go Around consider:
- PACKS OFF
- Alternative Missed Approach Procedure (coordinate with ATC)
- Follow EOSID for intended Runway
(Acceleration on EOSID, may be AT or ABOVE the default 1500 ft EO ACC ALT)
EOSID can be inserted in FMGS (alternate Flight Plan / Departure)
82
Optimum Flight Level function
MCDU OPT FL LEVEL is function of Cost Index
MAX REC FL LEVEL is 0.3g buffet margin.
MCDU will accept Level to 0.2g margin
83
RVSM CHECK at Cruise
Check at intervals of ONE hour, PFD Altimeter agree with the Instrument tolerance.
FCOM – RVSM Normal Procedure – depends on Flight Level
- FL 300 PFD 1 & 2 130 ft (ADR 1 & 2)
- FL 390 PFD 1 & 2 130 ft (ADR 1 & 2)
(ADR 1 / 2 and ADR 3 – 195 ft)
84
F – PLN A Page
- If a TOO STEEP PATH message is displayed after the FDP, do not use FINAL APP guidance for approach.
- Do not modify the Final Approach (FAF to Runway or MAP), including Altitude constraints.
85
Vapp – modification on PERF APPR page
- Vapp without Failure, may be increased to MAX Value VLS + 15 kt (strong gusty Cross Wind greater than 20 kts)
- Landing Performance must take this into account.
- During Approach if Vapp < Vls + 3 kts, should be corrected to make
Vapp = Vls + 5
- Insert Average wind given by ATC /ATIS, do NOT include Gust values.
86
Go Around Climb Gradient (Part 2)
```
OM-B 4112 – Minimum 2.5% at 1500 ft
Go Around gradient when no published-on chart 2.5%
GA Gradient criteria:
- Go Around Flaps config
- 1 Engine Inop
- TOGA
- Landing Gear Retracted
GA GRADIENT equal or Greater to Published MISSED APPROACH CLIMB GRADIENT at the Minimum One Engine Inoperative GO AROUND ACCELERATION ALTITUDE. (EO ACC ALT)
```
87
Tailwind Limits
Max Tailwind for Takeoff 15 kts
Max Tailwind for Landing 15 kts
For Landing with Tailwind greater than 10 kts, use FLAPS FULL
CONF 3 considered depending on RWY length
- Improve Go – Around performance
- Windshear/Severe Turbulence reported on Approach
CONF 3 Reduce noise and Save fuel
- Care exercised to get Stable Approach
- No Tech defects affecting Landing Performance
- No Runway Contamination
88
ENG ANTI ICE PB – Descent / Approach
During Descent even if SAT is below - 40 C, ENG ANTI ICE should be ON.
FADEC selects Higher Idle Thrust, better protection against Flame-out.
WING ANTI ICE on reduces the descent path angle, when engines at Idle, compensate by increasing Descent Speed or using Speedbrakes
89
Descent Planning / Energy management
Height x 3 + 1 Nm per 10 kts to slow down.
Example 30.000 ft – 30 x 3 = 90 Nm +/- correction for Speed reduction approx. 10 Nm
FPA = FL/DIST (Nm)
For 3 degree Glide Path : Ground Speed x 5 = ROD
EXPED pb Target Mach 0.8 or 340 kts – THR IDLE/EXP DES/NAV - FMA
- To exit EXPED mode:
- Push / Pull ALT knob,
- Pull SPD or
- Pull V/S knob
READ FMA – CONFIRM CORRECT MODE
In DES mode, if Aircraft is ON or BELOW flight Path, and ATC requires higher ROD, do not use SPEEDBRAKE while in DES mode, as A/THR may increase Thrust to compensate for Drag
- Use OPEN DEScent mode with SPEEDBRAKES.
- SpeedBrakes above 315 kt/M.75 with AP, retract SLOW, 25 seconds from FULL EXT.
SPD BRAKES in ECAM MEMO until retraction complete.
- To Avoid overshooting, retract Speedbrakes 2000 ft before selected Altitude ALT STAR
90
Surveillance Radar Approaches (SRA)
- Guidance terminates 2Nm and 0.5 Nm from touchdown.
- FMGS setup – enter Runway at the Destination, with CF at 5 Nm from Touchdown and VDEV guidance on the PFD
- Use Extended Centre Line
- Waypoints may be added.
- For 3 degree glide path : Ground Speed x 5 to give Rate of Descent.
- A/THR Managed Speed
- When Visual PF calls PM to deselect FDs, FPV-Bird on Final Approach Track
91
Stable Approach Criteria for other than Circling Approach
All approaches SHOULD be stable by 1000 ft RA and MUST be stable by 500 ft RA
- Aircraft in LANDING CONFIGURATION
- Correct LATERAL and VERTICAL flight path (reference G/S, PAPI or FMS Vertical Guidance)
- Target Final Approach Speed +10 / - 5 kts
- Bank Angle Max 15 degrees
GO AROUND if: by 1000 ft RA
- Aircraft NOT in LANDING CONFIGruation
- Speed Greater than Vapp TGT + 30 kt
by 500 ft
- Stable Approach criteria NOT achieved
- Landing Checklist NOT completed
Transient Deviations due to weather acceptable.
1000 ft RA may not be practical at some Airports, due to Terrain. In this case Brief in reference to 1000 ft to TDZE
92
Stable Approach for Circling Approach
By 400 Ft above TDZE:
- Correct Lateral and Vertical Flight Path (PAPI, or FMS VDEV)
- Target Final approach speed +10 / - 5 kts
- Bank Angle Max 15 degrees, within + / - 30 degrees Final Track
If not this criteria, a GO AROUND MUST be flown.
The STABLE / NO STABLE call shall be referred to 400 ft above TDZE
93
Decelerated Approach
With FD or AP/FD guidance, standard Approach for ILS and approaches using FINAL APP guidance
Configure during approach until 4 / 5 Nm
94
Early Stabilized Approach
Non precision Approaches, Steep Approaches and Approaches with Failures
- Reduce the Speed down to Vapp
- Configure Landing configuration by Final Descent Point
(selected guidance, high glide path angle, low altitude intermediate approach)
- Enter Vapp as Speed constraint at the Final Descent Point
95
Discontinued Approach
Criteria – Aircraft is AT or ABOVE the Altitude selected on the FCU.
There are 2 Options:
- Apply the GO AROUND procedure, or
- Apply the Discontinued Approach Technique
- When Aircraft BELOW the FCU Altitude, must apply the GO AROUND Procedure.
If AT or ABOVE the FCU Altitude:
- Call “CANCEL APPROACH”
- Disarm Approach Mode – press “APPR pb” or “LOC” pb on the FCU
(Only ILS or FINAL APP guidance)
- Select Lateral Mode (NAV or HDG) as required.
- Select Vertical Mode (Level Off or V/S) as required
- Select SPEED and adjust
If Destination LOST. LAT REV and insert NEW DEST field. Because not set to TOGA, FMS remains in Approach phase.
