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.
Cruise NAV accuracy
If there is a significant mismatch between the display and the real position: Disengage MANAGED NAV mode and use
raw data navigation (possibly switching to ROSE VOR, so as not to be misled by FM data).
Descent
If the weather conditions are expected to change at the landing airport, or in the event of significant precipitation, the flight crew should consider a
second calculation of the in-flight landing distance with the worst possible runway condition.
Descent
The selection of REV MAX is the standard practice for landing. However,
on DRY runways the flight crew may select REV IDLE.
Descent
On WET runways (runway surface condition GOOD), the flight crew may select REV IDLE, if all the following conditions are satisfied:
‐ A landing distance assessment has been made with the following parameters: • MEDIUM TO POOR landing performance level for the in-flight landing distance computation • No reverser credit
Descent preparation
In all cases, do not modify the final approach (FAF to runway or MAP), including altitude constraints. ‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the
FPA after this FDP, ‐ If a TOO STEEP PATH message is displayed after the FDP, do not use FINAL APP guidance for approach. ‐ Identify the Missed Approach Point.
Descent preparation
DES WIND page…CHECK Enter
winds for descent before T/D.
Descent preparation
CONF 3 should be considered, depending on the
available runway length and go-around performance, or if windshear/severe turbulence is considered possible during approach.
When the flight plan calls for an NDB approach, the system automatically tunes the ADF, only when the aircraft is passing the
first fix of the approach. Therefore, it is convenient to manually tune the ADF earlier (before activating the approach phase).
Autobrake
On short or contaminated runways, use
MED mode. On long runways, LO mode is recommended.
Descent
If NAV ACCURACY is LOW, do not
use TERR on ND
Engine anti-ice must be set to ON before and during descent, event if the
SAT is below -40 °C (-40 °F). When ENG ANTI ICE is ON, the FADEC selects a higher idle thrust which gives better protection against flame-out.
ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can compensate for this by
increasing the descent speed, or by extending up to half speedbrakes
Descent
If ATC requires an early descent:
Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge on the required descent path. (The pilot may use a V/S of -1 000 ft/min).
Descent
If ATC delays the descent:
Beyond T/D, the PFD and the MCDU display either “DECELERATE” or “T/D REACHED” message. This suggests to the crew that it starts reducing speed towards green dot speed (with ATC permission). When cleared to descend, select DES mode with managed speed active
whenever the lateral mode is changed from NAV to HDG/TRK the vertical mode reverts to
V/S at the value pertaining at the time of the mode change.
From time to time during stabilized descent, the flight crew may select FPA to check that the remaining distance to destination is approximately the altitude change required divided by
the FPA in degrees. FPA (°) = ΔFL/DIST (NM)
If a high rate of descent is required, push the EXPED pushbutton on the FCU. The target speed for the descent now becomes
M 0.8 or 340 kt, whichever is lower. The FMA will display THRIDLE/EXP DES/NAV. To return to DES mode, push the FCU ALT knob
In DES mode: If the aircraft is on, or below, the flight path and the ATC requires a higher rate of descent, do not use speedbrakes because the rate of descent is dictated by
the planned flight path. Thus, the A/THR may increase thrust to compensate for the increase in drag. In this case, use OPEN DES with speedbrakes.
If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of retraction is low (total time for retraction from full extension is approximately
25 s). The ECAM memo page displays SPD BRAKES in amber until retraction is complete.
In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode, retract the speedbrakes at least
2 000 ft before the selected altitude
Press the ILS/LS pb, if one of the following approaches is planned:
‐ ILS, GLS , MLS ‐ ILS G/S out, LOC only or LOC B/C ‐ Approach with the FLS function
Descent 100
The flight crew checks that:
‐ Deviation scales are displayed on the PFD ‐ The IDENT is properly displayed on the PFD
On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS PRIMARY function is available. Otherwise, crosscheck NAV ACCURACY using the
PROG page (BRG/DIST computed data), and the ND (VOR/DME raw data)
Descent: recommended flying reference: ‐ In vertical managed modes:
HDG-V/S reference associated with the FD crossbars
Descent: recommended flying reference: In vertical selected modes:
TRK-FPA reference associated with FPD.
