SOP Flashcards
Seatbelt
- When turbulence should be ON by either crew
- The Commander has the final authority to turn OFF
- OFF when climb passing 10000’ AAL , MSA which is higher , 5000’ AAL if flight time <1hr
- ON when descent passing 15000’ AAL , after refueling by CM1 only
Exterior Light
Wing light should not be use on ground as they may blind other traffic
NOSE & RWY TURN OFF light shall be OFF when positive identification of VDGS , marshalling bat/torch
NAV light position 1 during all conditions
- while on ground
- all night operation
- during LVO
Landing light should be extended/retracted passing 10000’ AAL when
- Strobe unserviceable
- Increased visibility
- threat bird
- Operating at high Altitude airport (only Climb phase)
turn off beacon light when all ENG spooled down to N1 <10%
Brake temp condition that require maintenance action
- temp different between 2 brakes of a gear >150celcuis & 1 brake >=600c
- temp different between 2 brakes of a gear >150celcuis & 1 brake <=60c
- Different average temp between 2 gear brakes >= 200c
- temp of 1 brake exceeds 900c (800celcuis for 321)
Immediately select REV MAX if any following occurs during landing
- Emergency
- Failure effect the landing performance
- Long flare , Long touchdown
- unexpected Tailwind
- Deceleration is not as expected
Sidestick
- PF should not disengage the AP by sidestick “instinctive reaction”
- takeover push button at least 40sec to deactivate the failed sidestick
- reactivate a deactivated sidestick by pressing the takeover pushbutton
- RED light will come ON in front of pilot whose deactivated sidestick
- GREEN light will come ON in front of pilot who has taken control if other sidestick is not neutral position (เป็นการบอกว่าอีกฝั่งขยับอยู่)
(ไฟเขียวกับแดงไม่ขึ้นพร้อมกัน)
Emergency Equipment
- Life vest หลังเก้าอี้ / ใต้ Jump Seat
- Axe ข้าง Jump Seat
- Oxygen mask ขวาหลัง FO เช็ค pressure
- PBE / Smoke hood ด้านขวาหลัง FO / humanity indicator not pink
- BCF / Fire extinguisher ใต้ oxygen mask / Pressure Gauge needle in green zone
- Flash light ใต้ไมค์ red light flash every 3-7sec
- Rope บนหัว
- Fireproof Glove 2 อัน ข้าง Jump Seat
Thrust Reduction , Acceleration Altitude , NADP
follow NADP & SID first then
400’/400’/ENG OUT ACC เสมอ
***Engine fail -> TOGA to gain SRS Go-around (because below EOACC altitude)
on course track >75degree from runway track & reach specific Altitude before turn
use Greendot Speed until turn 45 from track Opticlimb , 250 below MSA
EOACC Alt default 800’ AAL / Miss Approach ACC Alt default 1500’ AAL
QFE
- obtain QNH from ATIS/ATC & enter in FMGS
- set ISIS/Standby Altimeter to QFE
- When clear below Transition Level set both Primary Altimeter to QNH
- ATC clearance will be QFE below Transition Level
- Use conversion table in the Chart
- if Height in QFE are not in chart use QRH conversion table then add airport elevation to set FCU
Dont use Electric Metric Altimeter for reference
*Weather Radar
- recommend TILT auto mode during all fight
- range 80nm on PF ND 80nm , 160nm on PM ND
- Avoid all red or magenta cells by at least 20nm
- severe turbulence up to 5000’ above a cell
- Storm tops above FL350 are hazardous
- H (feet) = d (NM) x Tilt (degrees) x 100
- Slowly SCAN weather up to 15degree on T/O
- Reduce GAIN 1 step at a time to find best path
- Minimum 40nm for decision
Pack
- OAT < 20celcius / APU Bleed OFF , Pack OFF
20celcius <= Cabin Temp <= 26celcius / APU Bleed ON , 1 PACK ON
26celcius < Cabin Temp / APU Bleed ON , 2 PACK ON - LO when number of occupants below 141 (320) , 168 (321)
HI when abnormal hot & humid conditions - range temp 24 +/- 6celcius
- should switch Pack on each flight to prevent excessive wear of 1 pack
- during OETD OETA pack 2 should be OFF
IRS alignment
Complete IRS alignment (>5sec)
- first flight of the day