96
PM Monitoring Calls on Approach
- Speed Target – 5 or + 10 kt
- Pitch Attitude – 2.5 degree or + 10 degrees (A321 +7.5 degrees)
- Bank Angle greater than 7 degrees
- Descent Rate greater than 1000 ft/min
1000 ft Call Stable Approach Criteria must be met
- Speed Calls / Speed Error “ UNSTABLE SPEED” if speed between 10 – 30 kts to fast
- LOC ½ DOT
- GLIDE ½ DIT
Using SpeedBrakes while Changing FLAPS Config, may lead to A/THR maintaining a Target speed 10 kt higher than the Selected/Managed.
Pressing A/THR button to switch OFF and ON, should RESET the correct Target.
ENG THR LOCK may be triggered.
97
Approach Types
Lower than Standard (LTS) CAT I Approach
Lower than Standard (LTS) CAT I operations allow a CAT I ILS to be flown to lower RVR minima.
LVPs must be in force.
LTS CAT I minima are published for the intended ILS approach.
CAT I DA and LTS CAT I RVR are used.
CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
At least one AP is coupled for approach and automatic landing.
No OFP note prohibiting LTS CAT I for the intended runway (not yet evaluated for autoland).
Other than Standard (OTS) CAT II Approach
Other Than Standard (OTS) CAT II operations allow a CAT II ILS to be flown to non-standard CAT II minima.
OTS CAT II ILS approach can be performed provided:
Published OTS CAT 2 minima are used.
CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
At least one AP is coupled for approach and automatic landing.
Required visual references for OTS CAT II are identical to standard CAT II.
CAT II Approach
CAT II ILS approach can be performed provided:
Published CAT 2 minima are used.
At least one AP is coupled for approach and automatic landing.
CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
The autoland capability has been demonstrated for CAT II and CAT III ILS quality beam.
CAT III A Approach
CAT III A fail passive ILS approach can be performed provided:
Absolute minima for CAT III A are DH 50 feet and RVR 200 m.
At least one AP is coupled for approach and automatic landing.
CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
The autoland capability has been demonstrated for CAT II and CAT III ILS quality beam.
CAT III B Approach
CAT III B fail operational ILS approach can be performed provided:
Both AP are coupled for approach, automatic landing and roll-out.
CAT 3 DUAL is displayed on FMA.
If not DH is used the minimum RVR is 75 m.
The autoland capability has been demonstrated for CAT II and CAT III ILS quality beam.
98
APPR pb on FCU
- Cleared for Approach
- Within Localizer capture envelope
- On Intercept for Final Approach Course
- LOC deviation is available
Arms LOC and G/S mode
APPR button may be pushed if cleared to establish on LOCALIZER only, with expectation of a clearance for the ILS.
LOC and G/S mode engage 3 seconds after Armed.
G/S normal capture envelope:
- 10 Nm, + / - 8 degrees of Centreline, outside a spurious GS star may occure, if happens disconnect Autopilot, and back on trajectory.
99
AP’s during Approach
Both AP’s On;
- Above 5000 ft AGL – FMA displays CAT 1
- Below 5000 ft AGL FMA displays correct Approach capability CAT2, CAT3 DUAL etc
100
Glide Interception from Above
To get best Rate - Config 2 and if required Lower Landing Gear.
(If above after LOC star or LOC alive)
- APPR mode Armed – GS Blue on FMA
- FCU ALTITUDE above Aircraft Altitude
- V/S MODE select V/S 1500 ft/min, increase up to 2000 ft/min
(When reaching Vfe, AP maintains Vfe and reduces V/S)
101
Flight Parameters ILS Approach
PM calls out excessive deviations:
- LOC ½ dot
- GLIDE ½ dot
102
Flight Parameters call outs by PM
APPROACH
During approach, the PM announces:
“SPEED” if the speed decreases below the speed target -5 kt or increases above the speed target +10 kt.
“SINK RATE” when V/S is greater than -1,000 ft/min.
“BANK” when bank angle becomes greater than 7°.
“PITCH” when pitch attitude becomes lower than -2.5° or higher than +10° (A319/A320)/+7.5° (A321).
“LOC” or “GLIDE” when either localizer or glide slope deviation is 1/2 dot for LOC or GS.
“CROSSTRACK” when greater than 0.1nm deviation from inbound track in FINAL APP mode.
“V-DEV” when greater than half dot deviation from approach path in FINAL APP mode.
“COURSE” when greater than 1/2 dot (VOR) or 5 degrees (ADF).
“__FT HIGH/LOW” at altitude checks points.
Note:
The PM announces the attitude deviations until landing.
LANDING
During landing, the PM announces:
“PITCH PITCH”, if the pitch attitude approaches the tail strike pitch limit indicator or reaches +10° (A319/A320)/+7.5° (A321).
“BANK BANK”, if the bank angle reaches 7°.
GO AROUND
During a go-around, the PM announces:
“BANK”: If the bank angle becomes greater than 7°,
“PITCH”: If the pitch attitude becomes greater than 20° up or less than 10° up,
“SINK RATE”: If there is no climb rate.
103
Early /Untimely Flare Mode engagement
- Perform a Go Around (TOGA), or
- Disconnect AP, Both FD’s OFF, and continue Approach using Raw Data or External Visual references.
RA Height may be frozen.
On PFD Differences between;
- RA Heights,
- FD Orders,
- FMA indications
WARNINGS and/or CALLOUTS;
- Untimely AUTOLAND Warning Light
- Untimely Terrarin Awareness and Warning system alerts
- Untimely / missing RETARD callout
- Untimely L/G GEAR NOT DOWN ECAM
- Absence / Interruption of RA Automatic callouts / Heights
- System Display – Pulsing cabin differential pressure Advisory
- CAB PRESS PAGE
(This ECAM Advisory are spurious, no consequence of Real Cabin pressure)
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Approach Using Final APP Guidance
Approach Using Final APP Guidance
RNAV (GNSS) Approaches with LNAV & VNAB minima.
VOR or NDB Approaches using FINAL APP.
Minimum Equipment to start RNP APCH – RNAV GNSS:
- 1 FMGC
- 1 GPS
- 2 IRS
- 1 MCDU
- 1 FD
- 1 PFD on PF side
- 2 ND’s – PFD/ND switch on PM side permitted
- 2 FCU channels
FMS Vertical Profile does not account Low OAT.
- Vertical Managed Guidance can not be used if OAT is below the minimum on the Approach chart, or
- When Temperature Corrections are required. (FINAL APP mode may NOT be engaged)
- RNAV (GNSS) with LNAV/VNAV minima, QNH from remote station is prohibited.
- If “TOO STEEP PATH” is displayed after Final Descent Point, FINAL APP can not be used, use NAV FPA, TRK FPA (Managed / Selected or Selected/Selected)
- 0.1 degree of difference between the MCDU and Chart Final Vertical Path is acceptable.