the following conditions must be satisfied before, or at the stabilization height:
‐ The aircraft is on the correct lateral and vertical flight path ‐ The aircraft is in the desired landing configuration The thrust is stabilized, usually above idle, and the aircraft is at target speed for approach
PR-YYA, PR-YYB, PR-YYC, PR-YYD, PR-YYE, PR-YYF, PR-YYG, PR-YYH, PR-YYI, PR-YYJ, PR-YYK, PR-YYL
If the predicted tailwind at landing is greater than 10 kt,
decelerated approach is not permitted, and the aircraft speed should be stabilized at around VREF + 5 kt in final.
In order for the approach to be stabilized:
The aircraft is on the correct lateral and vertical flight path ‐ The aircraft is in the desired landing configuration - The thrust is stabilized, usually above idle, and the aircraft is at target speed for approach
Use the following recommended flying reference: ‐ In vertical managed modes/ In vertical selected modes:
HDG-V/S reference associated with the FD crossbars/TRK-FPA reference associated with FPD.
EARLY STABILIZED APPROACH-enter VAPP as a speed constraint at the Final Descent Point. Situations that require this:
approach via selected guidance, high glide path angle, low altitude intermediate approach.
Discontinued approach
Above altitude on FCU - discontinued approach or go around
Below the altitude on FCU:
Go around
Discontinued approach:
Announce “CANCEL APPROACH”. To disarm any AP/FD approach mode, press APPR pb or LOC pb; and:
Select lateral mode as required (NAV or HDG mode). Select vertical mode as required (level off or adjust V/S). Select SPEED and adjust.
Discontinued approach
Last waypoint, lateral revision, new destination.
Because the thrust levers are not set to TOGA detent, the FMS remains in:
approach phase.
to monitor the proper F-PLN sequencing the:
TO waypoint on the upper right side of the ND (meaningful waypoint)
The APPR phase activates automatically:
If the aircraft overflies the DECEL pseudo waypoint in NAV mode
Activate and confirm APPROACH phase 15NM from touchdown if flown in:
HDG/TRK mode
Monitor flight path (vertical deviation) in NAV / HDG:
- In NAV mode, use VDEV information on the PFD and PROG page.
‐ In HDG/TRK mode, use the energy circle on ND representing the required distance to land
In clean configuration, the VLS with speed brakes fully extended may be
higher than green dot speed or VFE FLAP 1.
Initial Approach:
If GPS PRIMARY is lost, or GPS not installed, check on PROG page that the required navigation accuracy is appropriate to the phase of flight. ‐ If NAV ACCURACY is LOW:
at least one ND must be in ROSE LS/VOR depending on the approach.
FLAPS 1 should be selected more than:
3 NM before the Final Descent Point
If the aircraft does not decelerate on the flight path or aircraft speed is significantly higher than “S” speed:
extend the landing gear in order to slow down. The use of speedbrakes is possible. The flight crew should be aware that the use of speedbrakes causes an increase in VLS.
For ILS / MLS / GLS and approaches using FLS , if the aircraft intercepts the flight path below 2 000 ft AGL, select FLAPS 2 at:
one dot below the flight path.
If the aircraft speed is significantly higher than “F” speed on the flight path, or the aircraft does not decelerate on the flight path:
extend the landing gear in order to slow down the aircraft. The use of speed brakes is not recommended.
When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce:
a slight roll movement, and in calm conditions a small lateral control asymmetry may remain until disturbed by a control input or by an atmospheric disturbance
WHEEL SD page appears below:
15 500 ft when landing gear is extended
Landing gear extended
Check for three green indications on the landing gear indicator panel. At least:
one green triangle on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the landing gear is downlocked
FLAPS FULL…SELECT
‐ Retract the speed brakes before selecting FLAPS FULL to prevent:
a pitch down when the speed brakes automatically retract. ‐ Check deceleration towards VAPP. ‐ Check correct TO waypoint on the ND
Final approach:
The PM calls out, if: • The speed goes lower than:
the speed target -5 kt , or greater than the speed target +10 kt • The pitch attitude goes lower than -2.5 °, or greater than +10 ° nose up • The bank angle becomes greater than 7 ° • The descent rate becomes greater than 1 000 ft/min
To minimize flaps wear, extend flaps at:
VFE - 15kt, when possible.