- crew change
- depart airport located between latitudes 2degree North & 2degree South
- GPS not available in flight time > 3hr , poor NAVAID coverage route
Fast alignment if Complete alignment is not necessary & difference between IRS & FMGC >= 5nm
NAV TIME is cumulated block time since latest IRS alignment (fast or complete)
if OAT >= 30 flap must be retracted before perform IRS alignment prevent RTLU mechanic stop
mechanic ง้าง -> “Return to low Speed” -> “Open Loop”
Green dot Speed
- type 320 = 2*GW/1000 + 85
- type 321 = 1.5*GW/1000 + 110
- Green dot speed by Fly smart & FMGS difference of 2kt or more indicate discrepancy exists
Taxi Speed
Taxi Speed Dry/Wet/Contaminated
- Taxi Speed 30/20/10
- Vacate Runway , Backtrack 45/20/10
- 90degree Turn 15/10/5
FINAL APP Guidance acceptable
- 0.1degree difference between vertical path MCDU and chart
- 1degree difference between lateral track MCDU and chart
- 3degree difference between lateral track MCDU and chart for NAVAID approach
- BARO setting maximum discrepancy between altimeter 100’
Press the APPR push button when
- Clear for the approach
- (ILS or LOC) intercept trajectory
- (ILS or LOC) LOC deviation available
- (FINAL APP) TO waypoint is FDP
Approach phase Call out
Approach phase Call out
- “SPEED” -> VAPP -5/+10
- “SINK RATE” -> V/S 1000’/min
- “PITCH” -> Pitch <(-2.5)degree , >10degree (320) / > 7.5degree (321)
- “BANK” -> 7degree
- “LOC” “GLIDE”-> 1/2 dot
- “V/DEV” -> 1/2 dot
- “CROSS TRACK” -> 0.1nm
- “COURSE” VOR 1/2dot , 2.5degree / NDB 5degree
- altitude check point -> __ft high or low
Landing phase Call out
- “Pitch Pitch”
- “Bank Bank”
Go around phase Call out
- “PITCH” pitch <10 , >20
- “SINK RATE” no climb rate
“Passing (Fix name) ___ft” -> FDP
order FCU “MANAGE” = push button / only FL said before order -> “FL190 MANAGE”
“Speed Check” check speed tape “Flap XXX” check lever position on ECAM Upper display
Visual APP
- AP off , both FD off , FPV recommend , A/THR recommend
- ใช้ FD ได้จนถึง base leg
- LS on ได้ใน final approach
- FLAP 2 before approach
- Extend downwind 3sec/100’ (+/- 1sec for wind)
- Landing config at base leg
- Stabilize at 500’
- Strongly recommend to turn off both FD to ensure A/THR in speed mode
Glide interception from above
- at least CONF 2 + Landing gear down
- APPR Mode ARM
- FCU set Above or Below
- V/S 1500ft/min initially -> 2000ft/min (speed increasing to ward VFE)
- Use Speed Brake (ไม่ได้มีเขียน แต่ใช้ได้)
ECAM SD page CRUISE check
- ENG -> Oil pressure & temp
- BLEED -> Parameter
- ELEC -> Parameter & GEN load
- HYD -> Slight decrease in quantity is normal / Fluid contraction during cold soak can be expected / Green system is lower than on ground following landing gear retraction
- FUEL -> Fuel distribution
- COND -> Duct temp compare with zone temp avoid large different for passenger comfort
- F/CTR -> not any unusual control surface
- DOOR -> Oxygen pressure
Communication
- Headset use from Pushback/Engine Start -> FL 200 -> Parking
- Ensure SELCAL check is carried out on both HF sets during initial contact
before tuning HF2 to secondary frequency - Cockpit to cabin communication should be handled by the PM after a positive transfer of radio communication to the PF
Battery
- on Preliminary if aircraft not supplied 6hr or more
BATT OFF & BATT > 25.5V to ensure a charge above 50%
if not , charge cycle 20min is required for start APU - if APU is start by Battery only it should start within 30min after BATT Auto
(35min after battery AUTO battery charge <25% max capacity) - on Cockpit Preparation BATT OFF then ON
after 10sec check current charge below 60A & decreasing
if not , wait until charge cycle end then check again
Anti Ice (Ice shedding)
- on ground when WING anti-ice ON valve open for self test about 30sec
