Volotea Policies Flashcards
Emergency Evacuation Checklist
Performed by CM2
“READ and DO” philosophy
Headsets must be on (ground)
When receiving ATC clearance and before starting the push back or engines start
Headsets must be on (in flight):
Below transition altitude or 10000 feet, whichever os higher, and whenever deemed necessary by the captain.
Good practice to use it up to TOC and after TOD
Before removing Headsets:
Loudspeaker must be turned up to proper volume and the INT/RAD sw to neutral
CM1 ATC clearance verification:
“SID, ALT and XPDR” on “MCDU, PFD and XPNDR”
When the other pilot is not at his/her seat:
Use headset
Fasten harness
Open O2 mask stowage
When do you need to wear the harness?
From push back to 10,000 feet
From TOD to parking
And when the other pilot is not at the seat
When does CM1 become PF
When calling: “Before start checklist”
ACARS
Captain is sending the load sheet data
FO is sending fuel uplift liters
Volotea RMP policy
“no cross hands and no SEL light” policy
When CM2 is PM, select ATC Freq. On RMP2 and then return to SEL light off
VHF2: 121.5 (+ Release appropriate reception knob)
After arriving to the aircraft, when can you move Handles/Switches/CBs
With the logbook onboard and signed by maintenance (if required)
Flight Documentation Check (First Flight)
First officer:
Documentation in accordance with the “ON BOARD DOCUMENTATION LOCATION” (in the pedestal pocket)
To check OEBs
(QRH should match with MSN)
-CM2 reads the list of effective OEBs and CM1 crosscheck all of them are placed on the QRH and matches the list
RVSM GND CHK during cockpit preparation
CM1: “Reading … Ft”,
CM2: “Reading …Ft”,,
- PFD 1 or PFD 2 altimeters are within 25 ft
- each PFDs altimeters AND airport elevation is <75ft (PRO-SPO-50)
Instruments check during cockpit preparation
+/- 20ft between both PFDs;
+/- 100ft between ISIS and PFDs or
+/- 300ft between mechanical SBY and PFDs
(PRO-NOR-SOP-06 INSTRUMENTS)
When the loadsheet is received:
- CM2 reads DOW/DOI from aircraft table and CM1 confirms on loadsheet
- CM1 reads ZFW/ZFWCG and CM2 inserts in INIT B
- CM2 reads the TOW from INIT B and CM1 confirms on loadsheet
- CM1 reads the TOWCG and Stab trim from the loadsheet. CM2 cross-checks the stab trim value from the normal checklist and CM1 sets the THS setting on the PERF page
- BOTH pilots together will check the performance manual to determine flap setting, flex temp, Vspeeds. CM2 reads and CM1 enters on PERF page
EO ACC ALT
perf page
Set to:
- 1500ft AAL, or of higher
- MINIMUM ACC ALT from rwy perf table
When to check landing performance?
- RWY less than 2600m
- Above 1%
- Airport Elevation above 1000ft
- Above ISA+10°C
- RWY Wet or Contaminated
- Tailwind
When is OETD (One Engine Taxi Departure) not allowed?
- cold engine (>6h)
- Icing conditions
- LVO
- Slippery or contaminated rwy
- self maneuvering to left
- failure affecting HYD, ELEC; APU GEN; STEERING/BRAKING CAPABILITY; BLEED
Avoiding engine thermal shock
To avoid thermal shock, both engines must run on idle or near idle for a minimum of 2 minutes before advancing the thrust lever to high power (the 3’ in the C/L contain the start up sequence and completion of the C/L)
Setting Pitch Trim Wheel
CM2 will set the Pitch Trim Wheel according to the FUEL PRED page.
“PITCH TRIM …. % SET”
Volotea Taxi speed policy
Straight line limit taxi to 30 knots
10 knots max during acute (sharp) 90° turn.
Call out when speed is about to be exceeded
“GROUND SPEED”
Line up flow
- TCAS TA/RA
- TAKEOFF RWY
- APPROACH PATH
- PACKS OFF
- CABIN CREW
Checking the approach path while lining up
The most suitable pilot confirms and announces “APPROACH PATH IS CLEAR OF TRAFFIC” (Visually and using TCAS display and on ND)
Minimum runway length for rolling takeoff
2300 meters
RVSM Check in flight
When approaching FL270 during climb, PF calls “RVSM CHECK, PASSING FL …. NOW”
PM Cross-checks altimeters (on PFD + SBY) and calls out “CHECKED
PM ticks the RVSM ENTRY box on the OFP
Cruise
Request wind on route
- BOTH pilots will execute their own cockpit reviews at TOC and repeat the checks at least every 30 minutes of cruising and monitor the progress of the flight
- PF should select the TCAS to “BLW” from TOC until Landing
- PM is in charge of monitoring the fuel progress and fill the data in the OFP
- PM should obtain last weather info for en-route airports and destination/alternate (VOLMET/ATIS) and contact Ground Handling Agents in order to coordinate and expedite the turn around.
