Aegean Sop
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AEGEAN
Operations Manual Part B List Of Changes
Revision 15
[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints should show the caution UNCONTROLLED WHEN PRINTED ]
Operations Manual Part B List of Changes Table of Contents
1
CHAPTER 00 – GENERAL ....................................................................................................................‐ 4 ‐
1.1 INTRODUCTION .................................................................................................................................. ‐ 4 ‐ 1.2 GENERAL .......................................................................................................................................... ‐ 4 ‐ 1.2.1 ON BOARD PAPER DOCUMENTATION ..........................................................................................................‐ 5 ‐ 1.2.2 ON BOARD ELECTRONIC MANUALS .............................................................................................................‐ 5 ‐ 2
CHAPTER 2 – NORMAL OPERATIONS .................................................................................................‐ 6 ‐
1.2 NORMAL CHECKLIST ............................................................................................................................... ‐ 6 ‐ 2.1 1.6 PRELIMINARY COCKPIT PREPARATION ............................................................................................... ‐ 6 ‐ 2.2 1.8 COCKPIT PREPARATION .................................................................................................................. ‐ 6 ‐ 2.3 1.8.12 TAKE OFF BRIEFING .................................................................................................................. ‐ 7 ‐ 2.4 1.9 BEFORE PUSHBACK OR START .......................................................................................................... ‐ 7 ‐ 2.5 1.13 BEFORE TAKE OFF ....................................................................................................................... ‐ 7 ‐ 2.6 1.14 TAKE OFF .................................................................................................................................. ‐ 7 ‐ 2.7 1.16 CLIMB ...................................................................................................................................... ‐ 8 ‐ 2.7.1 FL100 CHECKS .........................................................................................................................................‐ 8 ‐ 2.8 1.17 CRUISE ..................................................................................................................................... ‐ 8 ‐ 2.9 1.18 DESCENT PREPARATION................................................................................................................ ‐ 8 ‐ 2.10 1.19 DESCENT ................................................................................................................................. ‐ 9 ‐ 2.10.1 LEVEL OFF DURING DESCENT ....................................................................................................................‐ 9 ‐ 2.11 1.21 NON PRECISION APPROACH:........................................................................................................ ‐ 9 ‐ 2.12 1.25 AFTER LANDING ........................................................................................................................ ‐ 9 ‐ 2.13 1.26 PARKING ................................................................................................................................. ‐ 9 ‐ 2.13.1 AFTER ENGINE SHUTDOWN ......................................................................................................................‐ 9 ‐ 2.13.2 SUBCHAPTER 2 ”SUPPLEMENTARY TECHNIQUES” ...............................................................................‐ 9 ‐ 3
CHAPTER 3 ‐ ABNORMAL OPERATIONS...........................................................................................‐ 10 ‐
4
CHAPTER 9 ‐ MINIMUM EQUIPMENT LIST .......................................................................................‐ 10 ‐
5
CHAPTER 11 ‐ EMERGENCY EVACUATION PROCEDURES ..................................................................‐ 10 ‐
5.1 6
3 EMERGENCY EVACUATION PROCEDURE ........................................................................................... ‐ 10 ‐ APPENDIX A – LOW VISIBILITY OPS..................................................................................................‐ 10 ‐
6.1 2 LIMITATIONS ............................................................................................................................. ‐ 10 ‐ 6.2 2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT ............................................................................ ‐ 10 ‐ 6.3 2.5.5 AUTOMATIC LANDING A319 ...................................................................................................... ‐ 11 ‐ 6.3.1 S UBCHAPTER 4....................................................................................................................................‐ 11 ‐ Last Update: Oct-11
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Operations Manual Part B List of Changes
6.4
7.4 LOSS OF VISUAL CUES .................................................................................................................. ‐ 11 ‐
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Operations Manual Part B List of Changes
1 CHAPTER 00 – GENERAL
1.1 INTRODUCTION Aegean Operations Manual Airbus A320 Family aircrafts (Part B) includes the IAE engines Airbus A319, A320 and A321. The manual provides crewmembers with information on the technical, procedural and performance characteristics of the Airbus A320 family aircrafts. Variation specific information is clearly marked for example “For A321”. Additional type related information could be found in the different Airbus Manuals, which are split into the FCOM, QRH and FCTM.
1.2 GENERAL Aegean applies Standard Operating Procedures (SOP) as stated in Section 2 “Normal Procedures”. In order to fully understand the procedures specified hereafter, pilots must be familiar with standard Airbus philosophies. The Aegean SOP’s are complementary procedures to Airbus and represent the operator’s philosophy in some areas of operation. The following chapters and the Normal Checklist, which is part of this manual, will reflect those areas. The normal checklist (see Section 2 “Normal Checklist”), which is on a separate laminated card in the cockpit, forms part of the OM B. In case of discrepancies between procedures/publications, the priorities are as follows: • OFP Crew Briefing Notes/Remarks • FCN Level 1, which are, specified as superseding Operating Manuals • Airbus OEB’s • Company Operations Manuals • Airbus FCOM • Airbus FCTM The company recognizes that SOP’s cannot include all situations and hence in exceptional circumstances the commander or deputy shall act as required by the situation. Pilots joining Aegean from other airlines may have used significantly different SOP’s. It is essential that previous company SOP’s are discarded and Aegean SOP’s adopted.
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Operations Manual Part B List of Changes
1.2.1 ON BOARD PAPER DOCUMENTATION The following list details the paper manuals and forms, which should be in the cockpit: • 2 QRH • 2 Normal Checklists (laminated) • 1 Aircraft Documentation and Certificates bag • 1 Quick Access Information Folder (QAI) • Loadsheet Form • Aircraft Technical Log • MEL
1.2.2 ON BOARD ELECTRONIC MANUALS The following list details the electronic manuals that are included in the LPC: • OM Part A • OM Part B • OM Part C • Aerodrome Briefing Supplement • OM Part D • CSPM • FCOM/OEB • FCTM • AFM/CDL
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Operations Manual Part B List of Changes
2 CHAPTER 2 – NORMAL OPERATIONS 1.2 NORMAL CHECKLIST New section added in OM-B. Guidance information provided.
2.1 1.6 PRELIMINARY COCKPIT PREPARATION ALTERNATE BRAKING SYSTEM (For MSN 1727-1880 only) Note: The purpose of this check is to verify, before the first flight of the day, the efficiency of the alternate braking system (absence of “spongy pedals”). Y ELEC PUMP pb-sw............................................................................................. CHECK OFF CHOCKS.............................................................................................................. CHECK IN PLACE PRK BRK handle...................................................................................................OFF BRAKE PEDALS.....................................................................................................PRESS Apply maximum pressure on both pedals. BRAKE PRESSURE (on BRAKE press indicator)................................................................. CHECK Pressure must build up without delay symmetrically on left and right sides for the same application simultaneously applied on left and right pedals. With full pedal deflection, the pressure must be between 2 000 and 2 700 PSI. BRAKE PEDALS................................................................................................................ RELEASE PRK BRK handle.............................................................................. ............................................. ON The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.
2.2 1.8 COCKPIT PREPARATION * AIR COND (A319) *- PACK FLOW .............................................................. AS RQRD PF Select: LO : If the number of passengers is below 85. HI : For abnormally hot and humid conditions. NORM : For all other normal operating cases. If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position
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2.3 1.8.12 TAKE OFF BRIEFING - Emergency Escape Route / ENG OUT ACC Altitude. ENG OUT 400‟ – 1500‟ shall be reverted to Above Airfield Elevation (AAL). The Emergency Escape Route must be briefed on every sector of the day since details are always variable.
2.4 1.9 BEFORE PUSHBACK OR START CAUTION If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that the steering selector bypass pin is in the towing position, then the pushback must not be performed. This is to avoid possible nose landing gear damage upon green hydraulic pressurization. To dispatch the aircraft in such a case, Refer to MEL/MI-32-51 Nose Wheel Steering Control System.
2.5 1.13 BEFORE TAKE OFF - TAKEOFF RUNWAY…………………………………….CONFIRM B Confirm that the line up is performed on the intended runway. Useful aids are: - The runway markings, - The runway lights, Be careful that in low visibility, edge lights could be mixed up with the centerline lights. - The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation should be centered after line up. - The runway symbol on the ND
2.6 1.14 TAKE OFF - ORDER ............................................................... “FLAPS ZERO” PF - “SPEED CHECKED” .............................................. ANNOUNCE PNF - FLAPS ZERO ................................................................. SELECT PNF - CONFIRM/ANNOUNCE ..................................... “FLAPS ZERO” PNF - GRND SPLRS ................................................................ DISARM PNF - EXTERIOR LIGHTS .............................................................. SET PNF
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Operations Manual Part B List of Changes
Set NOSE & RWY TURN OFF light switches to OFF. The last two actions have been removed after the retraction of the landing gear and have been added after retraction of the flaps.