- in flight when icing condition ENG Anti-ice must be ON except SAT below -40celcius
in flight when icing condition WING Anti-ice may be ON to prevent ice accretion on leading edge
in flight when icing condition WING Anti-ice must be ON if evidence of ice accretion
such as ice on visual indicator, wiper, SEVERE ICE DETECTED alert - on ground icing condition when OAT <3celcius , Engine vibration
set parking brake , pedal brake then accelerate engine to 70% N1 for 30sec interval time <=30min (50% N1 for 5sec interval time <= 60min for NEO&321) - consider taxi in time from previous flight as total taxi time unless deicing
*Save Fuel
- Operating at higher CI to gain time due to delay is not permitted
- Altitude below Opt Cruise 4000’ will significant penalty 5% fuel / 8000’ will penalty >10%
- Approximately 3.4% of any additional fuel is burnt per hour of flight
- Optimum climb save 40kg per flight
Flight Management Guidance
- below 10000’ with AP , input which affect flightpath can be performed by PF , request to PM
- when AP off All FMGS input will be request by PF & perform by PM
- if the AP off , PM select intended modes & targets on FCU upon PF request
- any FMA modification must be announced
- if not using FD orders , turn off FD
Brake
- Avoid excessive Manual Brake > 100kt it can result in Thermal Oxidation , disengage should be approaching 45kt
- DECEL light appear when the actual deceleration 80% of selected rate
- Brake temp limit 300c before T/O (150c with brake fan) ensure that in case hydraulic leakage will not ignited
- during Taxi out if an arc is displayed on WHEEL SD page set ON BRAKE FAN
- Brake Fan should not be used during T/O to avoid FOD to fans & brakes
- Before 20kt DISENGAGE Auto Brake to avoid brake jerk at low speed
- PF announces “MANUAL BRAKING” if pedal brake used
PM announces “AUTOBRAKE OFF” if Autobrake disengages , no “MANUAL BRAKE” call out - for 321 “Spoiler Reverse Green Brake Low Decel” due to BRK LO on FMA
- Autobrake Activated when wheel speed >40 kt & spoiler extension (wheel speed >72 kt)
- If brake temp >500c (350c with brake fan) avoid apply parking brake unless necessary
- brake fan using if brake temp >500c, 5min after L/D, approaching gate(vacate runway for neo)
Use Brake Fan before Aircraft reach gate to prevent blowing carbon brake dust to ground person - PARK BRK handle OFF if brake hot -> prevent critical structures from being exposed to high temp
Reverser
Reverser
- If ground spoilers are not armed -> extend at reverser thrust selection
- if no spoiler extend -> check thrust lever set to IDLE / set both thrust lever to MAX REV & fully press brake pedals
- 70kt REV IDLE (unless required due to emergency) to prevent gases reentering the compressor by distortion of airflow cause engine stall result in excessive EGT
- On snow the reverser should be stowed when aircraft speed reach 25kt
Select REV IDLE on WET runways
- FLD (1.15 LD) must be equal or less than full runway LDA regardless of autobrake & runway condition
- landing distance has been made with -> MEDIUM TO POOR landing performance / no reverser credit
Choosing Auto Brake & Flap
Choosing Auto Brake & Flap
1. For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than runway length
2. However to avoid unduly high autobrake (MED) , FLD may exceed LDA as long as all following satisfied
- RWYCC 5,6
- Autobrake LOW LD < LDA
- Manual brake FLD < LDA
if(Flap 3 Autobrake LOW FLD <= LDA) use Flap 3 Autobrake OFF (Manual Brake only required <100kt)
if(Flap 3 Autobrake LOW LD <= LDA) use Flap 3 Autobrake LOW (RWYCC 5,6/Manual Brake FLD<LDA)
if(Flap 3 Autobrake MED FLD <= LDA) use Flap 3 Autobrake MED
if(Flap Full Autobrake MED FLD <= LDA) use Flap Full Autobrake MED
if(Flap Full Manual Brake FLD <= LDA) use Flap Full Autobrake MED(Maximum Brake after touchdown)