- 3 degrees difference MCDU and Chart Final Track is Acceptable
- PROG page RWY Threshold inserted, check required RNP value 0.3 Nm
- Review Go Around for degraded Navigation
- If NAV Accuracy is LOW, use TRK FPA
- For RNAV (GNSS) approach:
GPS PRIMARY must be available on at least 1 FMS
- Max difference between Altimeters is 100 ft (Descent)
APPR pb on FCU – Press when following conditions satisfied:
1. Aircraft Cleared for Approach
2. TO waypoint is the Final Descent Point
At Final Descent Point:
- Monitor XTK error on ND (PM calls XTK > 0.1 Nm)
- Monitor V/DEV of PFD (PM calls V/DEV > ½ dot
- Crosscheck distances vs Altitudes as published on Charts
- If Radio NAVAID procedure, monitor Lateral and Vertical using Raw Data.
```
Minimum
Visual Reference or Go Around
If Continue:
AP OFF, (AP auto off at MAP or -50 ft)
Flight Directors can stay on, unless not relevant, eg. Offset Final Approach Track
```
Degraded Navigation (Failure) RNAV (GNSS) LNAV /VNAV
Change AP / FD in following case;
- GPS PRIMARY LOST on ONE ND
- NAV ACCUR DOWNGRAD on ONE FMGS
Discontinue if Visual reference sufficient:
- GPS PRIMARY LOST on BOTH ND’s
- XTK > 0.3 Nm
- NAV FM/GPS POS DISAGREE on ECAM
- NAV ACCUR DOWNGRAD on both FMGS
RNAV (GNSS) with VNAV minima, discontinue if deviation of 75 ft from Vertical Path (V/DEV > ¾ dot)
105
Approach Using FPA Guidance
Approach Using FPA Guidance
- RNAV (GNSS) Approaches using NAV FPA guidance (LNAV minima corrected for Temperature)
- Conventional Approaches VOR / NDB using Selected TRK FPA or mixed NAV FPA guidance.
- ILS G/S OUT, LOC ONLY and back course LOC approach
Approach TRK FPA when:
- Approach is not stored in the database
- NAV accuracy is LOW
Minimum Equipment
- 1 FMGC
- 1 GPS
- 2 IRS
- 1 MCDU
- 1 FD
- 1 PFD on the PF side
- 2 NDs (can be tempo on PM side PFD/ND)
- 2 FCU Channels
- If “TOO STEEP PATH” displayed after “Final Descent Point (FDP), disregard V/DEV or yoyo information on PFD.
Approaches using NAV FPA:
- 3 degree difference MCDU and Chart Lateral Track
In all other cases use TRK FPA mode for Approach.
DESCENT
NAV accuracy LOW, use TRK FPA for Approach
- RNAV (GNSS): GPS Primary must be available on at least 1 FMS
Intermediate / Final Approach
Lateral Guidance; ARM NAV or LOC as required.
LOC ONLY (G/S Out)
In NAV mode, aircraft may capture the LOC. (Do NOT press the APPR pb)
FPA for FINAL APPROACH
1 mile to go Notify 1 mile to go
0.3 Nm Final Descent Point – FPA selector Pull 3.0 degrees
CHECK: NAV FPA / TRK FPA or LOC FPA is engaged
Deviations 1.0 degree FPA will recover 100 ft/min
CROSS CHECK Distance vs Altitudes
- NAV FPA Approach – monitor XTK error on ND / check Lateral Guidance
PM calls excessive Deviations
- NAV MODE: XTK > 0.1 Nm
- LOC MODE: LOC ½ dot
- TRK MODE: VOR ½ dot or 2.5 degrees / NDB 5 degrees
106
CIRCLING APPROACH
Circling Approach
May be Reciprocal Runway, another Runway or let down procedure.
Circling Approach may be by prescribed track.
(procedures may specify a DME or other FIX for Downwind Leg.)
(Flight within Circling area, required Visual references at all times)
APPROACH PREPARATION
F-PLN:
Instrument Approach procedure, including Missed Approach Procedure for Instrument Approach.
SEC F-PLN:
Landing Runway in SEC F-PLN (Copy Active F-PLN)
- Revise Landing Runway
INSTRUMENT APPROACH
- Stabilized Approach at F – Speed, Config 3 & Landing Gear Down.
- Instrument Procedure to MDA on the Approach
- Aircraft Levels at MDA – 100 ft Above Circling Minima V/S ZERO – VS PUSH
- Landing CONFIG 3 – Selected Speed – F Speed until established on Final Landing Runway.
- During Instrument Approach PF select TRK / FPA
- Level at MDA - MAP if not Visual Instrument MAP Procedure – if Visual
- PF Turns 45 Degrees towards Downwind Leg to the Right (depend on approach)
- Start timing 30 seconds from Wings Level
- Turn on to Downwind Leg
- PM Activates Secondary Flight Plan
SELECTED MODE ONLY
WHEN ABEAM THE LANDING RUNWAY THRESHOLD
BOTH CHRONO - Start Timing – Circuit Height – 3 sec per 100 ft AAL
- LEVEL BASE TURN to Intercept Visual Glide Path
- No Descent Below MDA/H until Threshold of the Runway
- Disconnect AP & remove FDs latest before starting Final Descent towards Runway
- FLAPS FULL, when established on the Visual Vertical Path
- Landing Checklist
Prescribed Tracks Circling:
Descent from MDA when Visual Reference is obtained and Normal Descent to land in the Touchdown zone.
MISSED APPROACH
Published Missed Approach for Instrument Approach should be followed.
If during Circling part,
- Initial Turn toward the Landing Runway and Overhead the Aerodrome.
- Establish in a Climb on Missed Approach Track.
- Different ways to do this, depending where you are when starting MAP, brief good in advance plan.
107
RNAV Visual Approach
RNAV Visual Approaches stored in Navigation Database.
May be following an Instrument Approach. (in this case may be prepared in SEC F-PLN)
Equipment Required
- 1 FMS
- 1 GPS or 2 DME to update FM position
- Additional requirement if indicated on the Approach Chart
FMGC GUIDANCE MODE
No Required Accuracy Published:
- FMGC guidance mode is at Flight Crew discretion.
If RNAV or RNP 1 is required on Published Approach Chart
- Use adequate FMGC guidance modes
- Lateral / Vertical Managed guidance modes reduces Workload
PERF APPR Page – FMS Approach Data:
BARO / MDA field empty
GPS PRIMARY on at least 1 FMS
AP must be disconnected at the Minimum Use Height of the AP
108
VISUAL APPROACH
VISUAL APPROACH
Approach on nominal 3-degree Glideslope Final Path / PAPI using Visual References.
ILS Approach should be selected if available in the FMGS. (RNAV if ILS not available) – LS button should be pushed.
METHOD
- Autopilot is not Used
- Both FDs are OFF
- FPV use is recommended
- A/THR use is recommended with Managed Speed.
```
INTERMEDIATE APPROACH
Downwind Leg may also be a part of the Flight Plan. (Visual References must be used)
Beginning of Downwind Leg:
- Manually Activate APPR
- FDs to OFF
- TRK FPA to have FPB displayed
- A/THR active or OFF
```
- Extend Downwind Leg to 45 seconds (+/- 1 sec / 1 kts of Headwind / Tailwind) for a Standard 1500 ft Circuit
- ABM Threshold Start Timing
- Turn into Base Leg with Maximum of 30 degrees of Bank
- Descent with approximate FPA in FLAPS 2, at F Speed
- When Turning Base Leg – Landing Gear Down – FLAPS 3 on Base Leg
- Approx. ROD 700 ft/min
- FLAPS FULL – Turning Final – Stabilized at Target Speed at 500 ft
109
GROUND SPOILERS - LANDING:
Extension inhibited if:
- Both Thrust Levers remain above the Idle detent
- One Thrust Lever is above Idle and One Thrust Lever is at Idle detent.
