SOP FCOM Flashcards
altitude that is 4 000 ft below the optimum produces a significant penalty (approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of
more than 10 % against trip fuel. (The usual contingency allowance is 5 %).
Do not pressurize the green hydraulic system without clearance from ground personnel, if any gear door is open. Remember that the green hydraulic system is pressurized if;
the yellow system is pressurized and the PTU is on AUTO.
If the aircraft has not been electrically supplied for 6 h or more, perform the following check: BAT 1 pb and BAT 2 pb CHECK OFF
BAT 1 and BAT 2 pb CHECK ABOVE
25.5 V Battery voltage above 25.5 V ensures a charge above 50 %.
If the aircraft has not been electrically supplied for 6 h or more
If the battery voltage is at or below 25.5 V: A charging cycle of about
20 min is required. BAT 1 pb and BAT 2 pb…..AUTO EXT PWR pb-sw…..ON Check on ELEC SD page, that the battery contactor is closed and the batteries are charging. After 20 min: BAT 1 + 2 pb….OFF BAT 1 and 2 VOLTAGE..CHECK ABOVE 25.5 V BAT 1 + 2 pb…..AUTO
If the battery voltage is above 25.5 V: BAT 1 pb and BAT 2 pb….AUTO If the APU is started on batteries only, it should be started within
30 min after the selection of batteries to AUTO (35 min after battery selection to AUTO, the battery charge is less than 25 % of maximum capacity).
If the aircraft has been electrically supplied during the last 6 h: BAT 1 pb and BAT 2 pb….
AUTO
At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time
(3 min) for tests’ completion, and do not start to press pushbuttons until the tests are over
If there is a transfer of duties during this flight, the flight crew must remind the incoming flight crew of the
applicable OEB(s) during the briefing that is done when transferring the duties.
The volume of the hydraulic fluid in the reservoirs may change with Outside Air Temperature. As a result, the reservoir fluid level that appears on the HYD SD page may be outside of the normal range with
no HYD RSVR LO AIR PR or HYD RSVR LO LVL warning. If the fluid level is outside of the normal range, contact maintenance to determine if service is required.
Check that the oil quantity is at or above 8.9 qt + estimated consumption (maximum estimated consumption.
~ 0.45 qt/h) and not below 10.6 qt
ENG OIL QUANTITY
If the engines have been shut down for more than 60 min, decrease the above quantities by
3 qt to take into account the oil thermal expansion.
If the engine oil quantity indication does not appear on the ENG SD page, set the
ENG 1 and 2 FADEC GND PWR pb-sw on the overhead maintenance panel to ON. After the check of the engine oil quantity, set the ENG 1 and 2 FADEC GND PWR pb-sw to off.
FLT controls check
If flight control surface positions do not agree with the control handle positions, check with the maintenance crew before
applying hydraulic power.
The ACCU PRESS indication must be in the green band. If required use the
electric pump on yellow hydraulic system to recharge the brake accumulator.
PARKING BRAKE handle. ON
When one brake temperature is above
500 °C, avoid applying the parking brake, unless operationally necessary.
BRAKES PRESS indicator.CHECK
Check for…
normal indications.
GEAR PINS and COVERS CHECK ONBOARD and STOWED
Check that
three are on board and stowed.
RCDR GND CTL pb-sw…ON
In order to perform the test, ensure that
the PARK BRK is on.
RCDR GND CTL pb-sw…ON
In order to perform the test, ensure that the PARK BRK is on. LOUDSPEAKER VOLUME knob…OFF (BOTH SIDES)
ACP INT/RAD sw (CAPT and F/O)…SET to…
INT INTERPHONE VOLUME RECEPTION KNOB (CAPT and F/O)…RELEASE Turn down the volume to the minimum.
A fast IRS alignment must be performed if a complete IRS alignment is not necessary and the difference between the IRS position and the FMGC position is at or above
5 NM (see MCDU POSITION MONITOR page).
complete IRS alignment must be performed in the following cases:
‐ Before the first flight of the day, or ‐ When there is a crew change, or ‐ When the GPS is not available and the NAVAIDS coverage is poor on the expected route, or ‐ When the GPS is not available and the expected flight time is more than 3 h.