Approach
Flaps setting - consider VFE on FPD in case of
Aircraft heavy.
For CATII, CATIII approaches, review the following items on top of the usual briefing:
‐ Task sharing and callouts ‐ Management of degraded guidance ‐ Low visibility procedures at the airport
Press the APPR pb when:
• Cleared for the approach • On the intercept trajectory for the final approach course • LOC deviation is available.
LOC and/or G/S capture modes will engage no sooner than
3 s after being armed.
ICAO defines the envelope where the quality of the G/S signal ensures a normal capture. This envelope is within
10 NM, ±8 ° of the centerline of the ILS glide path and up to 1.75 θ and down to 0.3 θ (θ = nominal glide path angle).
Above 5 000 ft AGL, the FMA displays CAT 1. ‐ Below 5 000 ft AGL,
the FMA displays the correct approach capability for the intended approach.
Glide interception from above
When reaching VFE, the AP maintains VFE and reduces
the V/S without MODE REVERSION.
ILS final approach
The PM calls out if excessive deviation occurs:
• LOC: ½ dot • GLIDE: ½ dot
ILS
AT 350 ft RA LAND mode…CHECK ENGAGED/ANNOUNCE If no LAND mode,
autoland is not authorized.
Below minimum, must be the primary reference until landing
the visual references
MANAGEMENT OF DEGRADED GUIDANCE EARLY/UNTIMELY FLARE MODE ENGAGEMENT:
Perform a go around (thrust levers set to TOGA), or ‐ Disconnect AP, set both FDs to OFF and continue the approach using raw data or external visual references.
MANAGEMENT OF DEGRADED GUIDANCE EARLY/UNTIMELY FLARE MODE ENGAGEMENT
In association to an early/untimely FLARE mode engagement on the FMA, the following effects may occur:
The RA height indication may be frozen at a positive or negative value, • Discrepancies between both PFDs may happen on the following indications: ▪ RA heights, ▪ FD orders, ▪ FMA indications when both APs are engaged.
MANAGEMENT OF DEGRADED GUIDANCE EARLY/UNTIMELY FLARE MODE ENGAGEMENT
Warnings and/or Callouts:
Untimely activation of the AUTOLAND warning light. Refer to DSC-22_30-30 Autoland Warning, • Untimely Terrain Awareness and Warning System (TAWS) alerts, • Untimely or absence of “RETARD” callout, • Untimely L/G GEAR NOT DOWN ECAM warning, • Absence or interruption of RA automatic callout (height announcement), ‐ On the System Display (SD): A pulsing cabin differential pressure advisory may appear on the ECAM - CAB PRESS PAGE Note: This ECAM advisory has no consequence on the real cabin pressure.
MANAGEMENT OF DEGRADED GUIDANCE
FOR CAT II, CAT III OPERATIONS
In the case of: ‐ Amber caution (single chime), or ‐ Landing capability degradation.
1,000ft - above: ECAM / QRH PROCEDURE / below: if visual references not sufficient: GO AROUND; if visual references: manual flight
Approach using FINAL APP guidance
The FMS vertical profile does not take into account the effect of low OAT. Therefore, vertical managed guidance:
Must not be used when the actual OAT is below the minimum temperature indicated on the approach chart or defined by the Operator, or • May not be used when temperature corrections are required (FINAL APP mode may not engage).
For RNAV (GNSS) approach with LNAV VNAV minima, use of
QNH from a remote station is prohibited.
FINAL APP guidance
If a TOO STEEP PATH is displayed after the Final Descent Point (FDP), do not use FINAL APP guidance for approach. Use
NAV FPA, TRK FPA or FLS for approach. ‐ 0.1 degree of difference between the MCDU and the charted final vertical path is acceptable ‐ 1 degree of difference between the MCDU and the charted final lateral track is acceptable
FINAL APP guidance FL100
If NAV accuracy is LOW,
use TRK FPA mode for approach
FL100
GPS PRIMARY must be available on at least
1 FMS
RNAV BAROVNAV
The maximum acceptable discrepancy between altimeters is
100 ft.