2.7 1.16 CLIMB 2.7.1 FL100 CHECKS - SEC F-PLN page……………………………………..........CHECK PNF Copy the active flight plan in the secondary, if an EO SID has been constructed previously. Level Off During Climb The flight crew should comply with the vertical speed limitations during the last 2000 ft of a climb. In particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of a climb, especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft above the flight crew's assigned altitude. Applicable to: MSN 1727-1880 AT FL 380 PACK FLOW...................................................................... LO Above FL 380, if one bleed system fails, the remaining system can only supply both packs if LO is selected.
2.8 1.17 CRUISE SEC F-PLAN page…………….COPY ACTIVE PNF Removed and added in the FL100 actions according to Airbus FCOM normal procedures Note: Fuel checks should be recorded on the OFP every one-hour.
2.9 1.18 DESCENT PREPARATION - PERF DES page ..............................................................CHECK PF Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the one for the descent path and TOD computation, and it will be used for the managed speed descent profile (instead of ECON). A speed limit of 250 knots below 10000 feet is the default speed, in the managed speed descent profile. Removed: The flight crew may delete or modify it if necessary on the VERT REV at DEST page.
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2.10 1.19 DESCENT 2.10.1 LEVEL OFF DURING DESCENT The flight crew should comply with the vertical speed limitations during the last 2000 ft of a descent. In particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft below the flight crew's assigned altitude.
2.11 1.21 NON PRECISION APPROACH: Note removed: When operating in low OAT, consider FPA corrections
2.12 1.25 AFTER LANDING One engine taxi with APU off moved to new subchapter “Supplementary Techniques”
2.13 1.26 PARKING 2.13.1 AFTER ENGINE SHUTDOWN Removed: CABIN CREW……….INFORM CM1 (CM2 announcement during final turn has been added only in the Parking tasksharing card and not in the text)
2.13.2 SUBCHAPTER 2 ”SUPPLEMENTARY TECHNIQUES” New subchapter added including RVSM, Flight Deck Door Surveillance System, One Engine Taxi with APU off, Cold Weather Operations, Electronic Flight Bag. The EFB section has been revises and pilots need to review it again.
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3 CHAPTER 3 - ABNORMAL OPERATIONS “ECAM” and” FORDEC” subchapters added. “LANDING WITH SLATS OR FLAPS JAMMED” removed “GPWS – EGPWS” removed
4 CHAPTER 9 - MINIMUM EQUIPMENT LIST Subchapter added: “SUSPECTED HARD LANDING – LOAD REPORT 15”
5 CHAPTER 11 - EMERGENCY EVACUATION PROCEDURES 5.1 3 EMERGENCY EVACUATION PROCEDURE When ECAM actions completed and fire still exists CM1 considers the evacuation of the airplane. He calls for: Emergency Evacuation Check list and if Evacuation is required he announces via PA: “Passenger Evacuation” (Twice) and activates the EVAC p/b. (Removed: Keep L or R Exits closed)
6 APPENDIX A – LOW VISIBILITY OPS 6.1 2 LIMITATIONS Note: According to LIM-22-20 P2/6, A319 aircrafts do not have a Minimum DH limitation. DH 25 feet is selected by Aegean for commonality purposes in case of operations to airports that require Minimum DH.
6.2 2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT Engine out: CAT II and CAT III fail passive autoland are only approved in configuration FULL for A320, and in CONF FULL or CONF 3 for A319 and A321, and if engine-out procedures are completed before reaching 1000 feet in approach.
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6.3 2.5.5 AUTOMATIC LANDING A319 During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust reverser, provided that: • Only IDLE reverse thrust is used. • The crosswind does not exceed 20kt Note: Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight crew can decide to perform an autoland up to 69 t
6.3.1
SUBCHAPTER 4
“LOW VISIBILITY TAKE OFF” amended
6.4 7.4 LOSS OF VISUAL CUES IMMEDIATE ACTIONS (CM1) “LOSS OF VISUAL CUES” instead of “NO VISUAL CUES”
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AEGEAN
Operations Manual Part B Chapter 00 – General Revision 15
[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints should show the caution UNCONTROLLED WHEN PRINTED ]
Operations Manual Part B Chapter 00 -General TABLE OF CONTENTS 1 1.1 1.2 2
GENERAL INFORMATION ................................................................................................................ - 3 INTRODUCTION ............................................................................................................................... - 3 -
GENERAL ....................................................................................................................................... - 3 UNITS OF MEASUREMENT .............................................................................................................. - 5 -
2.1.1 UNIT OF LENGTH ......................................................................................................................................- 5 2.1.2 UNIT OF DISTANCE....................................................................................................................................- 5 2.1.3 UNIT OF MASS .........................................................................................................................................- 5 2.1.4 UNIT OF SPEED.........................................................................................................................................- 5 2.1.5 UNIT OF ALTITUDE ....................................................................................................................................- 5 2.1.6 UNIT OF TEMPERATURE .............................................................................................................................- 5 2.1.7 UNIT OF PRESSURE ...................................................................................................................................- 5 2.1.8 UNIT OF VOLUME .....................................................................................................................................- 5 2.2 UNIT CONVERSIONS ......................................................................................................................... - 5 2.2.1 LENGTH UNITS .........................................................................................................................................- 5 2.2.2 DISTANCE UNITS.......................................................................................................................................- 6 2.2.3 SPEED UNITS............................................................................................................................................- 7 2.2.4 TEMPERATURE UNITS ................................................................................................................................- 8 2.2.5 PRESSURE UNITS ......................................................................................................................................- 8 2.2.6 VOLUME UNITS ........................................................................................................................................- 9 3
AEROPLANE DIMENSIONS ............................................................................................................ - 10 -
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Operations Manual Part B Chapter 00 -General 1 GENERAL INFORMATION
1.1 INTRODUCTION Aegean Operations Manual Airbus A320 Family aircrafts (Part B) includes the IAE engines Airbus A319, A320 and A321. The manual provides crewmembers with information on the technical, procedural and performance characteristics of the Airbus A320 family aircrafts. Variation specific information is clearly marked for example “For A321”. Additional type related information could be found in the different Airbus Manuals, which are split into the FCOM, QRH and FCTM.
1.2 GENERAL Aegean applies Standard Operating Procedures (SOP) as stated in Section 2 “Normal Procedures”. In order to fully understand the procedures specified hereafter, pilots must be familiar with standard Airbus philosophies. The Aegean SOP’s are complementary procedures to Airbus and represent the operator’s philosophy in some areas of operation. The following chapters and the Normal Checklist, which is part of this manual, will reflect those areas. The normal checklist (see Section 2 “Normal Checklist”), which is on a separate laminated card in the cockpit, forms part of the OM B. In case of discrepancies between procedures/publications, the priorities are as follows:
OFP crew briefing notes/remarks FCN Level 1, which are, specified as superseding Operating Manuals Airbus OEB’s
Company Operations Manuals Airbus FCOM Airbus FCTM
The company recognizes that SOP’s cannot include all situations and hence in exceptional circumstances the commander or deputy shall act as required by the situation. Pilots joining Aegean from other airlines may have used significantly different SOP’s. It is essential that previous company SOP’s are discarded and Aegean SOP’s adopted. On Board Paper Documentation The following list details the paper manuals and forms, which should be in the cockpit:
2 QRH 2 Normal Checklists (laminated) 1 Aircraft Documentation and Certificates bag Quick Access Information Folder (QAI) Loadsheet Form Aircraft Technical Log MEL
Last Update: Oct-11
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Operations Manual Part B Chapter 00 -General
On Board Electronic Manuals The following list details the electronic manuals that are included in the LPC:
OM Part A OM Part B OM Part C Aerodrome Briefing Supplement OM Part D CSPM FCOM/OEB FCTM AFM/CDL
Last Update: Oct-11
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Operations Manual Part B Chapter 00 -General
2 UNITS OF MEASUREMENT The system used for measurement derives from the Metric System. Wherever necessary, the Unit Conversion Constants and Equations in paragraph 2.2 shall be used.