Leaving the EXIT selector or NO SMOKING selector or NO PORTABLE/ELEC DEVICE selector ON prevents the
emergency batteries from charging. If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING or NO PORTABLE/ELEC DEVICE signs are permanently on, with the EXIT sw or NO SMOKING sw or NO PORTABLE/ELEC DEVICE sw at AUTO (with permanent charge of emergency batteries).
PACK FLOW selector…AS RQRD
Select: LO : If the number of occupants is below
141/168 (A321)
If the charge of at least one battery is not below 60 A:
Wait until the end of the charging cycle of the batteries and perform this check again
If the FUEL MODE SEL pb-sw is unduly left in the MAN position on ground, when the CTR TK L XFR pb-sw and CTR TK R XFR pb-sw are not in the OFF position:
There is a possibility of fuel spillage. In this configuration, the center tank fuel transfer will not stop when the wing tanks become full
Adjust brightness, check IAS, altimeter readings, altimeter settings and attitude display. ‐ Check no flags - Reset attitude, if necessary. Note: Use of the ISIS
bugs function is not recommended
CLOCK…CHECK/SET
Note: 1.If the date is incorrect,
set the date manually then set and keep the clock mode to internal (INT) mode for the whole flight.
To comply with the time precision requirement (+/-1 s UTC) for ATC datalink communication, the flight crew must either:
‐ Use the clock in GPS mode, or ‐ Use the clock in INT mode and synchronize the clock with the GPS at least one time per day. This synchonization ensures that the UTC time drift is below +/- 1 s UTC.
ADS…CHECK ARMED
Press the
ATC COMM key of the MCDU and display the CONNECTION STATUS page. Check if ADS is armed. if not, arm the ADS.
NAVAID DESELECTION…AS RQRD
If NOTAMs warn of any unreliable or unserviceable DME or VOR/DME, access the
SELECTED NAVAIDS page, and deselect the related NAVAID. For an RNP AR departure, access the SELECTED NAVAIDS page and deselect all NAVAID(s) through the RADIONAV SELECTED/DESELECTED prompt.
WINDS…AS APPROPRIATE
Choose between using
trip wind and the forecast wind for CLB, CRZ and DES phases
If ZFW and ZFWCG are unavailable, it is acceptable to enter the expected values in order to
obtain predictions. Similarly, the flight crew may enter the expected fuel on board, if refueling has not been completed at that time.
If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect
green dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed will be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn is completed or the altitude cleared, the pilot will resume the managed speed profile by pressing the SPD selector on the FCU.
After the PF prepares the FMS, the PM checks all the data entered in the FMS. This check includes a crosscheck
of performance data displayed on the PM’s EFB with the FMS PERF T.O page.
The PM compares Green Dot speed computed by the FMGS and the Green Dot speed computed using the TAKEOFF application. A discrepancy indicates a difference in
the TOW used in both systems (EFB/FMGS).
PFDs: The maximum difference is:
±20 ft between both PFDs And depending on the aircraft configuration: ±100 ft between ISIS and PFDs, or ±300 ft between mechanical standby altimeter and PFDs.
Oxygen masks check
On the ECAM DOOR/OXY page: REGUL LO PR message…………………………………………………………………………………..
CHECK OFF The crew must perform this check after having checked all masks. It ensures that the LP valve is open, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in the closed position may not be detected during the oxygen mask test).
PM: IRS ALIGN…CHECK
FMGS page:
On the POSITION MONITOR page, check that the IRS are in NAV mode, and check that the distance between each IRS and the FMS position is lower than 5 NM. Select ND in ROSE-NAV or ARC mode, and confirm that the aircraft position is consistent with the position of the airport, the SID and the surrounding NAVAIDs.
Both crew members carefully check the Load and Trim Sheet (LTS), particularly for gross errors. Make sure that the load sheet data is correct (e.g
correct flight, correct aircraft, dry operating index, configuration, Fuel on Board,etc.).