else Landing Not Permit
The Company recommends using CONF 3 REV IDLE for all normal landings
- For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than full runway landing distance available
- LD < LDA
- Tailwind <= 10kt CEO , <= 15kt NEO
- Runway not contaminated
*Cockpit Preliminary มี * ทำทุกขา
- First exterior inspections check WHEEL CHOCKS / LANDING GEAR DOOR / APU AREA
- Dont pressurize hydraulic until ground clearance obtain
- APU auto shutdown & discharge fire extinguisher if APU fire test > 3sec
- when electric supplied by Battery, only right dome light is on
- RESERVOIR FLUID LEVEL Check within normal range
- OXY FCOM check when half amber box (<800)
OXYGEN page Ref temp = (OAT + Cockpit Temp)/2 - ENG page oil quantity >=15qt or 9.5 + 0.5 qt/h (CEO), 8.9 + 0.45 qt/h (NEO&321)
- never use rain repellent to wash windshield & on dry windshield
- AIRCRAFT ACCEPTANCE must be complete at the end of Cockpit Preparation
*Cockpit Preparation
- All White Light OFF except GEN FAULT LIGHT & maintenance panel
- Dont transmit on HF during refueling operations
- ถ้าไม่บิน RVSM , ATC SYS 1 only (only SYS 1 in emergency electric configuration)
- Conservative used in wind variable FMGS set (ให้ใส่ tail wind ที่มากที่สุดเสมอ)
THR RED / ACC ALT สามารถใส่ได้เลยนอกนั้น CM2 CALLOUT CM1 INSERT
insert T/O shift value - Barometer maximum difference 20’ both PFD / 100’ ISIS & PFD / 300’ Standby altimeter & PFD (75’ diff กับ CHART)
- LDG ELEV AUTO & STS & RCL check
- Disconnect External power while EXT PWR ON may cause injury to engineer
- WINDOWS & DOORS check red ring / cockpit door / ECAM DOOR page
- CM1 amend LTS with LMC
LMC 500kg
*Taxi
- if ECAM not display NW STRG DISC memo, but ground crew confirm tow pin in position dont start Engine during pushback to avoid damage to nose landing gear upon Y HYD pressurization
- Dont use brake during pushback unless emergency
- “Cabin Crew be seated for T/O” as soon as practical after receiving the cabin ready signal
- After reset rudder trim flight crew may observe indication up to 0.3degree (L or R)
- OETD maintain taxi in straight line during at least 5sec after EMG2 Master lever ON to ensure PTU auto test complete
- OETD Yellow Electric pump ON providing nosewheel without using PTU
- ENG IGN (T/O do only CEO) -> standing water runway / heavy rain / severe turbulence expected
*T/O & Climb & Cruise
- To counter the nose up effect of setting engine T/O Thrust, apply full forward sidestick until speed 80kt. Release sidestick gradually to reach 100kt
- Wheel Speed 130kt connection between nosewheel steering & rudder pedal is removed
- initiate the rotation with rate 3degree/sec to pitch altitude 15degree (12.5degree 1 Engine fail)
- if tailstrike occurs avoid flying at an altitude requiring a pressurized cabin
and return to origin airport for damage assessment - “positive climb” when V/S is positive & radio altimeter has increased
- selecting pack on before reducing T/O thrust would result in an EGT increase
- When Climbing <10000’ AAL(OM เขียน MSL) pilot may accelerate to ECON CLB Speed above MSA
- MAX REC FL give the aircraft 0.3g buffet (may enter FL above provided that it does not exceed 0.2g buffet otherwise “CRZ ABOVE MAX FL”)
- Enter new wind & temp each WPT where wind differs by >30degree , 10kt , temp 3degree
- if GPS PRIMARY LOST & ACCURACY LOW
check accuracy (position error <= 3nm is reliable) , if not reliable -> raw data
*Descent & Approach
- Speed limit 250kt must not be exceeded below 5000’ AAL
- LDG ELEV AUTO check
- If NAV ACCURACY LOW dont use TERR ON ND
- no call out is required if GPS PRIMARY is available
- EARLY STABILIZED APPROACH enter VAPP at FDP (selected guidance, high glide path, low alt IF)
- when aircraft below FCU alt , flight crew must apply GO AROUND (cant discontinued approach)