2.1.1 UNIT OF LENGTH The unit of Length is the Meter (m).
2.1.2 UNIT OF DISTANCE The unit of Distance is the Nautical Mile (nm).
2.1.3 UNIT OF MASS The unit of Mass is the Kilogram (kg).
2.1.4 UNIT OF SPEED The unit of Mass is the Knot (kt).
2.1.5 UNIT OF ALTITUDE The unit of Altitude is the Foot (ft).
2.1.6 UNIT OF TEMPERATURE The unit of Temperature is the Degree Celsious (°C).
2.1.7 UNIT OF PRESSURE The unit of Pressure is the milliBar (mb).
2.1.8 UNIT OF VOLUME The unit of Volume is the Litre (l).
2.2 UNIT CONVERSIONS 2.2.1 LENGTH UNITS The following conversions apply to Length units :
To convert :
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Operations Manual Part B Chapter 00 -General meters (m) to feet (ft)
3.2808
0.3048
feet (ft) to meters (m)
0.3048
3.2808
meters (m) to inches (in)
39.37
0.0254
inches (in) to meters (m)
0.0254
39.37
feet (ft) to inches (in)
12
0,0833
inches (in) to feet (ft)
0.0833
12
feet (ft) to centimeters (cm)
30.48
0.0328
centimeters (cm) to feet (ft)
0.0328
30.48
inches (in) to centimeters (cm)
2.54
0.3937
centimeters (cm) to inches (in)
0.3937
2.54
TABLE 2-1 : LENGTH UNIT CONVERSIONS
2.2.2 DISTANCE UNITS THE FOLLOWING CONVERSIONS APPLY TO DISTANCE UNITS:
To convert :
Multiply by :
Divide by :
nautical miles (nm) to kilometers (km)
1.852
0.54
kilometers (km) to nautical miles (nm)
0.54
1.852
nautical miles (nm) to statute miles (sm)
1.1508
0.869
statute miles (sm) to nautical miles (nm)
0.869
1.1508
statute miles (sm) to kilometers (km)
0.6214
1.6093
kilometers (km) to statute miles (sm)
1.6093
0.6214
Table 2-2 : Distance Unit Conversions
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Operations Manual Part B Chapter 00 -General Mass Units The following conversions apply to Mass units:
To convert :
Multiply by
Divide by
kilograms (kg) to pounds (lb)
2.2046
0.4536
pounds (lb) to kilograms (kg)
0.4536
2.2046
TABLE 2-3: MASS UNIT CONVERSIONS
2.2.3 SPEED UNITS The following conversions apply to Speed units:
To convert :
Multiply by
Divide by
knots (kt) to kilometers per hr (km/hr)
1.852
0.54
kilometers per hr (km/hr) to knots (kt)
0.54
1.852
knots (kt) to miles per hr (mph)
1.1508
0.869
miles per hr (mph) to knots (kt)
0.869
1.1508
miles per hr (mph) to kilometers per hr (km/hr)
0.6214
1.6093
kilometers per hr (km/hr) to miles per hr (sm)
1.6093
0.6214
knots (kt) to kilometers per hour
2.2046
0.4536
pounds (lb) to kilograms (kg)
0.4536
2.2046
TABLE 2-4: SPEED UNIT CONVERSIONS
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Operations Manual Part B Chapter 00 -General 2.2.4 TEMPERATURE UNITS The following conversions apply to Temperature units: T(C)
T(F) 32 1.8
Equation 2-1 : Conversion of °F to °C
T(F) T(C) 1.8 32
Equation 2-2 : Conversion of °C to °F
2.2.5 PRESSURE UNITS The following conversions apply to Pressure units:
To convert :
Multiply by :
Divide by :
milliBars (mb) to pounds per square inch (psi)
0.0145
68.92
pounds per square milliBars (mb)
68.92
0.0145
inch (psi)
to
Table 2-5: Pressure Unit Conversions
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Operations Manual Part B Chapter 00 -General 2.2.6 VOLUME UNITS The following conversions apply to Volume units:
To convert :
Multiply by :
Divide by :
Litres (l) to US Gallons (USG)
0.2642
3.7584
US Gallons (USG) to Litres (l)
3.7584
0.2642
Litres (l) to Imperial Gallons (ImpG)
0.22
4.5461
Imperial Gallons (ImpG) to Litres (l)
4.5461
0.22
US Gallons (USG) to Imperial Gallons (ImpG)
0.8327
1.201
Imperial Gallons (ImpG) to US Gallons (USG)
1.201
0.8327
Table 2-6: Pressure Unit Conversions
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Operations Manual Part B Chapter 00 -General 3 AEROPLANE DIMENSIONS Refer to FCOM DSC-20
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AEGEAN
Operations Manual Part B Chapter 01 – LIMITATIONS Revision 15
[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints should show the caution UNCONTROLLED WHEN PRINTED]
Operations Manual Part B Chapter 01 Limitations
1 TABLE OF CONTENTS 1 TABLE OF CONTENTS
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2 LIMITATIONS
-3-
2.1 COMPLIANCE 2.2 OPERATING LIMITATIONS 2.2.1 PASSENGER SEATING CONFIGURATION: 2.2.2 TAXI SPEED 2.2.3 WIND LIMITATIONS 2.3 RUNWAY WIDTH LIMITS
-3-4-4-5-5-6-
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Operations Manual Part B Chapter 01 Limitations 2
LIMITATIONS
2.1 COMPLIANCE The Airbus A320 family is certified in accordance with EASA and Regulatory Requirements as detailed in the AFM. For Operating Limitations refer to section 2.2 and FCOM-LIM.
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Operations Manual Part B Chapter 01 Limitations
2.2 OPERATING LIMITATIONS 2.2.1 PASSENGER SEATING CONFIGURATION: The authorized seating configuration for Aegean Airlines A320 family airplanes are given in the following Table:
Registration SX-DGG SX-DGH SX-DGF SX-DVG SX-DVH SX-DVI SX-DGI SX-DVJ SX-DVK SX-DVL SX-DVM SX-DVO SX-DVN SX-DVQ SX-DVP SX-DVS SX-DVR SX-DVT SX-DVU SX-DVV SX-DVW SX-DVZ SX-DVX SX-DVY SX-DGA SX-DGE SX-DGD SX-DGC SX-DGB
Model A319-133LR A319-133LR A319-132 A320-232 A320-232 A320-232 A320-232 A320-232 A320-232 A320-232 A320-232 A321-232 A320-232 A320-232 A321-232 A320-232 A320-232 A320-232 A320-232 A320-232 A320-232 A321-231 A320-232 A320-232 A321-231 A320-232 A320-232 A320-232 A320-232
MSN 1727 1880 2468 3033 3066 3074 3162 3365 3392 3423 3439 3462 3478 3526 3527 3709 3714 3745 3753 3773 3785 3820 3829 3850 3878 3990 4065 4094 4165
Configuration 138 CY 138 CY 138 CY 168 CY 168 CY 168 CY 168CY 168 CY 168 CY 168 CY 168 CY 195 CY 168 CY 168 CY 195 CY 168 CY 168 CY 168 CY 168 CY 168 CY 168 CY 195 CY 168 CY 168 CY 195 CY 168 CY 168 CY 168 CY 168 CY
Engines V2524-A5 V2524-A5 V2524-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2533-A5 V2527-A5 V2527-A5 V2533-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5 V2533-A5 V2527-A5 V2527-A5 V2533-A5 V2527-A5 V2527-A5 V2527-A5 V2527-A5
Table 2-1: Authorized Passenger Seating Configurations
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Operations Manual Part B Chapter 01 Limitations
2.2.2 TAXI SPEED Normal taxi speed is approximately 20 knots. On long straight taxi routes maximum taxi speed is 30 knots. The same limitation applies when taxing or backtracking on runways. Maximum taxi speed during a turn is 10 knots.
2.2.3 WIND LIMITATIONS To optimize directional control during the low speed phase of the takeoff and landing roll and according to the reported braking action given by the control tower, it is not allowed to take off or to land with a crosswind component higher than: Reported Braking Action
Reported Runway Friction Coefficient
GOOD MEDIUM TO GOOD MEDIUM
0.4 and above 0.39 to 0.36 0.35 to 0.30
Maximum Crosswind (kt) Component Takeoff Landing 29 30 29 25
MEDIUM TO POOR
0.29 to 0.26
20
POOR
0.25 and below -
UNRELIABLE
Equivalent runway condition
DRY, DAMP, WET (≤3mm) SLUSH, DRY SNOW, STANDING WATER WITH RISK OF HYDROPLANING ICY RUNWAY, HIGH RISK OF HYDROPLANING
- According to OM A Chapter 8, no runway shall be used with braking action poor
Note For operation on narrow runways of 30 m width, decrease the above limitations by 5 kts
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Operations Manual Part B Chapter 01 Limitations 2.3
RUNWAY WIDTH LIMITS
The minimum runway width is 30 m. The dispatch from/to narrow runways is not allowed in case of: -
Nose wheel steering inoperative. One brake or more inoperative.
Autoland is not allowed. Diversion to a 45m wide runway is recommended in case of: -
Rudder jam Rudder pedal jam Yaw Damper fault All failures leading to the loss of nose wheel steering (HYD Yellow System loss, double Hydraulic failure, double BSCU fault, double LGCIU fault).