Check that ECAM fuel on board corresponds to the F-PLN. ‐ Check that fuel imbalance is within limits. ‐ Crosscheck that
the sum of the Fuel On Board (FOB) recorded at the end of the last flight and the fuel uplift (if any) is consistent with the current FOB. If an abnormal discrepancy is found, a maintenance action is due.
FOB after refuelling: Abnormal discrepancy above: Up to 6 tons (13200 lb) 400 kg (900 lb) Between 6 tons (13200 lb) and 12 tons (26500 lb)
500 kg (1100 lb) More than 12 tons (26500 lb) 600 kg (1300 lb)
Disconnection of the external power with the EXT PWR pb-sw ON may cause injury to the ground engineer. Request disconnection of the external power only
with the EXT PWR pb-sw AVAIL.
Engines will start, regardless of the thrust lever position; thrust will rapidly
increase to the corresponding thrust lever position, causing a hazardous situation, if thrust levers are not at IDLE
If the ECAM does not display the N WHEEL STEERG DISC memo, but the ground crew confirms that the tow pin is in the towing position, the flight crew should
not start the engine during pushback. This is to avoid possible nose landing gear damage upon yellow hydraulic pressurization.
if the start aborts due to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an external pneumatic power group), it is recommended to use
the manual start procedure
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast,
run the engine at idle for 5 min
Engine 2 is usually started first. It powers the
yellow hydraulic system, that pressurizes the parking brake.
Do not set the ENG MASTER 2 lever to ON before
all amber crosses and messages have disappeared on the engine parameters (upper ECAM display).
In case the electrical power supply is interrupted during the start sequence (indicated by the loss of ECAM DUs),
abort the start by setting to OFF the ENG MASTER 2 lever. Then, perform a 30 s dry crank
Depending on the engine thermal state, the FADEC can command an automatic dry cranking before the start of the engine. The dry cranking may last up to approximately
one minute. During the dry cranking, the FADEC logic limits the maximum N2 to 30 %. During the dry cranking, the vibration level increases but remains below the amber display limit in normal operating conditions
ENG start
N2 increases
Corresponding start valve inline. Bleed pressure indication green. Oil pressure increases
Eng start
Above 20 % N2, when the automatic dry cranking is completed ‐ FF increases 15 s (maximum) after fuel is on ‐ EGT increases ‐ N2 increases
Indication of the active igniter (A or B).
Eng start
At 55 % N2 / At 63 % N2
Igniter indication off. / Start valve starts closing
Eng start
ENG IDLE PARAMETERS…CHECK
At ISA sea level:
N1 about 19 % N2 about 68 % EGT about 520 °C FF about 290 kg/h (650 lb/h)
Eng start
Both pack valves reopen with
60 s delay after the second engine thrust is at or above idle
A PTU FAULT is triggered, if the last engine is started within
40 s following the end of the cargo doors operation
If the OAT is below -29 °C, the flight crew should operate the engine at idle or near idle for
up to 5 min, in order to ensure that the engine oil temperature is above 19 °C before takeoff.
APU BLEED pb-sw… OFF
This action enables to avoid
ingestion of engine exhaust gases. ‐ APU BLEED valve closes, ENG BLEED valves open
Anti-ice taxi-out
During ground operation, when in icing conditions and the OAT is +3 °C or less, or if significant engine vibration occurs, the following procedure should be applied for ice shedding:
If ground surface conditions and the environment permit, the flight crew should accelerate the engines to approximately 50 % of N1 for 5 s at intervals not greater than 60 min. In addition, this engine acceleration should also be performed just before takeoff, with particular attention to engine parameters to ensure normal engine operation. If ground surface or environment do not permit to accelerate the engine to 50 % N1, then power setting and dwell time should be as high as practical.
If takeoff is not initiated within
120 min in ground icing conditions, the flight crew must request the maintenance personnel to perform an engine inspection in accordance with the applicable maintenance procedure.