Ground Spoilers will Automatically Extend when following conditions are met, even if not in Retracted or Armed position.
- Both Main Landing Gears on Ground
- Both Thrust Levers are AT or BELOW IDLE Position, or
- Reverse selected on at least ONE ENGINE. (and other Thrust Lever below MCT position)
- If no GROUND SPOILERS are extended, the AUTOBRAKE is NOT activated.
110
SOP Call when Flight Directors OFF
PF: FDs OFF
PM: FSs OFF
PF: Autothrust Speed / Mach or Autothrust OFF
111
GO AROUND
CALLS:
PF: GO AROUND FLAP
PM: FLAP 3 (or whatever is NEXT stage of FLAP UP)
PF: READ FMA – eg. MAN TOGA – SRS – GO AROUND TRACK
PM: POSITIVE CLIMB
PF: GEAR UP
PM: GEAR UP
If TOGA THRUST NOT REQUIRED, set Thrust Levers to TOGA detent, Retard as required to CLB detent. (Quickly if Low Stop Altitude) CLICK CLICK – 2 clicks back
GO AROUND phase now Engaged
Rotation towards 15 degrees Pitch (12.5 degree with 1 engine inop)
Positive Rate – then follow the SRS Flight Director Pitch bars
NAV /HDG as required + AP
LVR CLB on FMA at Thrust RED ALT – Climb Gate
Accel Alt, Clean Up & towards Green Dot
112
Soft GO Around mode
SOFT GA Mode Aircraft:
THRUST Levers: TOGA then FLX/MCT – 1 Click
TOGA engages SRS GA mode
FMA: MAN GA SOFT & AP/FD Vertical & Lateral modes remain engaged.
GA SOFT the SRS GA mode Vertical target approx. 2000 ft/min
GA SOFT not allowed with 1 engine
Set THRUST Levers to CLB – Activates ATHR again
113
BALKED LANDING
Commander flies Balked Landing Procedure
CM1 “I HAVE CONTROL”
(Press and hold takeover Push button)
PF: “TOGA” &
Pitch to establish Climb away from Ground (initially approx. 10 degrees)
Holding attitude or de-rotating for pitch / No Config change, until “GO AROUND”
When safely established in Climb - announce:
“GO AROUND GLAPS” (normal GA Procedure)
- Below 50 ft, TOGA may provide a Pitch Up effect. DO NOT Soften Second Touchdown by increasing Pitch Attitude
- If Aircraft on Runway in FULL Config, PF applies TOGA Thrust, CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. Disregard this Alert.
114
FLAPS PARKING PROCEDURE – FCOM – Operations on Contaminated Airports
- FLAPS / SLATS free of Contamination - Visual Inspection
- YELLOW ELEC PUMP ON
- BLUE ELEC PUMP AUTO
- BLUE PUMP OVRD ON
- SLATS / FLAPS RETRACT
Monitor retraction on ECAM display
- YELLOW ELEC PUMP OFF
- BLUE PUMP OVRD OFF
NORMAL PROCEDURE
115
Conditions for ONE ENGINE TAXI:
- All Hydraulic Systems working Normal
- APU & APU GEN functioning correct, & GEN1 serviceable
- Nose Wheel Steering & Braking action has been NORMAL
- BLEED SYSTEM operating Normally
- Cooling time of at least 3 minutes at IDLE THRUST 45% N1 or below
- Taxiways are NOT SLIPPERY or CONTAMINATED with SNOW or ICE
- Must operate Engines AT or NEAR IDLE THRUST for cooling period of 3 minutes, before ShutDown, Thermally stabilize engines.
IDLE REVERSE THRUST and NORMAL THRUST during TAXI, is NOT HIGH THRUST operations.
- Use IDLE REVERSE THRUST for LANDING, Cooling period Starts when Crew RETARDS the Thrust Lever during FLARE.
- If MAX REVERSE THRUST for Landing, Cooling period starts when Thrust Lever set IDLE Reverse during Landing Rollout.
- Consider Hight Weights possible >4 0 % N1, Ramp /Taxi conditions and Turns.
116
Conditions for ONE ENGINE TAXI:
- All Hydraulic Systems working Normal
- APU & APU GEN functioning correct, & GEN1 serviceable
- Nose Wheel Steering & Braking action has been NORMAL
- BLEED SYSTEM operating Normally
- Cooling time of at least 3 minutes at IDLE THRUST 45% N1 or below
- Taxiways are NOT SLIPPERY or CONTAMINATED with SNOW or ICE
- Must operate Engines AT or NEAR IDLE THRUST for cooling period of 3 minutes, before ShutDown, Thermally stabilize engines.
IDLE REVERSE THRUST and NORMAL THRUST during TAXI, is NOT HIGH THRUST operations.
- Use IDLE REVERSE THRUST for LANDING, Cooling period Starts when Crew RETARDS the Thrust Lever during FLARE.
- If MAX REVERSE THRUST for Landing, Cooling period starts when Thrust Lever set IDLE Reverse during Landing Rollout.
- Consider Hight Weights possible >4 0 % N1, Ramp /Taxi conditions and Turns.
SHUTDOWN
- Taxi in a Straight Line
- Yellow Elec Pump On
117
After Landing Procedure
- Landing Lights retract
- Nose sw Taxi
- Strobe – AUTO
- PF: GND SPOILERS - DISARM – when vacating the Runway
WEATHER RADAR – OFF
- RADAR – OFF
- PWS – OFF
RDR – 4000 WX
- WXR / PWS OFF
- CAPT DISPLAY OFF
- FO DISPLAY OFF
- ENG MODE selector NORM
- FLAPS RETRACT – Position 0
If Icing conditions, Slush or Snow, do NOT retract FLAPS until AFTER shutdown, and after Ground Crew confirming Flaps / Slats clear of ICE
(SLATS / FLAPS should be retracted before ALL ADIRS set to OFF)
- TCAS (On new AC: set to STBY) – XPNDR
- PACK 2 – OFF when required
- APU – Start 1 minute after Landing if possible.
3 minutes limit for 1 Engine Taxi Arrival procedure.
- If Icing Conditions, Turn ON Engine Anti – Ice
During taxi Icing conditions and OAT + 3 degrees, Ice may accumulate on engine fans. (Take note of time, for Ice Shedding Procedure)
- Deselect LS Push Buttons
118
BRAKE TEMPERATURE AFTER LANDING
A Few Minutes After Landing
BRAKE TEMPERATURE CHECK
Check brake temperature on the ECAM WHEEL page for discrepancies and high temperature.
Maintenance action is due in the following 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, or
* 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, or
* The difference between the average temperature of the left gear brakes and right gear brakes is above or equal to 200°C, or
• The temperature of one brake exceeds 900°C.