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AEGEAN
Operations Manual Part B Chapter 02 – Normal Procedures Revision 15
[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints should show the caution UNCONTROLLED WHEN PRINTED]
Operations Manual Part B Chapter 2 Normal Procedures
Table Of Contents 1 STANDARD OPERATING PROCEDURES
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1.1 GENERAL 1.2 NORMAL CHECKLIST 1.2.1 A320 NORMAL CHECKLIST VERSION 1.12 1.2.2 A321 NORMAL CHECKLIST VERSION 1.12 1.2.3 A319 NORMAL CHECKLIST (SX-DGG, SX-DGH) VERSION 1.3 1.2.4 A319 NORMAL CHECKLIST (SX-DGF) VERSION 1.3 1.3 CREW CO-ORDINATION 1.3.1 ASSIGNMENT OF TASKS 1.3.2 CO-ORDINATION PROCEDURES BETWEEN FLIGHT AND CABIN CREW 1.4 FLIGHT PREPARATION 1.4.1 TECHNICAL CONDITION OF THE AIRCRAFT 1.4.2 WEATHER BRIEFING 1.4.3 NOTAMS 1.4.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS 1.4.5 OPTIMUM FLIGHT LEVEL 1.4.6 FUEL REQUIREMENTS 1.4.7 FUEL TRANSPORTATION 1.5 SAFETY EXTERIOR INSPECTION 1.6 PRELIMINARY COCKPIT PREPARATION 1.7 EXTERIOR WALK AROUND 1.8 COCKPIT PREPARATION 1.8.1 INTRODUCTION 1.8.2 DOCUMENTATION AND MAINTENANCE 1.8.3 OVERHEAD PANEL 1.8.4 CTR INSTRUMENT PANEL 1.8.5 PEDESTAL 1.8.6 _*FMGS INITIALIZATION 1.8.7 _* FMGS DATA INSERTION 1.8.8 GLARESHIELD 1.8.9 LATERAL CONSOLES 1.8.10 CM 1/2 INSTRUMENT PANELS 1.8.11 FMGS RE-INITIALIZATION AFTER A CANCELED / REPLACED FLIGHT 1.8.12 TAKE OFF BRIEFING 1.9 BEFORE PUSHBACK OR START 1.9.1 GENERAL 1.10 ENGINE START 1.10.1 AUTOMATIC ENGINE START 1.10.2 ENGINE START TASK SHARING 1.10.3 GROUND RUN UP – DANGER AREAS 1.11 AFTER START 1.12 TAXI 1.12.1 BRAKE FAN USAGE AND TEMPERATURES TREATMENT Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures 1.12.2 VISUAL GROUND GEOMETRY 1.12.3 180° TURN ON RUNWAY (A320) 1.12.4 180O TURN ON RUNWAY (A321) 1.13 BEFORE TAKE OFF 1.14 TAKE OFF 1.15 AFTER TAKE-OFF 1.15.1 NOISE ABATEMENT 1.16 CLIMB 1.17 CRUISE 1.18 DESCENT PREPARATION 1.18.1 APPROACH BRIEFING 1.19 DESCENT 1.19.1 DESCENT INITIATION 1.19.2 DESCENT MONITORING 1.20 ILS APPROACH 1.20.1 GENERAL 1.20.2 INITIAL APPROACH 1.20.3 INTERMEDIATE / FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN) 1.20.4 ILS APPROAH TASK SHARRING 1.21 NON-PRECISION APPROACH 1.21.1 INTRODUCTION 1.21.2 INITIAL APPROACH 1.21.3 NON PRECISION APPROACH TASK SHARING - SELECTED TRACK FPA 1.21.4 NON PRECISIONAPPROACH TASK SHARING / NAV – FPA 1.21.5 VFR APPROACH 1.22 VISUAL APPROACH 1.22.1 VISUAL CIRCUIT 1.22.2 VISUAL TASK SHARING 1.23 GO AROUND POLICY 1.23.1 CONSIDERATIONS ABOUT GO AROUND 1.23.2 BOUNCING AT TOUCH DOWN 1.23.3 GO-AROUND/MISSED APPROACH 1.23.4 GO-AROUND FROM AN INTERMEDIATE APPROACH ALTITUDE 1.24 LANDING 1.24.1 ILS FINAL APPROACH AND LANDING GEOMETRY (A320) 1.24.2 LANDING 1.24.3 LANDING TASK SHARING 1.25 AFTER LANDING 1.25.1 AFTER LANDING TASK SHARRING 1.26 PARKING 1.26.1 PARKING TASK SHARING 1.27 SECURING THE AEROPLANE 1.27.1 SECURING THE AEROPLANE TASK SHARING 1.28 STANDARD CALLOUTS 1.28.1 COMMUNICATIONS AND STANDARD TERMS 1.28.2 SUMMARY FOR EACH PHASE 1.28.3 PUSHBACK BY RAMP AGENTS AND COMMUNICATIONS DURING ENGINE START IN GREEK Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures 2 SUPPLEMENTARY TECHNIQUES
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2.1 RVSM 2.2 RNAV 2.3 FLIGHT DECK DOOR SURVEILLANCE SYSTEM 2.3.1 CONTROLS 2.3.2 PROCEDURES 2.4 ONE ENGINE TAXI WITH APU OFF 2.5 COLD WEATHER OPERATIONS 2.5.1 GENERAL 2.5.2 FLIGHT PLANNING 2.5.3 PREFLIGHT 2.5.4 ENGINE START 2.5.5 TAXI OUT 2.5.6 TAKE OFF 2.5.7 CLIMB, CRUISE, DESCENT 2.5.8 APPROACH 2.5.9 LANDING 2.5.10 TAXI IN 2.5.11 ARRIVAL / ENGINE SHUTDOWN 2.5.12 POST FLIGHT 2.6 ELECTRONIC FLIGHT BAG 2.6.1 INTRODUCTION 2.6.2 GENERAL
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Operations Manual Part B Chapter 2 Normal Procedures 1 STANDARD OPERATING P ROCEDURES
1.1 GENERAL This chapter contains detailed procedures for conducting a normal flight with all aeroplane systems operational. The procedures are listed by phase of flight and must be adhered to at all times. When conditions warrant other than standard procedures, the Commander must brief the First Officer. The Commander is responsible for the fuel management of each sector. The First Officer should be encouraged to participate in the decision making process. Before boarding the aeroplane, the Commander has to brief / inform the cabin crew about the flight time, the route, the weather and other important factors concerning the rotation and the flight. Both pilots must ensure that the crew arrives at the aeroplane at least 40 minutes before ETD. Both pilots must be in the cockpit while receiving the ATC clearance. During preparation of departure or approach the PF will study the electronic route manual chart, compare it with the aircraft database, and complete the FMGS set up. PNF must preselect the applicable electronic charts on the eRM clipboard and refer to it during briefing. Observe any discrepancies between database and electronic charts. CM2 duty is to report to Flight Standards office any discrepancies found on the eRM databases as well as abnormal laptop operation. NOTE Avoid casual and non-essential conversation (STERILE COCKPIT), during critical phases of flight, particularly during taxi, takeoff, climb, descent, approach and landing. Unnecessary conversation reduces crew efficiency and alertness and is not recommended when below 10.000 feet MSL / FL100.
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Operations Manual Part B Chapter 2 Normal Procedures 1.2 NORMAL CHECKLIST 1.2.1 A320 NORMAL CHECKLIST VERSION 1.12
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Operations Manual Part B Chapter 2 Normal Procedures
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Operations Manual Part B Chapter 2 Normal Procedures 1.2.2 A321 NORMAL CHECKLIST VERSION 1.12
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Operations Manual Part B Chapter 2 Normal Procedures
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Operations Manual Part B Chapter 2 Normal Procedures 1.2.3 A319 NORMAL CHECKLIST (SX-DGG, SX-DGH) VERSION 1.3
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Operations Manual Part B Chapter 2 Normal Procedures
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Operations Manual Part B Chapter 2 Normal Procedures 1.2.4 A319 NORMAL CHECKLIST (SX-DGF) VERSION 1.3
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Operations Manual Part B Chapter 2 Normal Procedures
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Operations Manual Part B Chapter 2 Normal Procedures After completing a given procedure, the flight crew uses the related normal checklist to ascertain that they have checked the safety points. The crewmember that reads the checklist should announce completion of the checklist (Example: "LANDING CHECKLIST COMPLETED"). The normal checklist takes advantage of the ECAM system and only includes the items that may directly impact safety and efficiency if done incorrectly. All normal checklists are requested by the PF, and read by the PNF. They are of the challenge/response type. The responding crewmember only responds to the challenge after having checked the configuration. If the configuration does not agree with the checklist response, he must take corrective action before answering. If corrective action is not possible, the pilot modifies the response to reflect the actual situation (specific answer). Whenever necessary, the other crewmember crosschecks the validity of the response. The challenger waits for the response, before proceeding any further. For the checklist items identified "AS RQRD", the response states the actual condition or configuration of the system (for example “ANTI ICE........................”ON”). Normal checklists are not "TO DO" lists. The flight crew should have performed the actions, or checks, prior to going through the checklist. Care must be taken to resume an interrupted checklist in the correct place by confirming the previous action and response. In the case of doubt the checklist should be restarted in entirety.