BRAKES …CHECK
If an arc is displayed above the brake temperature on the WHEEL SD page,
set the brake fans to ON.
If brake temperature is below 150 °C,
select brake fans off.
Consider selecting packs OFF, or APU bleed ON. This will improve performance when using TOGA thrust. In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce
takeoff EGT, and thus reduce maintenance costs. The use of flex thrust may reduce maintenance costs. The effect is particularly significant with the first degrees of FLEX. Use of APU bleed is not authorized, if wing anti-ice is to be used.
Takeoff
In case of tailwind, or if crosswind is greater than 20 kt:
THRUST LEVERS…FLX or TOGA ‐ The PF rapidly increases thrust to about 70 % N1 then, above 15 kt ground speed, progressively increases thrust to reach takeoff thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt. Release the sidestick gradually to reach neutral at 100 kt. ‐ Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the thrust levers until the aircraft reaches V1.
At 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedals is removed. Therefore, in strong crosswinds,
more rudder input will be required at this point to prevent the aircraft from turning into the wind.
Selecting pack on before reducing takeoff thrust would result in an
EGT increase. 2.If packs are not switched on after the takeoff phase, an ECAM caution will be triggered.
AT ACCELERATION ALTITUDE Check the target speed change from
V2 + 10 to the first CLB speed (either preselected or managed).
When THR RED and ACC ALT are equal, the FMA will change from
MAN FLX/SRS/NAV to THR CLB/CLB/NAV.
Climbing, at S speed: ENG SD page is replaced by:
The CRUISE SD page.
At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed of configuration 1 + F (225 kt). Continue to
accelerate and on reaching 210 kt the automatic flap retraction will occur and the MAX speed will move to 243 kt.
Takeoff - in case of an immediate landing and pattern below 1500ft, select
ECAM RECALL during the downwind leg.
Thrust reduction and Acceleration altitude defaut and min:
1500ft and 400ft.
Speed between positive climb and thrust reduction:
V2+10kt (18degrees max).
OPT FL is a function of
the cost index (CI).
The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a cruise flight level above this level into the MCDU and the FMGS will accept it, provided
that it does not exceed the level at which the margin is reduced to 0.2 g.
Push the EXP pb on the FCU. The target speed is now
green dot speed. FMA :THR CLB /EXP CLB/NAV
After expedite climb, to return to ECON CLB speed: Push
ALT knob. Check FMA: THR CLB/CLB/NAV
If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the PROG page) the flight, and it is not inserted this lower CRZ FL in the PROG page, FMA announces:
MACH/ALT/NAV instead of MACH/ALT CRZ/NAV.
Cruise
Periodically review system display pages and, in particular: ENG/BLEED/ELEC/HYD
Oil pressure and temperature BLEED : BLEED parameters ELEC : Parameters, GEN loads HYD : A 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.
Cruise
Periodically review system display pages and, in particular:
FUEL/COND/FLT CTL/DOOR
FUEL : Fuel distribution. COND : Duct temperature, compared with zone temperature. Avoid large differences for passenger comfort. FLT CTL : Note any unusual control surface position. DOOR : Oxygen pressure.
Cruise: Check FUEL : Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer flight plan or the in-cruise quick-check table. Check that the sum of the fuel
on board and the fuel used is consistent with the fuel on board at departure. If the sum is unusually greater than the fuel on board at departure, suspect a fuel quantity over read. If the sum is unusually smaller than the fuel on board at departure, or if it decreases, suspect a fuel leak.
Cruise: navigation accuracy check must be performed especially when any of the following occurs:
‐ GPS PRIMARY LOST appears on the ND ( GPS ) ‐ IRS only navigation ‐ The PROG page displays LOW accuracy ‐ “NAV ACCUR DOWNGRAD” appears on the MCDU.
Cruise NAV accuracy
If the check is positive (error ≤ 3 N.m): FM position is reliable. Use
ND (ARC or NAV) and managed lateral guidance.
Cruise NAV accuracy
If the check is negative (error > 3 N.m): FM position is not reliable. Use
raw data for navigation and monitor it.