BRK FAN pb-sw AS RQRD
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. In other cases, the flight crew should delay brake fans selection to 5 min after landing, or approaching the gate, whichever occurs first.
- Delaying Brake Fans Limits Oxidation of Transient HOT SPOTS of Brake Disc surface.
- Selection of Brake Fans before reaches Gate, prevents to blow Carbon Brake Dust on Ground Personnel.
- Brake Fans Blow Dust during first seconds of Operation
119
PARKING TAXI
- CM2: Cabin Crew Disarm doors for Arrival
- Taxi Lights Off
- ACCU PRESS CHECK in Green Band.
- If LOW ACCUM Pressure, CHOCKS are required before Engine 1 Shutdown
- Parking Brake, when ONE Brake Temperature is above 500 C (or 350 C with Brake Fans ON)
- Avoid applying Parking Brake, unless Operationally needed.
- If starts to move with Parking Brake ON, release Parking Brake and use Braking with Pedals.
- BRAKE PRESS Check for normal indications – GREEN
- APU BLEED ON / AS REQUIRED (NTC) just before Engine Shutdown, to prevent exhaust Fumes entering Air Condition. CM2 just prior to Engine Shutdown.
120
SHUTDOWN
If HEAVY RAIN, FCOM PRO SUP – 30 Procedure
- If INOP APU, Parking Brake ON
- Shutdown Engine Number 1, and
- Ground Personnel Connect Ground Power
Some FEGP beneath Jetty, can approach to get FEGP connected, but not positioning for Aircraft Door until Both Engines switched OFF.
- Connect EXT PWR if No APU or APU Power ON
- YELLOW ELEC PUMP – OFF
- ALL ENG MASTERS OFF – minimum 3 minutes before shutting Engines Down.
- Check Slides Disarmed, before Turning Seat Belt sing off.
- Seat Belts OFF
- BEACON LIGHTS OFF
- SCCM CONTACT – confirming Doors disarmed.
“All Doors Disarmed”
- Mobile Phone ON – Captain
- Transponder STBY / CODE 2000
- CTR TK PUMPS - OFF
- CHECK IRS PERFORMANCE – Max 5 Nm - fast alignment
- Fuel Quantity check consistent with Fuel On Board at Departure
- Check STATUS /ECAM
During Transit Refer to MEL
At MAIN BASE, record in the technical LOG for Maintenance analysis
Brake fans when not required.
APU BLEED OFF
EXT POWER ON
APU shutdown –
Parking Checklist request from CM2
CM1 Tech Log
Taxi In and Out time must be considered for Ice Shedding procedure.
121
AIR L(R) WING LEAK warning:
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. If such a warning occurs consider deploying Flaps 1 after consideration of proximity to refuelling vehicles, ground handling “equipment”, etc.
1. Ensure the wing area is clear.
2. Set the BLUE PUMP OVRD to ON (Overhead Maintenance Panel).
3. Select FLAPS 1 (only Slats extends).
4. When Slats extended – set the BLUE PUMP OVRD to OFF.
5. Select the Flaps Lever UP – this prevents inadvertent Flaps extension
if HYD power is applied before Slats have been retracted.
122
Securing Aircraft important points:
ADIRS (1+2+3)
- After switching off ADIRS, wait at least 10 seconds before switching off Electrical Supply to ensure ADIRS memorize the last DATA
- Maint Bus Switch to ON, before Power Off
- APU Master Switch, when Ground Power available.
Monitor APU shutdown on ECAM, FLAP OPEN on ECAM to disappear, before Turning Batteries OFF – approx. 2 minutes.
- BAT 1 & 2
Wait until APU FLAP fully closed (approx.2 minutes after APU AVAIL light goes out)
Switching Batteries of before APU FLAP is closed, may cause SMOKE in the Cabin during Next flight.
If Batteries are off while the APU is running, there is NO APU Fire Extinguishing.
123
Flight Parameter Calls
APPROACH
During approach, the PM announces:
“SPEED” if the speed decreases below the speed target -5 kt or increases above the speed target +10 kt.
“SINK RATE” when V/S is greater than -1,000 ft/min.
“BANK” when bank angle becomes greater than 7°.
“PITCH” when pitch attitude becomes lower than -2.5° or higher than +10° (A319/A320)/+7.5° (A321).
“LOC” or “GLIDE” when either localizer or glide slope deviation is 1/2 dot for LOC or GS.
“CROSSTRACK” when greater than 0.1nm deviation from inbound track in FINAL APP mode.
“V-DEV” when greater than half dot deviation from approach path in FINAL APP mode.
“COURSE” when greater than 1/2 dot (VOR) or 5 degrees (ADF).
“__FT HIGH/LOW” at altitude checks points.
Note: The PM announces the attitude deviations until landing.
LANDING
During landing, the PM announces:
• “PITCH PITCH”, if the pitch attitude approaches the tail strike pitch limit indicator or reaches +10° (A319/A320)/+7.5° (A321).
• “BANK BANK”, if the bank angle reaches 7°.
GO AROUND
During a go-around, the PM announces:
• “BANK”: If the bank angle becomes greater than 7°,
• “PITCH”: If the pitch attitude becomes greater than 20° up or less than 10° up,
• “SINK RATE”: If there is no climb rate.
124
Malfunction before V1 at Takeoff – Calls
If GO - “GO”
If RTO – REV green on EWD / Deceleration : “STOP” /
PM: “REVERSE GREEN – DECEL” (NO REVERSE /NO DECEL – if none)
125
Deselection of Flight Directors call
```
PF: “FDS OFF”
PM “FDS OFF”
PF – states ATHR mode regardless:
PF: AUTOTHRUST SPEED / MACH or
AUTOTHRUST OFF
PM: CHECKED
```
126
Radio Altimeter actions at 2500 ft RA
PM: RADIO ALTIMETER ALIVER
PF: CHECKED
Both Pilots should now keep RA in Scan to Landing.
PM should Cover the controls once the RA is alive.
127
1000 feet Call:
```
1000 – ONE THOUSAND
PF: CHECKED
If unstable speed < 30 kts at 1000 ft, PM calls:
PM: UNSTABLE SPEED
PF: CONTINUE or GO AROUND FLAPS
```
128
Steeper Angle Approaches
```
Flight path angle 3.5 – 4.5 degrees
Approved for:
- ILS CAT 1
- LOC (LOC + FPA or V/S)
- NPA
- Visual Approach (with PAPI)
```
- Single Engine Operations allowed
- Greater than 3.5 degrees, Stabilised Approach is required.
- Autoland is NOT approved
- CAT II / III is NOT approved
129
TECH LOG ENTRY EXAMPLE – CB Reset
“CREW RESET: COM CIDS 1 + 2 FAULT ON THE GROUND, SUCCESSFUL RESET AS PER QRH. NAME, 20.11.03”.
The action taken column and the signature shall be crossed out.