1.3 CREW CO-ORDINATION The crew co-ordination concept organises the teamwork in the flight deck during normal and abnormal operation. Each member of the flight crew should have the same level of information. CHECKLIST PHILOSOPHY RULES
Look first, if necessary correct, and finally answer;
The reader checks the right answer;
For beginning and ending of the checklist it is necessary to announce the title;
COMMUNICATION Communication is very important for a safe operation. Commands have to be clear and one at a time.
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Operations Manual Part B Chapter 2 Normal Procedures 1.3.1 ASSIGNMENT OF TASKS The designations CM 1 and CM 2 refer to the Crew Members‟ physical location. “CM 1” is the left pilot, “CM 2” the right pilot. When the Commander is in position other than the CM 1 position, he will continue to execute his command authority while performing the duties assigned to that crew position. The Commander will brief the other Crew Member to ensure that he / she understands the duties of his assigned position. “PF” means that the associated action is always performed by the pilot flying the aeroplane no matter if it is CM 1 or CM 2. “PNF” has the same meaning for the pilot not flying the aeroplane. Flight Crew duties are organized in accordance with an area of responsibility concept. Each CM is assigned a flight deck area where the CM initiates the actions for required procedures. The panel illustrations in this section describe each CM‟s area of responsibility for pre / post flight and phase of flight. Pre / post flight duties are apportioned between the CM 1 and the CM 2, while the phase of flight duties are apportioned between the PF and the PNF. A normal scan flow is encouraged; however, certain items may be handled in the most logical sequence for existing conditions. Actions outside the CM‟s area of responsibility are initiated at the Commander‟s direction. General phase of flight responsibilities in normal operation are as follows: Pilot flying (PF):
Flight path and airspeed control;
Aeroplane configuration;
Navigation.
Pilot not flying (PNF):
Checklist reading;
Communications;
Tasks requested by PF;
The First Officer, when flying the aeroplane, performs the duties listed under PF and the Commander performs those duties listed under PNF. NOTE Although the FCU is designated as the PF‟s responsibility, the PNF must operate the controls on the command of the PF when the aeroplane is being flown manually The Commander retains the final authority for all actions directed and performed.
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Operations Manual Part B Chapter 2 Normal Procedures ON THE GROUND On the ground, CM 1 is assigned as PF. When CM1 requests “Before Start” checklist he assumes PF tasks until “Lining-up”. Start up and ATC clearance is requested by CM2 on command of CM1. When the aeroplane is moving under its own power CM 2 shall establish and perform the radio communication, MCDU programming, FCU panel changes and transponder setting. IN FLIGHT No crew member is permitted to perform any activity during taxi, takeoff, initial climb, final approach and landing, except when those duties are required for the safe operation of the aeroplane. FLIGHT W ITH AUTOPILOT When the autopilot is in use, the PF should make the FCU and FMGS selections. All other selections are performed by PNF. However, in high workload environments, PF may request PNF to make FMC selections with appropriate commands. A/THR USE Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including: -
Engine failure, even during Autoland Abnormal configurations.
MANUAL FLIGHT (A/THR ON) Selections are performed by PNF on request of PF. All selections by PNF shall be monitored by PF. MCDU programming should be accomplished prior to high workload periods, such as taxi, departure, arrival or holding. PNF shall read back to ATC any new assigned altitude, flight level, heading, route, SID, STAR or approach instructions. POLICY ON VHF/HF UTILISATION VHF 1 is always used for radio communications. The pilot should normally use his onside RMP to tune anyone of the VHF or HF radios. If the SEL lights comes on, when tuning the radio the pilot should turn them off by selecting the appropriate radio system dedicated to his RMP.
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Operations Manual Part B Chapter 2 Normal Procedures PRINCIPLES OF THE NORMAL CHECKLIST The normal checklist describes procedures that are necessary for the routine operation. While the sequence of procedures follows the natural phases of flight, the sequence of actions in a procedure (checking, testing, and setting) follows a standardized scan of panels or equipment except when required by the logic of actions priority Normal actions in a procedure are performed by recall (items) with the exception of less frequently used procedures; where in reference to the FCOM PRO-SUP Supplementary Procedures is recommended. Normal checklists are then read by the Flight Crew when all applicable items are accomplished. All actions of a procedure are required in order to operate the aeroplane safely in the related phase of flight and to prepare the aeroplane for the following phase of flight. Each action is assigned to a specific crewmember in order to:
ensure standardized coordinated operation;
enables the Flight Crew to more readily memorize the required items;
ensures that all necessary actions have been performed in the most efficient manner and
Minimize the time required. NOTE Full Checklist shall be performed when crew changes.
MANUAL FLYING SKILLS PROFICIENCY In order to maintain Manual Flying Skills Proficiency, each flight crew member should perform a manual flight in Raw data with AP/FD and A/THR off, twice a month at home base with good weather, day VMC.
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Operations Manual Part B Chapter 2 Normal Procedures NORMAL CHECKLIST APPLICATION REQUESTING A CHECKLIST When parked, CM 1 calls for the checklists. During taxi, the pilot taxiing (CM 1), as he is always PF on the Ground, calls for the checklists. After takeoff, the PF calls for the checklists. READING A CHECKLIST All checklists are read by the PNF (on ground by CM 2), as he is always the PNF on the Ground. Reading shall start with the checklist title. Only the left side of the print line will be read. The reader shall verify that the answer complies with the checklist before proceeding. RESPONDING TO A CHECKLIST For each item one or both CMs are assigned to answer. Assignment depends on role (PF or PNF) or seat location (CM 1 or 2) and is printed behind each checklist line. If more than one CM is assigned the sequence to respond is PF - PNF. The assigned CM(s) shall only respond after having checked the existing configuration / condition. The other CM shall, whenever feasible, crosscheck the validity of the response to provide redundancy. DEVIATIONS FROM STANDARD If the actual configuration / condition is inadvertently not in accordance with the checklist, standard corrective action shall be initiated before proceeding. If the actual configuration / condition is purposely not in accordance with the standard checklist (special / abnormal operation, MEL procedure) the response must be modified to reflect the actual situation (specific answer). This deviation from standard must be realized by all CMs. REQUESTING SUPPLEMENTARY TECHNIQUES Requested by CM1 on ground CM2 reads first and then performs the actions except the Engine Master switches which are CM1 task. Requested by PF during flight PNF reads first and then performs the actions.
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Operations Manual Part B Chapter 2 Normal Procedures 1.3.2 CO-ORDINATION PROCEDURES BETWEEN FLIGHT AND CABIN CREW
GENERAL It is of utmost importance that all Flight and Cabin Crew Members maintain a good level of communication. Effective communication promotes a higher level of safety. Therefore, crews shall at all times refer to equipment by the correct terms and use the correct name for each procedure. Certain procedures requiring confirmation by another member of the crew must always be carried correctly and the appropriate response must be given. Assumptions that a confirmation check has been carried out must never be made. In case of ambiguity, the members involved must ensure that any uncertainty is resolved. BEFORE BOARDING THE AEROPLANE At the start of the flight duty, all Flight and Cabin Crew must take part in a briefing. It should take place in a briefing room. If a briefing room is not available, i.e. start of duty away from base, then it is the Commander‟s responsibility, or in his absence, the First Officer‟s, to make sure that the briefing is given in a suitable quiet location. The crew briefing must be conducted in a formal manner, and the briefing must be completed to the satisfaction of everyone taking part and any questions or doubts about the flight must be resolved. As part of the briefing, the Flight and Cabin Crew Members will exchange information concerning the details and the sequence of the flight. The Commander must ensure that the following information is given to the Cabin Crew Members:
Expected flight time;
Features of the meteorological conditions;
Expected number of passengers;
Crew co-ordination requirements: a. General; b. Emergency (discussion of an emergency situation and use of emergency equipment);
Any training taking place in the cockpit;
Any known reported faults with the aeroplane or ground services and special procedures, if any, to be used;
Any other pertinent information.
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Operations Manual Part B Chapter 2 Normal Procedures NOTE If a change of a Cabin Crew Member takes place during a rotation, the new Cabin Crew Member has to introduce herself / himself to the Commander, and acquaint with all crew briefings by the Commander or the Senior Cabin Crew Member. The Senior Cabin Crew Member must ensure that the following information is given to the Commander: -
Any training taking place in the cabin;
-
Any special passenger requirements.
CHECKS PRIOR TO TAKEOFF At the completion of boarding the Commander confirms the number of passengers with the Senior Cabin Crew Member and advises to close the doors. The Senior Cabin Crew Member must confirm to the Commander that all the secure checks have been completed in the cabin by use of the interphone and the announcement of ”CABIN SECURE”. CM2 Receives the “CABINE SECURE” from the SCCM. This is the indication to the Commander that the cabin and galley secure checks are completed and that the Cabin Crew Members are all seated at their respective seats and they are ready for takeoff. CAUTION The takeoff must not be initiated until the Commander has received the cabin and galleys secured report from the Senior Cabin Crew Member. Once the flight has been cleared to line-up, the First Officer shall make the following PA to the cabin: “CABIN CREW, PLEASE BE SEATED FOR TAKEOFF”.
