SOPs Flashcards
COCKPIT PREPARATION
- OVERHEAD PANEL
- CTR INSTRUMENT PANEL
- PEDESTAL
- GLARESHIELD
- LATERAL CONSOLES
- INSTRUMENT PANELS
- ECAM CONTROL PANEL
- ADIRS
- FUEL ON BOARD
- DEPARTURE BRIEFING
COCKPIT PREPARATION CHECKLIST
BEFORE PUSHBACK/START CLEARANCE
LOADSHEET (PF-PM)
- FINAL LOADSHEET - CHECK
- ZFW/ZFWCG - CHECK/REVISE
- *ZFW/ZFWCG - CROSSCHECK
FUEL (PF-PM)
- *FUEL ON BOARD - CHECK
TAKEOFF DATA
- If takeoff conditions changed:
- FINAL TAKEOFF PERF DATA - RECOMPUTE (PF-PM)
- FMS TAKEOFF DATA - REVISE (PF)
- FMS REVISED TAKEOFF PERF DATA - CROSSCHECK (PM)
- EFB/MCDU GREEN DOT - COMPARE (PM)
SEATING POSITION
- SEATS, SEAT BELTS, HARNESSES, TUDDER PEDALS, ARMRESTS - ADJUST
MCDU
- FMS PERF TO page - SELECT (PF)
- FMS F-PLN page - SELECT (PM)
AIR CONDITIONING UNITS
- AC UNITS - CHECK DISCONNECTED (PM)
ELEC
- EXT PWR pb - CHECK “AVAIL” (PM)
- EXT PWR DISCONNECTION - REQUEST (PM)
AT PUSHBACK/START CLEARANCE
PUSHBACK/START CLEARANCE
- PUSHBACK/START CLEARANCE - OBTAIN (PM)
EXTERIOR LIGHTS
- BEACON sw - ON (PF)
ATC
- ATC - SET FOR OPERATION (PM)
WINDOWS AND DOORS
- WINDOWS and DOORS - CHECK CLOSED (PF-PM)
- SLIDES - CHECK ARMED (PF-PM)
THRUST LEVERS
- THRUST LEVERS - IDLE (PF)
ACCU PRESSURE
- ACCU PRESS indicator - CHECK (PF)
PARKING BRAKE AND NOSEWHEEL STEERING
- If pushback is not required:
- PARK BRK handle - ON (PF)
- BRAKES PRESS indicator - CHECK (PF)
- BEFORE START C/L - COMPLETE
- While doing the Before Start Checklist, CM2 selects POSITION MONITOR page (to check IRS in NAV) and the fuel page on the ECP.
- If pushback is required:
- “NW STRG DISC” memo - CHECK DISPLAYED (PF)
- BEFORE START C/L - COMPLETE
- PARK BRK handle - OFF (PF)
- When pushback is completed:
- PARK BRK handle - ON (PF)
- BRAKE PRESS indicator - CHECK (PF)
TAILWIND/ XWIND>20kts TAKEOFF Technique
TAKEOFF - ANNOUNCE
THRUST - 50% N1
SIDESTICK - FULL FORWARD
BRAKES - RELEASE
THRUST LEVERS - increase rapidly to 70% and then progressively to reach takeoff thrust by 40kts GS
At 80 kts - release sidestick gradually to be neutral at 100kts
Then, as normal takeoff
STABILIZATION HEIGHT
The stabilization HEIGHT is defined as one of the following:
- 1 000 feet AAL in IMC (PF will call “STABILISED”, or “GO AROUND/FLAPS”), or
- 500 feet AAL in VMC (<1000’ PF calls “VMC CORRECTING”), or
- Any other height defined in Operator policies or regulations
STABILIZATION CRITERIA
In order for the approach to be stabilized, ALL of the following conditions must be satisfied before, or at the stabilization height:
Aircaft is on the CORRECT LATERAL and VERTICAL PATH;
+
Aircaft in the desired LANDING CONFIGURATION;
+
THRUST is stabilized, usually above idle, and the aircraft is at TARGET SPEED for approach;
+
Flight crew does NOT detect any EXCESSIVE flight parameter DEVIATION
If one of the above-mentioned conditions is not satisfied, the flight crew must initiate a go-around, unless they estimate that only small corrections are required to recover stabilized approach conditions.
EARLY STABILISED APPROACH
Under certain circumstances, the flight crew may decide to reduce the speed down to VAPP in the landing configuration at the FDP (i.e. approach via selected guidance, high glide path angle, low altitude intermediate approach, etc.)
-In order to obtain a valuable deceleration pseudo waypoint and to ensure a timely deceleration, set VAPP as a speed constraint at the FDP
CONFIGURATION SCHEDULE:
-Start configuring 7 NM Before FDP
DECELERATED APPROACH
- Its the standard flying technique for: ILS, or FINAL APP guidance
- This technique refers to an approach where the aircraft reaches 1000 ft in the landing configuration at VAPP. In most cases, this equates to the aircraft being in CONF 1 and at S speed at the FDP
Activate app phase 15 NM before TDZ;
CONFIGURATION SCHEDULE
-flap 1 3 NM Before FDP
-flaps 2 at 2000’ AGL
-GEAR DOWN in sequence
-flaps 3 in sequence
-flaps full in sequence
At 1000’ AGL MIN:
-VApp stable
-LDG Config
If speed selected:
- S speed after Flaps 1
- F Speed after Flaps 2
- VApp after landing flap selection
To minimize flap wear, extend flaps when at Vfe-15 knots
What visual references are necessary at DH or MDH to land on a NPA, APV and ILS CAT 1 Operations?
At DH or MDH, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot: A) elements of the approach lighting system B) the threshold C) the threshold markings D) the threshold lights E) the threshold identification lights F) the visual glide slope indicator G) the touchdown zone or touchdown zone markings H) the touchdown zone lights I) runway edge lights J) other visual references specified in the operations manual (AMC1 CAT.OP.MPA.305(e)) (LIDO 1.5.8.10.7)
ALTERNATE BRAKING SYSTEM CHECK
The purpose of this check is to verify the absence of “spongy pedals”
Y ELEC PUMP - check OFF
CHOCKS - IN PLACE
PARK BRK handle - OFF
BRAKE PEDALS - PRESS (max pressure)
(pressure must build up symmetrically. With full deflection, pressure must be within 2000 and 2700 PSI)
BRAKE PEDALS - RELEASE
PARK BRK - SET
On WET Runways (RWY surface condition GOOD), we may use IDLE REV IF:
-The landing performance calc was made with: MEDIUM TO POOR conditions; + NO REVERSER CREDIT
Preliminary cockpit preparation - Battery check (If aircraft has not been electrically supplied for 6 h or more)
- Batts 1 & 2 - Check OFF;
- Bat 1 & 2 V - Check above 25.5 V (Battery voltage above 25.5 V ensures a charge above 50 %.)
- If above - Batts - AUTO
If voltage AT OR BELOW 25.5V:
A charging cycle is required ( approx. 20’):
- Batts 1 & 2 - AUTO;
- Ext PWR - ON
Check on ELEC SD page, that the battery contactor is closed and the batteries are charging.
After 20 minutes:
- Batts 1 & 2 - OFF
- Batts 1 & 2 Voltage - Check above 25.5V
- Batts 1 & 2 pb - AUTO