130
UNSUCCESSFUL reset procedure:
UNSUCCESSFUL reset procedure:
UNSUCCESSFUL reset procedures shall be recorded in the aircraft technical log and treated as an open defect. Dispatch of the aircraft is allowed under the provision of the MEL or if not possible, the defect has to be rectified by maintenance. The Tech Log entry shall state the unsuccessful reset procedure. The circuit breakers are identified by a letter and a number as well as a panel reference. Each letter refers to a line from the bottom to the top of a panel and each number refers to a column, from the left to the right of a panel.
131
Operations with Arrestor Gear
- Avoid crossing raised Arrester Cable above 40 kts (Landing Gear damage)
132
PAN & MAYDAY call
```
Urgency (PAN PAN)
Distress Emergency (Mayday)
```
133
Lightning Strike
Contact MOC and Engineering Inspection
| File ASR
134
Overweight Landing
- Permitted if follow Overweight Landing Procedure
- MOC shall be contacted
- MOC remote check of flight, to check if maintenance action is required
135
What can go wrong with Rejected Takeoff (RTO)
- Tyre damage
- Brakes worn / not working good
- Brakes not fully applied
- Error in gross weigh determination
- Incorrect Performance calculations
- Incorrect Runway line-up technique
- Initial Brake Temperature
- Delay starting STOP procedure
- Runway friction coefficient lower than expected
136
Decision Making RTO
- ECAM inhibits Warnings that are NOT essential from 80 kt to 1500 ft (or 2 min after Lift-off, whichever is first)
- Any Warning during this period is IMPORTANT
- 100 kt Speed dividing line, above 100 kts High Speed regime
- Any ECAM below 100 kts – STOP minded.
- SPEEDS above 100 kts towards V1 – be GO – MINDED
STOP / REJECT TAKEOFF for following WARNINGS
- Fire Warning or Severe Damage
- Sudden Loss of Engine Thrust
- Malfunctions or Conditions, indicates the Aircraft will NOT FLY SAFELY.
- Any RED ECAM Warnings
- Any AMBER ECAM Cautions
NON-INHIBITED CAUTIONS above 100 kts
- F/CTL SIDESTICK FAULT
- ENG FAIL
- ENG REVERSER FAULT
- ENG REVERSER UNLOCKED
- ENG 1 (2) THR LEVER FAULT
Exceeding EGT Red Line or NOSE GEAR Vibration, over 100 kts – NO Rejected Takeoff
Tyre Failure between V1 minus 20 kts and V1, unless ENGINE damage, better to get Airborne, Reduce Fuel Load and Land with Full Runway Length.
V1 call has PRIORITY
137
Above V1:
Takeoff must be continued. It may NOT be possible to STOP on remaining runway.
138
Decision Callouts
- CM 1 is responsible of Reject and Stop or Go during Takeoff
- CM 1 Hand ON Thrust Lever until V1
- FAILURE before V1, CM 1 decides by calling “GO” or “STOP”
- The “STOP” call also hands over Control to CM1
After RTO:
- “CABIN CREW NORMAL OPERATIONS” - PA
```
OR
- “ATTENTION CREW AT STATIONS” after PARKING BRAKE is set ON.
after ECAM / DODAR CM1 may call
“CABIN CREW NORMAL OPERATIONS”
or
“EMERGENCY EVACUATION CHECKLIST”
```
139
Factors during Rejected Takeoff
- Full REVERSE may be used to Complete STOP. (preferable to reduce Reverse at 70 kts
- Deceleration announce when:
1. felt by crew
2. confirmed Speed Trend
3. DECEL light (if Autobrake is ON) Light only comes on when Decel is 80% of the selected Rate. Might not appear on Contaminated Runway, due to effect of Anti-Skid
- If MAX AUTOBRAKE working, avoid Pressing the Brakes.
- If AUTOBRAKE INOP or RTO before 72 kts, Autobrake not Active and NO DEPLOYMENT of Spoilers
BRAKE PEDALS, must be fully Pressed until Aircraft STOPS.
- FULL MANUAL BRAKING always available, Brake response not good.
(Take over Manually)
- PM should call ATC “ EZY XXX STOPPING”
- If Complete STOP using AUTOBRAKE MAX, release Brakes by disarming SPOILERS.
If FIRE with HeadWind: Turn towards the burning Side.
If FIRE with Tail Wind, Turn AWAY from the burning Side.
140
Rejected Takeoff Evacuation Procedure
CM 1 Takes Control “STOPPING”
FULL REVERSE THRUST – TURN towards burning side if Headwind
Parking Brake On
ATTENTION CREW AT STATIONS
ECAM / EMER EVAC CHECKLIST consider
------------------------------------------------------------
CM 2: SPOILERS – REVERSE – DECEL, 70 KTS – ATC STOPPING ON RUNWAY
PF CALLS:
EMERGENCY EVACATUATIN checklist
MAYDAY MAYDAY MAYDAY EZY XXX EVACUATING
Respond to CM 2 EMER EVAC checklist:
```
CM2:
EMERGENCY EVACUATION CHECKLIST
AIRCRAFT /PARKING BRAKE STOP / ON CM1 STOPPED / ON
ATC NOTIFY NOTIFIED
CABIN CREW PA ALERT (AT STATIONS PA) ALERTED
CABIN DIFF PRESSURE NO APPLICABLE
ENG MASTERS ALL – OFF (MOVE OFF)
FIRE & APU Pushbuttons ALL pushed
AGENTS? (ENG and APU?) CM1: DISCHARGE AGENT 1
ENGINE 1 OR
DISCHARGED
CM2: Follows CM1 command
```
```
If EVAC required:
PA: EVACUATE UNFASTEN YOUR SEATBELTS AND GET OUT
If normal:
Senior CCM to the Flight Deck or
CABIN CREW NORMAL OPERATIONS
```
141
Emergency Descent
- Commander should consider taking Control
- When Positive confirmation CABIN ALTITUDE and RATE OF CLIMB are excessive/uncontrollable
- MUST rely on the CAB PR EXCESS CAB ALT warning, even if NOT on the CAB PRESS SD page
- CAB PR EXCESS CAB ALT warning, can be triggered by a Cabin Pressure sensor, different from the one used to control Pressure and Display the CAB ALTITUDE on the SD
When positive Confirmation of CABIN ALTITUDE & RATE OF CLIMB Excessive / Uncontrollable:
- EMERGENCY DESCENT – ANNOUNCE – PF
2 steps EMER DESCENT
1. st step: MEMORY ITEMS
2. nd step: READ & DO (ECAM or QRH)
MEMORY ITEMS
ALL
- CREW OXY MASKS ON
PM:
MASKS - SIGNS ON & CHECK FMA
```
PF:
MASKS (INT COMMUNICATION establish)
ALT TURN PULL
HDG TURN PULL
SPD PULL
READ FMA
-------------------------------------------------------------------------
CHECK ATHR: THR IDLE if not THR LEVERS IDLE
SPD BRAKES full
```
When memory items completed by PF & PM;
PF: MY RADIOS, ECAM ACTIONS or MY RADIOS, QRH EMERGENCY DESCENT
PF: notifies ATC – MAYDAY MAYDAY MAYDAY , EZY XXX, EMERGENCY DESCENT, STANDBY
PM completes ECAM or / and QRH checklist;
- PM confirms ATC notified by PF
- EMER DESCENT (PA) CIDS/PRAM working, Autoplayed
AT SAFE ALTITUDE:
- Remove Flight Crew Oxygen masks, one at a time
- Deactivate Mask Microphone by closing LEFT DOOR of Oxygen mask stowage and RESETTING the slide Controller
- SCCM Alert Call (Senior Cabin Crew Manager)
Ask for damage report and Pax / Crew injuries in Cabin.