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Operations Manual Part B Chapter 2 Normal Procedures AFTER TAKEOFF Cabin Crew Members are to remain seated until the FASTEN BELTS signs are switched off or by Commander‟s notification through the interphone. ENROUTE - TURBULENCE Whenever turbulence is expected or encountered, the Commander shall switch ON the FASTEN BELTS signs and inform the Senior Cabin Crew Member as appropriate. The Senior Cabin Crew Member shall proceed to make the relevant PA and brief the other Cabin Crew Members. Normally service may be continued. If the Cabin Crew Members need to be seated (i.e. when severe turbulence is encountered), the Commander has to inform the Cabin Crew Members to discontinue service and be seated, until the Commander switches OFF the FASTEN BELTS signs or calls the Senior Cabin Crew Member by use of the interphone. During turbulence, both CMs must remain in the cockpit with their seat belts fastened. DESCENT AND LANDING The Flight Deck crew switches ON the seat belt signs the latest at 10.000 ft. or 10min prior landing. If needed, establish contact with the Senior Cabin Crew Member concerning the time remaining to complete the cabin service; a speed reduction may be considered, if not sufficient time is left to secure the cabin in due time for landing. The Cabin Crew Members shall then proceed without delay to prepare the cabin for landing. The Senior Cabin Crew Member, once all the secure checks have been completed in the cabin and all the Cabin Crew Members and passengers are seated and strapped in, shall advise the Commander by the use of the interphone and the announcement of: “CABIN SECURE”. CAUTION
The landing must not be made until the Commander has received the cabin and galleys secured report from the Senior Cabin Crew Member. The PNF should notify the Cabin Crew Members on the PA by announcing: “CABIN CREW, PLEASE BE SEATED FOR LANDING”, at the selection of landing flaps, or earlier at Commander‟s discretion.
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Operations Manual Part B Chapter 2 Normal Procedures
TECHNICAL STOP OR DIVERSION After parking, the Senior Cabin Crew Member may proceed with opening of the doors. The cabin is to be maintained in a pre-takeoff status, i.e. the aisles and the exits must be kept clear, etc. If refueling is required, the Cabin Crew Members shall ensure that the procedure “Fuelling With Passengers Onboard” is carried out (refer to OM A 8.2.1.3). The minimum number of Cabin Crew Members must remain on board at all times. LIAISON DURING EMERGENCY PROCEDURES Refer to OM-B, chapter 11. These procedures supplement normal procedures.
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Operations Manual Part B Chapter 2 Normal Procedures 1.4 FLIGHT PREPARATION
1.4.1 TECHNICAL CONDITION OF THE AIRCRAFT The crew will verify the technical state of the aircraft (deferred defect list), with regard to airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.
1.4.2 WEATHER BRIEFING
The crew will get a weather briefing.
The briefing should include : o
Actual and expected weather conditions, including runway conditions for takeoff and climbout.
o
Significant weather enroute, including winds and temperatures.
o
Terminal forecasts for destination and alternate airports.
o
Actual weather for destination and alternates, for short range flights and recent past weather, if available.
o
Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routing (for example, influence which route is quickest) and the choice of flight level. The flight crew must also consider the possibility of runways being contaminated at the departure and destination airfields. The flight crew must also verify ISA deviations and enroute icing conditions, and must consider the possibility of holding due to weather at the destination.
1.4.3 NOTAMS
The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability of runways and approach aids etc, all of which may affect the final fuel requirement.
In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface, under repair, covered with debris...).
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Operations Manual Part B Chapter 2 Normal Procedures
1.4.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS
The crew will check the company flight plan for routing, altitudes, and flight time.
The Captain will check the ATC flight plan and ensure that it :
o
Is filled in and filed, in accordance with the prescribed procedures,
o
It agrees with the fuel flight plan routing.
The crew will check the estimated load figures, and will calculate the maximum allowable takeoff and landing weights.
1.4.5 OPTIMUM FLIGHT LEVEL The flight crew should choose a flight level that is as close to the optimum as possible. To obtain the optimum flight level, use the chart in the QRH or in the FCOM (Refer to PER-FPL-FLP-ALT-10 DEFINITIONS).). As a general rule, an altitude that is 4000 feet below the optimum produces a significant penalty (approximately 5 % of fuel). Flight 8000 feet below the optimum altitude produces a penalty of more than 10 % against trip fuel. (The usual contingency allowance is 5 %).
1.4.6 FUEL REQUIREMENTS COMPUTERIZED FLIGHT PLAN CHECK In most cases the flight crew uses a computer-derived flight plan to obtain the correct fuel requirements. Although these computerized requirements are normally accurate, the flight crew must check them for gross errors. The easiest way to do this is to use the “Quick Determination of F-PLN” tables in FCOM (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78).. Although the aircraft will fly at ECON MACH that is based on the cost index, the 0.78 Mach table is accurate enough to permit the crew to check for gross error. Ensure that both the Commander and the first officer have verified that the fuel calculations and required fuel on board are correct and that the figure complies with the applicable regulations. The Commander shall crosscheck the fuel on board by comparing airplane fuel indicators with the uplift shown on the suppliers fuel receipt.
1.4.7 FUEL TRANSPORTATION The flight crew must check the policy covering the “tankering” of fuel on sectors where there is a favorable fuel price differential or operational requirement. Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and therefore reduces the economy of the operation (lower flex temperature, more tire and brake wear, more time in climb phase, lower optimum flight level etc).
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Operations Manual Part B Chapter 2 Normal Procedures 1.5 SAFETY EXTERIOR INSPECTION Items marked by (*) are the only steps to be completed during a transit stop. This inspection ensures that the aircraft and its surroundings are safe for operations. On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc *- WHEEL CHOCKS.........................................CHECK IN PLACE
B
*- LANDING GEAR DOORS ........................... CHECK POSITION
B
WARNING 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.
*- APU AREA .....................................................................CHECK
B
Observe that the APU inlet and outlet are clear.
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Operations Manual Part B Chapter 2 Normal Procedures 1.6
PRELIMINARY COCKPIT PREPARATION
Items marked by asterisks (*) are the only steps to be completed during a transit stop. Full checklist shall be performed when there is a flight crew member change or the aircraft has been left unattended for any period of time. Preliminary cockpit preparation shall be made by PNF using the hard copy preliminary cockpit preparation checklist (Read and Do). The following procedure, performed by the PNF ensures that all required checks are performed before the application of electrical power to avoid inadvertent operation of systems and danger to the aircraft and personnel. Included is APU starting and the establishment of electrical and pneumatic power. ENG - MASTER 1 and 2 .................................................................. OFF PNF - MODE selector ................................................................. NORM PNF L/G - L/G lever ................................................ Check DOWN position PNF WIPERS - WIPERS ................................................................................ OFF PNF ELEC If the aircraft has not been electrically supplied for 6 hours or more, perform the following check : - BAT 1 and 2 ............................................................ CHECK OFF PNF - BAT 1 and 2 VOLTAGE ........................ CHECK ABOVE 25.5 V PNF Battery voltage above 25.5 V ensures a charge above 50 %. - If battery voltage is below 25.5 V: A charging cycle of about 20 minutes is required. - BAT 1 and 2 ....................................................................... AUTO PNF - EXT PWR ................................................................................ ON PNF Check on ECAM ELEC page, battery contactor closed and batteries charging. - After 20 minutes : - BAT 1 + 2 .............................................................................. OFF PNF - BAT 1 and 2 VOLTAGE ........................ CHECK ABOVE 25.5 V PNF - If battery voltage is above 25.5 V : Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - BAT 1 and 2 ....................................................................... AUTO PNF If the APU is started on batteries only, it should be started within 30 minutes after the selection of batteries to AUTO (35 minutes 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 hours : - BAT 1 and 2 ....................................................................... AUTO PNF - EXT PWR (when AVAIL light is on) ...................................... ON PNF AVAIL light goes out. HYD WARNING Do not pressurize hydraulic systems without clearance from ground crew.
APU FIRE - APU FIRE pushbutton .................................. IN and GUARDED PNF - AGENT light ......................................................................... OUT PNF If the APU is already running, ensure that the following check has already been completed. If not, perform it. - APU FIRE TEST pushbutton .......................................... PRESS PNF Check :
APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).
APU FIRE pushbutton lighted red.
SQUIB and DISCH lights on Note
At first power up (with external power or APU), self tests have to be completed prior to cockpit preparation. APU START - If EXT PWR ON light is on : - APU MASTER switch ....................................................................... ON PNF ON light comes on. APU page appears on ECAM. - APU START ...................................................................................... ON PNF FLAP OPEN indication appears on ECAM APU page. On ECAM APU page, N and EGT rise.