FINAL APP guidance
After a radar vectoring, consider a
DIR TO RDL IN to sequence the F-PLN
FINAL APP guidance
Press the APPR pb when all of the following conditions are satisfied:
‐ The aircraft is cleared for approach ‐ TO waypoint is the Final Descent Point.
FINAL APP guidance
At the Final Descent Point, indicates that FINAL APP engagement conditions are met:
a blue arrow on ND
If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical guidance using raw data. ‐ The PM calls out if excessive deviation occurs:
• XTK > 0.1 NM • V/DEV > ½ dot L2 On the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft.
FINAL APP guidance
AP ….OFF
At the latest at the MAP or Minimum Use Height of the AP (whichever occurs first).
FINAL APP guidance
From minima down to the MAP the FD provides an additional guidance. The FD must be switched off if
the guidance is not relevant or not followed. ‐ After the MAP, disregard the FD as it reverts to HDG V/S.
FINAL APP guidance
MANAGEMENT OF DEGRADED NAVIGATION
For VOR and NDB approaches, be prepared to continue the approach with reference to appropriate raw data by reverting to:
NAV FPA, if the vertical guidance is not satisfactory ‐ TRK FPA, if the lateral guidance is not satisfactory
FINAL APP guidance
Management of degraded navigation
RNAV (GNSS) LNAV or LNAV / VNAV
Use the appropriate remaining AP/FD in the following cases:
• GPS PRIMARY LOST on one ND • NAV ACCUR DOWNGRAD on one FMGS.
FINAL APP guidance
Management of degraded navigation
Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually:
GPS PRIMARY LOST on both NDs • XTK > 0.3 NM • NAV FM/GPS POS DISAGREE on ECAM • NAV ACCUR DOWNGRAD on both FMGS.
For RNAV(GNSS) approaches with LNAV minima: Be prepared to continue the approach by reverting to
NAV FPA, if the vertical guidance is not satisfactory
For RNAV(GNSS) approaches with LNAV minima: Discontinue the approach in the case of deviation of
75 ft below the vertical path (V/DEV>¾ dot).
Loc only
If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), disregard the
V/DEV or yoyo information on the PFD
LOC only
If NAV accuracy is LOW, use
TRK mode for approach
LOC only
when cleared for approach and on the intercept trajectory for the final approach course:
LOC pb-sw …PRESS
TRK FPA pb (Bird)…SELECT
FPA FOR FINAL APPROACH…SET
At 0.3 nm from the Final Descent Point: FPA selector …PULL
When below the go around altitude, set it to avoid unexpected altitude capture
LOC only
When AP off, turn off the
FD
For VOR and NDB approaches in NAV FPA, if lateral guidance is not satisfactory:
‐ Be prepared to continue the approach with reference to appropriate raw data by reverting to TRK FPA.
FPA approach
Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually:
• GPS PRIMARY LOST on both NDs • XTK > 0.3 NM • NAV FM/GPS POS DISAGREE on ECAM • NAV ACCUR DOWNGRAD on both FMGS
Circling approach
The landing runway must be inserted into the
SEC F-PLN.
Circling
The flight crew flies a stabilized approach at “F” speed, configuration
3 and landing gear down.
Circling approach
At the Circling MDA(H) at the latest:
Perform a level off
When required conditions for circling are satisfied:
Select TRK FPA Proceed to downwind leg At any time in the downwind leg, activate the SEC F-PLN Disconnect the AP and remove the FDs at the latest before starting the descent toward the runway Set the landing configuration when appropriate, but ensure early stabilization in final
Visual approach - general method:
The AP is not used ‐ Both FDs are OFF ‐ FPV use is recommended ‐ A/THR use is recommended with managed speed.
Visual approach at the beginning of the downwind leg:
Manually ACTIVATE APPR Select FDs to OFF Select TRK FPA to have FPV displayed Check A/THR active. Extend the downwind leg to 3 s/100 ft (± 1 s/1 kt of headwind / tailwind). Turn into base leg with a maximum of 30 ° of bank. Descent with approximate FPA, in FLAPS 2, at F speed.