- NITS brief when ready
142
TCAS Autopilot / Flight Director
TCAS BLUE, I HAVE CONTROL
Follow AP response, if no AP, follow the Flight Directors
Once Clear of Conflict, the AP/FD will revert to Vertical Speed back to FCU selected ALT.
143
ABNORMAL CALLS COCKPIT / CABIN – emergency/abnormal
“Senior Cabin Crew member to the Interphone”
Urgently on the interphone. (NITS / emergency procedure)
“Senior Cabin Crew member to the Flight Deck”
Urgently on Flight Deck. (NITS / Emergency procedure)
“ATTENTION CREW AT STATION”
Ground: PA when possible Emergency Evacuation required
In Flight: An event and Flight Deck is dealing with it.
Cabin Crew to stow any unsecured equipment, return to their assigned position and await further instructions.
Consider turning SEAT BELT signs ON.
“Cabin Crew and Passengers be seated immediately”
Severe turbulence encountered or insufficient time for Normal procedures
“Cabin Crew Normal Operations”
Ground: Emergency Evac situation no longer exists
In-Flight: Cabin Crew resumes Normal operations.
Safe to move again in the Cabin.
“Cabin Crew Take up Landing Positions”
At 2000 ft: Passing 2000 ft for planned Emergency Landing
“Brace, Brace”
500 ft: Passing 500 ft for planned Emergency Landing
“Attention Crew Brace Brace”
UNPLANNED Emergency Landing imminent
“Evacuate, Unfasten Your Seat Belts and GET OUT”
An Emergency Evacuation is required
144
ATTEND / Pilot Call Switch Emergency Situations
Emer Call - Cabin Crew have an Emergency
Flight Deck to Cabin in the Event of PA Failure:
EMER CALL PB, emergency and Flight Crew required immediate Intercom communication with Cabin Crew. Flight Deck door remain locked.
145
Rejected Takeoff procedure after Normal Operations COMS with Crew
Cabin Crew should wait instructions from the Commander.
Commander will communicate with SCCM trough interphone.
Only if CATASTROPHIC should SCCM execute independent Evacuation actions.
146
Evacuation duties for CAPT & FO
- Take High Vis jackets if possible
- Loading Form / pax numbers
If not possible to reach passenger Cabin:
- Cockpit windows using escape ropes
- On Ground help passengers, away from aircraft
If possible reach Passenger Cabin
CAPTAIN:
- Last person to leave the Cockpit. Helps in Cabin with passenger evacuation
- Last person to leave the Aircraft.
- Evacuates via Rear door, if possible
- On Ground, takes command of Operations until Rescue units arrive
F/O:
- To Cabin, takes Emergency equipment
- Evacuates aircraft, any available exit
- Helps passengers on Ground, away from the Aircraft.
147
Climb Gradient Requirements
- Second Segment 2.4% Gross
| - Final Segment 1.2 % Gross
148
Obstacle Clearance Requirements / Takeoff Flight path
- Begins at Screen Height, 35 ft above end of Takeoff Distance (DRY) (if Wet 15 ft)
- Must clear obstacles by at least 35 ft, 0.8% for 2 Engines
- Obstacles which have a Lateral distance greater than 600 m need not be considered – If track does not require more than 15 degrees change. All other lateral distance greater than 900 m need not be considered.
149
ENGINE SECURE:
1. ENGINE MASTER OFF (if NO DAMAGE)
2. ENGINE MASTER OFF + FIRE SWITCH Pb + FIRST AGENT discharged (if DAMAGE- and no longer FIRE warning)
3. ENGINE MASTER OFF + FIRE SWITCH Pb + FIRST & SECOND AGENT discharged if Fire Warning light is ON
150
Engine Failure Procedure:
- Engine failure are most Critical part V1 Takeoff
- ATC unlikely to know procedure EOSID
- Procedure to maximize Takeoff Weight
- Once above MSA or in VMC (visually clear of obstacles), no longer required to follow EOSID, can deviate from Procedure.
Acceleration Altitude
- 1000 ft is minimum Acceleration Altitude, above Airport Level.
- No Acceleration before ENGINE is SECURED.
ENGINE SECURE:
1. ENGINE MASTER OFF (if NO DAMAGE)
2. ENGINE MASTER OFF + FIRE SWITCH Pb + FIRST AGENT discharged (if DAMAGE- and no longer FIRE warning)
3. ENGINE MASTER OFF + FIRE SWITCH Pb + FIRST & SECOND AGENT discharged if Fire Warning light is ON.
- TAKEOFF THRUST Restricted to 10 minutes (Single Engine)
151
STANDARD ENGINE FAILURE PROCEDURE (STD)
- Follows Runway Heading until 1500 ft AAL, before Turning towards a Holding Pattern
- Climb on Runway Track
- Maintain V2 speed until Clean, maintain higher, but max V2 + 20
- After ENGINE SECURED and ABOVE 1000 ft AAL, or published ACCELT ALT – Push to LEVEL OFF
Accelerate – Retract FLAPS on schedule
- At GREEN DOT and ABOVE 1500 ft AAL, Turn on EOSID ENG FAIL HOLD as required.
Example: STD at 1600 Turn Left to XXX HP
152
NON – STANDARD ENGINE FAILURE PROCEDURES (NON – STD)
- A Turn may be included before reaching Accel ALT reached, at a DME distance or ALTITUDE.
- And / or the Acceleration Height may be Greater than 1000 ft.
- Turns Below Acceleration Altitude must be flown at V2 and TAKE OFF FLAPS setting.
- Some may not include “maintain V2 and Takeoff Flaps” before Distance / Altitude point, Clean up may be started before the TURN in this case, but TURN MUST be made at specified point.
- In ALL cases minimum ENG OUT ACC altitude must be respected, example Climb with V2 and Takeoff Flaps until the ENG OUT ACC altitude detailed in the EFB.
153
ENGINE FAILURE – En-Route Climb
- Engine failure After V1, but below Engine Out Acceleration altitude, follow Engine Failure Procedure
Above 1500 Ft, at Radius of 30 Nm is surveyed for Limiting Obstacles.
- Obstacle clearance in the SID / transition
- If fails when established on the SID turn shortest way to the ENG FAIL HP
- SID routes with HIGH TERRAIN, may have a Special Eng Fail procedure, and / or follow SID routing in Reverse while climbing Above MSA
154
Tyre Speed Limit
195
155
Dry & Wet Takeoff definitions
Dry – neither damp, wet or contaminated.
Damp – surface NOT dry, moisture does NOT give a shiny appearance. Damp = WET for performance
Wet – Surface covered with 3 mm or less of water, or equal of Slush, Loose Snow, or when runway surface appear Reflective, without any sign. Standing water.