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Operations Manual Part B Chapter 2 Normal Procedures When N = 95 % : . On ECAM APU page, AVAIL indication appears. . On APU panel :
START ON light goes out. AVAIL light comes on.
10 seconds later: . ECAM DOOR page replaces ECAM APU page. - EXT PWR................................................................................ AS RQRD PNF External power may be kept ON to reduce the APU load, especially in hot conditions: When APU BLEED is ON, keeping the EXT PWR ON enables to increase the bleed air flow of the APU, thus improving the efficiency of the air conditioning. - if EXT PWR ON light is off: - APU MASTER switch ....................................................................... ON PNF ON light comes on. - APU START ...................................................................................... ON PNF At 95% RPM:
START ON light goes out.
AVAIL light comes on.
APU GEN comes on line.
ECAM APU page appears after 10 seconds.
If required, adjust brightness on ECAM control panel. 10 seconds later:
ECAM DOOR page replaces ECAM APU page.
COCKPIT LIGHTS *- COCKPIT LIGHTS ...................................................... AS RQRD PNF
Set OVHD INTEG LT, STBY COMPASS, DOME, ANN LT switches as required.
Set FLOOD LT, and INTEG LT as required
DOME light should be on because it is the only lighting source in the EMER ELEC configuration. The DIM position is recommended for takeoff.
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Operations Manual Part B Chapter 2 Normal Procedures F/CTL - FLAPS ........................................................... CHECK POSITION PNF Check the upper ECAM display to confirm that the FLAPS position agrees with the handle position. *- SPEEDBRAKE lever .. CHECK RETRACTED and DISARMED PNF
WARNING If flight control surface positions do not agree with the control handle positions, check with the maintenance crew before applying hydraulic power.
* PARKING BRAKE *- PARKING BRAKE ................................................................. ON PNF *- ACCU PRESS & BRAKES PRESS indicators .............CHECK PNF -
Check for normal indications.
-
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. During refueling, turnarounds included, the parking brake must be always ON.
WARNING Yellow and green hydraulic systems are pressurized from yellow electric pump. Inform ground crew before using the electric pump. ALTERNATE BRAKING SYSTEM (For MSN 1727-1880 only) Note: The purpose of this check is to verify, before the first flight of the day, the efficiency of the alternate braking system (absence of “spongy pedals”). Y ELEC PUMP pb-sw............................................................................................. CHECK OFF CHOCKS.............................................................................................................. CHECK IN PLACE PRK BRK handle...................................................................................................OFF BRAKE PEDALS.....................................................................................................PRESS Apply maximum pressure on both pedals. BRAKE PRESSURE (on BRAKE press indicator)................................................................. CHECK Pressure must build up without delay symmetrically on left and right sides for the same application simultaneously applied on left and right pedals. With full pedal deflection, the pressure must be between 2 000 and 2 700 PSI. BRAKE PEDALS................................................................................................................ RELEASE PRK BRK handle........................................................................................................................... ON The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.
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Operations Manual Part B Chapter 2 Normal Procedures
PROBE/WINDOW HEAT - PROBE/WINDOW HEAT ..................................... CHECK AUTO PNF AIR COND - APU BLEED ............................................................................ ON PNF Do not use APU BLEED, if ground personnel confirms that ground air unit is connected. Pilots should also check the ECAM BLEED page to determine whether an HP ground air unit is connected (pressure in the bleed system). - ALL WHITE LIGHTS ............................................................. OFF PNF - X BLEED ............................................................................ AUTO PNF - Zone temperature selectors ...................................... AS RQRD PNF Full range temperature 24 ± 6° C (75 ± 11° F) CARGO HEAT - SELECTORS................................................................ AS RQRD PNF Set temperature selectors, as required. ELEC - Scan and check that there are no amber lights, except GEN FAULT lights. VENT - Check all lights off. * ECAM *- RECALL .......................................................................... PRESS PNF
Press the RECALL pushbutton for at least 3 seconds, to recall all warnings that have been cleared or canceled.
If applicable, check warnings are compatible with the MEL, then CLEAR or CANCEL them.
If any action is required, call maintenance personnel as soon as possible. *- DOOR ............................................................................. PRESS PNF If the oxygen pressure is half boxed in amber, check the “MIN FLT CREW OXY CHART” to verify if the pressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed Oxygen System) *- HYD ................................................................................. PRESS PNF Check that the quantity indexes are in the normal filling range.
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Operations Manual Part B Chapter 2 Normal Procedures *- ENG ................................................................................ PRESS PNF Check that the oil quantity is at, or above, 11 qt + estimated consumption (maximum average estimated consumption 0.3 qt/h). OPERATIONS ENGINEERING BULLETINS - OEB in QRH .....................................................................CHECK
B
Go to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicable to the aircraft. NOTE 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. - EMERGENCY EQUIPMENT ............................................CHECK PNF - Check the following equipment: Life jackets stowed Axe stowed Smoke hoods or portable oxygen equipment and full face masks stowed and serviceable Portable fire extinguisher lockwired and pressure in the green area Smoke goggles stowed (smoke hoods if installed) Oxygen masks stowed Flashlights stowed. Flashlights are emergency equipment and shall be used only when necessary Escape ropes stowed Gloves in place
RAIN REPELLENT - Pressure and quantity indicators .................................CHECK PNF CAUTION Never use rain repellent to wash the windshield and never use it on a dry windshield. REAR and OVERHEAD CIRCUIT BREAKERS panels - REAR and OVERHEAD CIRCUIT BREAKERS panels .CHECK PNF Check that all circuit breakers are set. Reset as necessary.
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Operations Manual Part B Chapter 2 Normal Procedures 1.7
EXTERIOR WALK AROUND
GENERAL The exterior inspection ensures that the overall condition of the aircraft and its visible components and equipment are safe for the flight. Complete inspection is normally performed by maintenance personnel or in the absence of maintenance personnel by a flight crewmember before each originating flight. Items marked by asterisk (*) must be performed again by a flight crew member before each flight. The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.
Check structure for impact damage
Check that there is no evident fuel, oil or hydraulic leaks.
WARNING If a landing gear door is open, contact the maintenance crew before applying hydraulic power.
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-1 EXTERIOR WALK AROUND
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Operations Manual Part B Chapter 2 Normal Procedures 1) LH FWD FUSELAGE *- AOA probes .................................................. CONDITION - F/O and CAPT static ports ..................................... CLEAR - Avionics equipment vent air inlet valve .......... CONDITION - Oxygen bay ......................................................... CLOSED - Oxygen overboard discharge indicator ..................GREEN *- Toilet servicing door (if installed) ....................... CLOSED 2) NOSE SECTION *- Pitot probes ................................................... CONDITION - STBY static ports ................................................... CLEAR *- TAT probes ................................................... CONDITION *- Radome and latches ................... CONDITION/LATCHED - Forward avionics compartment door ................... CLOSED - Ground electrical power door (if not required.) ... CLOSED 3) NOSE L/G *- Nose wheel chocks ........................................... IN PLACE *- Wheels and tires ........................................... CONDITION - Nose gear structure ........................................ CONDITION - Taxi, TO, turn-off lights ................................... CONDITION - Hydraulic lines and electrical wires ................ CONDITION - Wheel well .............................................................. CHECK - Safety pin ......................................................... REMOVED 4) RH FWD FUSELAGE - RH + AFT avionic compartment doors ................ CLOSED - Avionic equipment vent air outlet valve .......... CONDITION - F/O-CAPT static ports ............................................ CLEAR *- AOA probe .................................................... CONDITION - Forward cargo door and selector panel ................. CHECK