- On WET runways with RWYCC not reported , landing performance MEDIUM
- On WET runways in heavy rain with RWYCC not reported , landing performance MEDIUM TO POOR
- At least 1 triangle on each landing gear strut on WHEEL page is sufficient to indicate that gear is lockdown
- if residual pressure indicated on triple indicator -> RESIDUAL BRAKING PROC on QRH (แค่ CEO)
- 15nm from touchdown activated APPR phase if not in NAV mode
- FLAPS 1 should be selected more than 3nm before FDP
- GS 10nm +/- 8degree from centerline & 1.75nominal angle above 0.3nominal angle below
- Decelerate Approach FLAPS 1 & S speed >= 2000’ on final descent
Flap 2 at 1 dot below flight path - for FINAL APP 1nm before FDP FPA Set , 0.3nm FPA Pull
- for FINAL APP at minimum -50’ if AP engage “DISCONNECT AP FOR LDG” will remind that Autoland is not available
- เครื่องเก่าๆติด AP ทำ one Engine NPA “FINAL APP” ไม่ได้ ใช้ได้แต่ FD
- RNAV with LNAV/VNAV cannot NAV FPA , TRK FPA
RNAV with LNAV can NAV FPA (cross-reference table)
*Landing & Parking
- To minimize flaps wear , extend flaps at VFE NEXT -15kt , Recommend Gear extension VLO -10kt
- Ground Spoiler extension inhibit if thrust lever remain above IDLE detent
- CHRONO should be started once the aircraft has touched down
if REV MAX using CHRONO should be started when REV IDLE - 350’ Autoland “LAND MODE” if ILS course pointer & runway track diff >5degree perform go around or visual landing
- 10’ Autoland “RETARD” callout trigger
- DECEL callout confirmed by the speed trend on the PFD
- OAT > 30celcius , no refuelling is required -> keeping CONF1 to prevent AIR WING LEAK on hot weather condition
- In case ACCU PRESS not in green band, chock are required before Engine 1 shutdown
- operate the engines idle for cooling period of 3min before shutdown in order to thermally stabilize
- for NIGHT operation a pair of lighted torch is MANDATORY
- Turn off beacon light when all ENG spooled down N1<10%
- after shutdown ADIRS wait 10sec before shutdown electric to ensure ADIRS memorize recent data
- before BATT OFF wait until APU flap fully close (2min after APU AVAIL light out)
ETC
*ETC
- First T/O of the day crew should carry out full Emergency briefing to cover a reject T/O
For a subsequent flight on the same day with the same crew “Standard Reject Briefing” - Sterile Cockpit when aircraft <10000’ AAL
- Preliminary & Securing Checklist are READ & DO procedure carried out by CM2
- both TERR ON ND when operating in mountainous area <10000’ AAL,MSA / PF should deselect if Weather Radar required (แต่ใน procedure เขียนว่า radar on PF / TERR ON ND on PM)
- The PF will have 1 hand on the Thrust lever form a minimum of 1500’ AAL
- if Aircraft below profile V/S -1000’
- to avoid TCAS RA on last 2000’ climb or descent limit V/S to 1500’ especially in busy airspace
- transfer duty read FMA + FL “you have control”
- Minimum Pavement for 180degree turn 30m for A320 / 32m for A321
- get ground crew clearance before using the electric pump
- 320 Gear Not Compress / Compress -> 13.7 / 11.7
321 Gear Not Compress / Compress -> 11.2 / 9.7
Engine Start
- In case electrical power supply interrupt during start sequence (loss of ECAM DU) abort start
then perform 30sec dry crank (FADEC limit N2 to 30%) - Parameter call out is not mandatory
- The Engine may not start at first attempt flight crew should not abort the start while FADEC automatically manage a second attempt
- After Start to avoid thermal shock pilot should operate engine at idle 2min (3min for neo,321) (5min if OAT -29c) before advancing thrust lever to high power
- fuel leak from engine drain mast -> idle 5 min ,if leak still present -> shutdown & maintenance
- PTU Fault is trigger if last engine start within 40sec following the end of cargo doors operation