FLARE The cockpit cut-off angle is
20 °
In stabilized approach conditions, the flare height is approximately
30 ft
the “RETARD” callout is triggered at
20 ft radio height
select reverse thrust immediately after
main landing gear touchdown
The flight crew must immediately select REV MAX, if any of the following occurs at any time during the landing:
An emergency ‐ The deceleration is not as expected ‐ A failure affects the landing performance ‐ A long flare or a long touchdown ‐ An unexpected tailwind.
A small pitch up may occur during thrust reversers deployment before
nose landing gear touchdown. However, the flight crew can easily control this pitch up.
If no ground spoilers are extended:
‐ Verify and confirm that both thrust levers are set to IDLE or REV detent. ‐ Set both thrust reverser levers to REV MAX, and fully press the brake pedals.
Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly,
a brake pressure indication appears briefly on the BRAKE PRESS indicator.
If no ground spoilers are extended,
the autobrake is not activated
Avoid the use of high levels of reverse thrust at low airspeed, unless required due to an emergency. The distortion of the airflow, caused by gases reentering the compressor, can cause
engine stalls that may result in excessive EGT.
On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches
25 kt.
On taxiways, the use of reversers, even restricted to idle thrust, would have the following effects:
The engines may ingest fine sand and debris that may be detrimental to the engines and airframe systems. ‐ On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine flameout or rollback.
Disengage Autobrake before
20kt
Go around - FMA
The following modes are displayed:
MAN GA SOFT / SRS / GA TRK or NAV / A/THR (in blue)
If the FMA does not display MAN GA SOFT or MAN TOGA,
immediately set the thrust levers to the TOGA detent.
Go-around may be flown with both autopilots engaged. Whenever any other mode engages,
AP 2 disengages
AT GO-AROUND ACCELERATION ALTITUDE Monitor that the target speed increases to green dot. If the target speed does not increase to green dot:
ALT knob…CHECK and PULL
If the approach was made in icing conditions, or if the runway was contaminated with slush or snow, do not retract the flaps and slats until
after engine shutdown and after the ground crew has confirmed that flaps and slats are clear of obstructing ice.
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in the wings, resulting in “AIR L (R) WING LEAK” warnings. Such warnings may be avoided during transit by keeping the
slats in Configuration 1 when the OAT is above 30 °C.
To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the SLATS/FLAPS should be retracted before
all ADIRS are set to OFF simultaneously.
when in icing conditions and the OAT is plus 3 °C or less, 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
Brakes - 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 brakes is above or equal to 200 °C, or • The temperature of one brake exceeds 900 °C.
brakes vibrations may be experienced
With brakes temperature above 200 °C
In case of low accumulator pressure,
chocks are required before engine 1 shutdown.
When one brake temperature is above 500 °C (or 350 °C with brake fans ON), avoid
applying the parking brake, unless operationally necessary.
Select APU bleed ON, just before engine shutdown, to
minimize odors of engine exhaust fumes in air conditioning.
The flight crew must operate the engines at or near idle thrust for a cooling period of
3 min before engine shutdown, in order to thermally stabilize the engines.
Turn off the BEACON lights, when
all engines are spooled down
Parking - Check that the sum of the fuel on board and the fuel used is consistent with
the fuel on board at departure. If an unusual discrepancy is found, maintenance action is due.
When parking with a flat tire on the nose gear, keep the
parking brake on, to avoid aircraft yawing at parking brake release.
Securing - keep the parking brake on,
To reduce hydraulic leak rate in the brake accumulator.
After the shutdown of the ADIRS, the flight crew must wait
10 s before the shutdown of the electrical supply. This time ensures that the ADIRS memorize the most recent data.
Securing - Should electrical power be required for the crew or servicing personnel, consider setting the
overhead MAINT BUS sw (in the forward cabin) to the ON position, prior to setting aircraft power to off.
Securing - Batteries OFF. Wait until the APU flap is fully closed (about
2 min after the APU AVAIL light goes out), before switching off the batteries. Switching the batteries off before the APU flap is closed may cause smoke in the cabin during the next flight.
If the batteries are off while the APU is running,
APU fire extinguishing is not available