156
Rejected Takeoff:
Dry – no Credit for Reverse
| Wet – Max Reverse Thrust on operative Engine is assumed
157
Takeoff Flight Path Wet & Dry Check
Wet, Screen Height assumed 15 ft above end of Takeoff distance.
Dry Check, Takeoff Weight on Wet, must not be more than on Dry runway under same conditions. EFB auto Dry Checks it.
158
Limitations on FLEX TAKEOFF
Not allowed when:
- Runway is Contaminated
- Dispatch planned with Landing Gear extended
159
SLIPPERY WHEN WET – TAKEOFF
- Notam may have Slippery when wet, Slippery Wet
- If ALL runway is Slippery when WET, distances available must be those required for ICY RUNWAY, Procedure is as follows:
Whole Runway “may be Slippery when Wet”
RWY COND
- When OAT equal or below 5 C, ICY
- When OAT above 5 C, WATER ½ inch & COMPUTE
- When information of a portion of Runway is Slippery when Wet, follow the following procedure:
Multiple Portions “may be Slippery when Wet”
- SUM TOTAL LENGTH of ALL RUNWAY, that may be Slippery when Wet
- “SELECT “ SINGLE RWY COMPUTATION – F2 – FUNCTIONS – MODIFY RWY & subtract affected Length from Total Length.
- DECREASE RUNWAY LENGTH from RUNWAY START by TOTAL LENGTH Slippery when Wet.
- CONDITONS – select WET in RWY COND & COMPUTE
Example RWY 3000 m, 1000 m slippery when wet, use 2000 m modified Runway length from START
LIMITATIONS:
- A MEAN BRAKING action that is average of the friction can’t be used.
- MAX CROSSWIND is 25 KTS
- If any included Runway portion with Poor or Unreported Braking Action is included, Crosswind limit is 15 kts
160
CONTAMINATED TAKEOFF:
Contaminated when more than 25% of Runway surface covered by
- More than 3 mm of surface Water / Slush / Loose Snow equal to more than 3 mm of Water
- Compacted Snow:
Solid mass, resists further compression, holds together or breaks up in lumps.
- Ice, including Wet Ice
161
CONTAMINATED TAKEOFF:
Contaminated when more than 25% of Runway surface covered by
- More than 3 mm of surface Water / Slush / Loose Snow equal to more than 3 mm of Water
- Compacted Snow:
Solid mass, resists further compression, holds together or breaks up in lumps.
- Ice, including Wet Ice
- Must use TOGA (FLEX not allowed)
- Rejected Takeoff assumes MAX REVERSE THRUST.
- Captain will be PF when contaminated TO.
- DO NOT Takeoff when:
more than 13 mm of Standing Water or Slush, 30 mm of Wet Snow or 100 mm of Dry Snow
CONSIDER
- Full Length of Runway
- Visual guidance / Lights /markings good enough
- Performance margins
- SNOW banks, check OM – B 4.6
162
Narrow Runway Operations
- If Runway less than 45 m considered Narrow Runway
- Minimum width 30 m
Dispatch From / To Narrow Runways not allowed if:
- Nosewheel Steering inoperative
- One Brake or more inoperative
- AUTOLAND is NOT permitted
- VMCG requires increase in case of Engine failure. EFB calcs this.
163
Landing Distance Dispatch requirements
- ALD – ACTUAL LANDING DISTANCE, to land from 50 ft to Full Stop
- Final Approach Speed Vref
- Smooth / Level/ Hard surface runway
- ISA Temperature and Pressure
- Brakes at Main Landing Gear Touch down, Ground Spoilers & AntiSkid
- No Reverse Thrust
Required Landing Distance (RLD)
- ALD x 1.67 for DRY Runway
- ALD x 1.92 for WET Runway
MAX LAND WEIGHT at Aerodrome limited by:
- Max Land Weight most favourable Runway in Still Air or
- Max Land Weight, most likely Runway, expected Wind,
if requirements can’t be achieved, dispatch can still permitted, but requires 1 Alternate Aerodromes in full compliance.
If requirement can’t be achieved with a Single Runway in still air, due to Specific Wind Component, dispatch requires 2 alternates that allow FULL compliance of dispatch requirements.
164
Missed Approach Climb Gradient
- When no Gradient published, minimum is 2.5%
165
Landing Slippery When Wet
- Slippery wet by NOTAM
- Landing dispatch, used Slippery Wet in RWY COND
- Max Crosswind limit is 25 kts
Procedure
If the whole runway is notified as “may be slippery when wet”.
In the EFB landing performance application:
Select CONDITIONS and select Standing Water in the RWY COND input field.
Select COMPUTE to determine the limiting dispatch landing weight.
If one, or multiple portions of the runway are notified as “may be slippery when wet”.
In the EFB landing performance application:
Sum the total length of all the runway sections notified as may be slippery when wet.
Select SINGLE RWY COMPUTATION , select FUNCTIONS, MODIFY RWY and subtract the affected length from the total LENGTH (i.e. LDA). Enter this corrected runway length in the LENGTH field.
Select CONDITIONS and select Wet in the RWY COND input field.
Select COMPUTE to determine the limiting dispatch landing weight.
Limitations
A mean braking action that is an average of the friction on the whole runway must not be used, because it can mask the “slippery when wet” portion of the runway and therefore be misleading.
The maximum crosswind limit on a runway (or any part thereof) notified as “may be slippery when wet” is 25 kt.
If the whole runway is reported as “may be slippery when wet” and includes runway portions with poor or unreported braking action then the crosswind limit is 15 kt.
166
CONTAMINATED LANDING LIMITATIONS
- Captain PF
- Do NOT land with contaminated:
+ 13 mm standing water
+ 30 mm of Wet Snow
+100 mm of Dry Snow
- Do NOT land on Wet Ice
- Do NOT land on Water of top of Compacted Snow
Consider:
Visual Guidance / Performance for Tankering etc.
167
LANDING IN FLIGHT
- QRH Landing distances must be factored by 1.15, not required in EFB already included.
- RCAM in QRH, gives 7 Runway conditions and limits
- Braking Actions Reports – PIREPS
- Check Landing Distance & Go Around Gradient
168
Loading Policy CARGO
A319:
- Up to 150 bags into Rear hold (Max 50 bags – CPT 5 / CPT 4 maximum)
- Overspill in CPT 1
- When expected less than 100 bags, use CPT 4
A320:
- Compartment 1 – approx. 85 bags (acceptable more bags)
- Remaining in Compartment 4 (high loads also CPT 3)
- CPT 5 should normally not be required.
- FORWARD HOLD should be Loaded before AFT HOLD
Unloading , AFT HOLD should be first, and FORWARD HOLD after – for stability
```
A321:
- First 100 bags in CPT 3
- Next 50 bags in CPT 4
- Remaining bags in CPT 2
Electric mobile Aids:
- CPT 4 if less than 100 bags
- CPT 2 if more than 100 bags
- 1 and 5 should normally not be needed
```
169
Ground Stability PAX Loading
L/ G SHOCK ABSORBER FAULT on ECAM – unstable situation during PAX Load and Unload.
Note issue largest when only REAR door used.