- the PM checks at intervals of approximately 1 hour both PFD altimeter readings (corresponding to the ADRs in use) and notes the ready-out on the OFP as a difference from the FCU level (e.g. -10; +20; +30)
- CM2 shall fill in administrative documentation (Flight Envelope: Crew, Block and Flight hours, Fuel, Delay Codes, etc)
- Hould any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new ATC clearance to avoid entering this airspace
- A minimum of two altimeters must indicate a difference lower than 200ft or according to PRO SPO-50 if it is more limitative. Failure to meet this condition requires that the altimeter system must be reported as defective and notified to ATC
- Cruise phase must be performed in Managed Mode and current Cost Index value unless ATC impose a speed constraint or due to turbulence
- Any time possible, it is desirable to request for “DIRECT TO” in cruise
Best landing combination to reduce fuel costs and brake wear
CONF 3 + REV IDLE + Autobrake LO
Use of Autobrake
- Use of Autobrake is preferable
- Use of MAX mode is not recommended at landing
- on short or Contaminated runways, use MED mode
- on long runways, LO mode is recommended
Use of Reverse
- 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
- the result of this landing distance assessment os within the LDA
- A Landing distance assessment has been made with the following parameters:
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
Passing FL100 the PF will call:
“PASSING FL100” or “PASSING 10.000 FEET”
Landing limitations for SFO, FO and SO as PF
Crosswind including gust
(<500 h)
Contaminated rwy: Not permitted
Maximum Crosswind: 15 knots
Maximum Crosswind Narrow Runway (<45m)/short runway (<1800 m): Not permitted
Maximum Crosswind Cloud Ceiling (BKN/OVC) < (DA or MDA) + 200ft or RVR: < Minimum required + 400m: 10 knots
2500
PM Calls “Radio Altimeter alive”
At Flaps 1
(Landing)
PM extends and switches ON the LAND lights
+
Calls out Wind on ND to PF (SA )
When landing clearance is obtain
PM will set the Nose light switch to TO
At Gear Down
PM:
- Gear down
- RWY TURN OFF lights to ON and NOSE to TAXI
- “CABIN CREW PREPARE FOR LANDING”
- Arm GRND SPLRS
- Check Autobrake
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
EARLY STABILIZED 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
NON PRECISION APPROACH which approach type to follow?
using FINAL APP guidance, decelerated approach procedure may be flown.
NPA with FPA guidance should be early stabilized approaches
NON PRECISION APPROACH
- With FINAL APP guidance, it’s recommended to use the HDG V/S reference associated with the FD crossbars. For selected NPA the TRK FPA reference associated with the FPD should be used;
- 50’ must be added to the published MDA, except for Circling;
- The minimum altitude for a Circling Approach without P-TRK in Volotea is 1000 feet AAL;
- It is highly recommended, for circling approaches to “PUSH TO LEVEL OFF” at an altitude above Circling minimums equivalent to 10% of the current RoD or 100ft. above minimum at the latest;
CIRCLING MINIMUM ALT
- The minimum altitude for a Circling Approach without P-TRK in Volotea is 1000 feet AAL;
- It is highly recommended, for Circling approaches to “PUSH TO LEVEL OFF” at an altitude above Circling minimums equivalent to 10% of the current RoD or 100 feet above minimum at the latest.
CIRCLING APPROACH PREPARATION
For a circling approach, the approach preparation should include the following additional items in the FMS programming:
-F-PLN:
Introduce the instrument approach procedure, including the missed approach procedure for intrument approach;
-SEC F-PLN The landing runway must be inserted into the SEC F-PLN Update the SEC F-PLN as follows: -Copy the active F-PLN -Revise the landing runway.
CIRCLING APPROACH SEQUENCE OF EVENTS
AT THE CIRCLING MDA (AT THE LATEST):
-Perform a level off
AT MAP, IF THE FLIGHT CREW FINDS NO VISUAL REFERENCE:
-Initiate a go around
WHEN REQUIRED CONDITIONS FOR CIRCLING ARE SATISFIED:
- Select TRK FPA
- Proceed to downwind leg (30’’ after 45º- wings level)
- At any time in the downwing leg, activate the SEC F-PLN
- Abeam threshold/F Speed Start CHRONO
- Turn base after 3 seconds/100ft
- 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
If, at any time during the circling approach, the required visual references are lost, initiate a go-around following the missed approach of the initial instrument approach (unless otherwise specified)
When can we shut down ENG 2 after landing for one engine taxi?
- after using MAX REV: At taxi speed start timing and after 3 minutes apply one engine taxi
- after using IDLE REV: At taxi speed start timing and after 2’30’’ one engine taxi must be applied
After landing flow (CM2)
(trigger: CM1 Disarms spoilers)
1-RADAR OFF/STBY 2-PWS OFF 3-ENG MODE SELECTOR NORM 4-FLAPS RETRACT 5-TCAS SET on STBY 6-APU START 7-ANTI-ICE A/R 8-PACK 2 OFF
STANDARD DEPARTURE
- Runway dry
- NO ENG/WING Anti Ice
- Normal ENG Start Procedure
- Push back
- Radar on PF side/ TERR ND on PM side
- Pack OFF
Emergency Briefing
-For any failure before V1:
If the FO is PF:
-You will call: “STOP” or “GO”, in case of stop I will call: “REV GREEN DECEL”
In case of failure after V1:
- Continue TO, no actions below 400ft AGL except gear up and cancel warning
- Reaching 400ft AGL, ECAM actions
- Reaching EO ACC altitude
- If the engine is secured, level off, accelerate and clean up
- otherwise continue climbing until the engine is secured but not above the EO maximum acceleration altitude
- At green dot: OP CLB, MCT, resume ECAM, at status after TO C/L
- ENG OUT routing: EOSID, SID, radar vector, immediate return, overweight landing..
ROLLING TAKEOFF MIN. RWY LENGTH
2300 m