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Operations Manual Part B Chapter 2 Normal Procedures 5) LOWER CENTER FUSELAGE - Potable water drain panel (if installed) ................ CLOSED - Antennas ........................................................ CONDITION - Drain mast ...................................................... CONDITION - RAM air inlet flap ............................................ CONDITION - LP and HP ground connection doors .................. CLOSED - Anti-collision light ................................................... CHECK - CTR TK magnetic fuel level ....................................FLUSH - Pack air intakes and outlets ................................... CLEAR 6) RH CENTER WING - Yellow hydraulic bay door ................................... CLOSED - Fuel panel............................................................ CLOSED - Inner tank magnetic fuel (A320 Only) .....................FLUSH - Magnetic fuel level (A321 Only) ..............................FLUSH - Fuel water drain valve inner tank ........................ NO LEAK - Landing light ................................................... CONDITION *- Slat 1 ............................................................. CONDITION 7) ENG 2 LH SIDE - Oil fill access door ............................................... CLOSED - Master magnetic chip detector access door ...... CLOSED *- Fan cowl doors..................................CLOSED/LATCHED *- Drain mast.................................... CONDITION/NO LEAK *- Engine inlet and fan blades .................................. CHECK 8) ENG 2 RH SIDE - Pressure-relief/Start valve handle access door .. CLOSED - Pylon/access panel ........................ CONDITION/CLOSED 9) RH WING LEADING EDGE *- Slats 2, 3, 4, 5 ............................................... CONDITION - Inner and outer cells magnetic fuel level (A320 Only)FLUSH Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - Magnetic fuel level (A321 only) ...............................FLUSH - Fuel water drain valves (outer cell, surge tank) (A320 Only)NO LEAK - Fuel water drain valve (A321 Only) ..................... NO LEAK - Refuel coupling.................................................... CLOSED - Surge tank air inlet ................................................. CLEAR *- Fuel ventilation overpressure disc ....................... INTACT - Navigation light ............................................... CONDITION *- Wing tip ......................................................... CONDITION 10) RH WING TRAILING EDGE - Static dischargers ................................................... CHECK *- Control surfaces ............................................ CONDITION *- Flaps and fairings ......................................... CONDITION 11) RH L/G AND FUSELAGE *- Chocks ............................................................ REMOVED *- Wheels and tires ........................................... CONDITION - Brakes and brake wear ind. ........................... CONDITION - Torque link damper ...................................... CONDITION - Hydraulic lines ........................................................ CHECK - Landing gear structure ........................................... CHECK - Down lock springs .................................................. CHECK - Safety pin ......................................................... REMOVED - Ground hydraulic connection yellow ................... CLOSED - Water drain mast .......................................... CONDITION - Shroud fuel drain ........................... CONDITION/NO LEAK 12) RH AFT FUSELAGE - Cargo door and selector panel ............................... CHECK - Bulk door .............................................................. CHECK *- Toilet service access door ................................. CLOSED - Outflow valve .................................................. CONDITION Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - Drain mast ...................................................... CONDITION - Flight recorder access door ................................. CLOSED 13) TAIL *- Stabilizer, elevator, fin, and rudder ............... CONDITION - Static dischargers ................................................... CHECK *- Lower fuselage structure (tail impact on runway)CONDITION 14) APU - Access doors ....................................................... CLOSED - Air intake ........................................................ CONDITION - Drain .............................................. CONDITION/NO LEAK - Oil cooler air outlet ................................................. CLEAR - Exhaust .................................................................. CLEAR - Navigation light ............................................... CONDITION - Fire extinguisher overpressure indication (red disc)IN PLACE 15) LH AFT FUSELAGE *- Stabilizer, elevator, fin, and rudder ............... CONDITION *- Potable water service door ................................ CLOSED - Ground hydraulic connection blue and green doorsCLOSED - Hydraulic reservoir filling door ............................. CLOSED 16) LH LANDING GEAR *- Chocks ............................................................ REMOVED *- Wheels and tires ........................................... CONDITION - Brakes and brake wear indicator.................... CONDITION - Torque link damper ...................................... CONDITION - Hydraulic lines ........................................................ CHECK - Landing gear structure ........................................... CHECK - Downlock springs ................................................... CHECK - Safety pin ......................................................... REMOVED 17) LH WING TRAILING EDGE Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures *- Flaps and fairing ........................................... CONDITION *- Control surfaces ............................................ CONDITION - Static dischargers ................................................... CHECK 18) LH WING LEADING EDGE *- Wing tip ......................................................... CONDITION - Navigation light ............................................... CONDITION - Surge tank air inlet ................................................. CLEAR *- Fuel ventilation overpressure disc ....................... INTACT - Fuel water drain valve ......................................... NO LEAK - Inner and outer cell magnetic fuel level ..................FLUSH *- Slats 2, 3, 4, 5 ............................................... CONDITION 19) ENG 1 LH SIDE - Oil fill access door ............................................... CLOSED - Master magnetic chip detector access door ....... CLOSED *- Fan cowl doors..................................CLOSED/LATCHED *- Drain mast.................................... CONDITION/NO LEAK *- Engine inlet and fan blades .................................. CHECK 20) ENG 1 RH SIDE - Pressure relief/Start valve handle access door ... CLOSED - Pylon/access panel ........................ CONDITION/CLOSED 21) LH CENTER WING *- Slat 1 ............................................................. CONDITION - Wing leading edge ventilation intake ................... CLEAR - Fuel water drain valves ....................................... NO LEAK - Inner tank magnetic fuel ..........................................FLUSH - Landing lights ................................................. CONDITION - Hydraulic reservoir pressurization door .............. CLOSED - RAT doors ........................................................... CLOSED
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Operations Manual Part B Chapter 2 Normal Procedures 1.8
COCKPIT PREPARATION
1.8.1 INTRODUCTION Items marked by (*) are the only steps to be completed during a transit stop. The PF and PNF should perform the cockpit preparation according to the panel scan sequence, defined below, and the task sharing defined in the Quick Reference Handbook (QRH).
1.8.2 DOCUMENTATION AND MAINTENANCE On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of maintenance and daily inspection (or similar) are up to date and signed. Check the deferred or carried-forward defects. If refueling has already been completed, check the uplift.
FIGURE 1-2 PANEL SCAN SEQUENCE
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Operations Manual Part B Chapter 2 Normal Procedures *- GEAR PINS and COVERS .............................................CHECK PF Check that three are on board and stowed.
1.8.3 OVERHEAD PANEL NOTE In transit flights the set up of the overhead panel (all white lights out) can be done last before requesting the before start checklist.
- ALL WHITE LIGHTS ............................................................. OFF PF IT IS A GENERAL RULE TO TURN OFF ALL WHITE LIGHTS FOR ALL THE SYSTEMS DURING THE SCAN SEQUENCE. THEREFORE, THESE ACTIONS ARE NOT LISTED HERE. RCDR (For MSN 3033 - 3878) *- RCDR GND CTL .................................................................... ON PF - CVR TEST ............................................. PRESS AND RELEASE PF Check low frequency signal through the loudspeakers. Note: The parking brake must be ON to perform the CVR test. RCDR (For MSN 4165)
*- RCDR GND CTL ON In order to perform the test, ensure that the parking brake is on. -
LOUDSPEAKER VOLUME KNOB OFF (BOTH SIDES)
-
ACP INT/RAD SWITCH (CAPT or F/O) SET to INT
-
INTERPHONE VOLUME RECEPTION KNOB RELEASE Turn up the volume to the maximum.
-
CVR TEST PRESS AND MAINTAIN An audio test signal, and a brief repetitive audio signal every 4 seconds, should be heard through the loudspeakers. Once this is done, talk through the handmike, ensure that your voice is heard on the loudspeakers, and only then release the CVR test pushbutton. Note o
Only the handmike, not the boomset, should be used to carry out the test, as the audio signal must be heard on the loudspeakers.
o
The flight crew may also hear an acoustic feedback during the test. The test is still valid if this acoustic feedback is heard.
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Operations Manual Part B Chapter 2 Normal Procedures EVAC - CAPT and PURS/CAPT switch .........................................CAPT PF The usual position is CAPT. * ADIRS - Mode selectors (1-2-3)
NAV (Check ON BAT light for each IRS)
The ADIRS outputs are used by many of the aircraft's systems: Set the selectors to NAV as soon as possible, to provide data to the related systems.
Perform a complete alignment if : o
It is the first flight of the day
o
The GPS is not available, and long segments in poor radio NAVAID coverage airspace are expected.
For other flights, perform a fast alignment, if the residual ground speed is greater than 5 knots. The alignment is not necessary, if the residual ground speed is less than 5 knots.
In case of ADIRS alignment, check that the ALIGN lights of the three ADIRS are on.
For more information on ADIRS OPERATION Refer to PRO-SUP-34-C ADIRS Operation - General
EXT LT - EXTERIOR LIGHTS ..................................................... AS RQRD PF Set STROBE switch to AUTO, BEACON switch to OFF. NAV & LOGO switch should be ON if the flight or part of the flight will be performed during nighttime. In poor visibility conditions the navigation lights must be ON. *- SIGNS ......................................................................... ON/AUTO PF *- EMER EXIT LT ................................................................... ARM PF If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING signs are permanently on, with the NO SMOKING switch at AUTO.
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Operations Manual Part B Chapter 2 Normal Procedures CABIN PRESS - LDG ELEV .......................................................................... AUTO PF * AIR COND (A319) *- PACK FLOW .............................................................. AS RQRD PF Select: LO
:
If the number of passengers is below 85.
HI
:
For abnormally hot and humid conditions.
NORM
:
For all other normal operating cases.
If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position. * AIR COND (A320) *- PACK FLOW .............................................................. AS RQRD PF Select: LO
:
If the number of passengers is below 115.
HI
:
For abnormally hot and humid conditions.
NORM
:
For all other normal operating cases.
If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position. * AIR COND (A321) *- ECON FLOW pushbutton ......................................... AS RQRD PF Select : ON
:
OFF :
Econ flow, if the number of passengers is below 140 For normal flow.
If the APU is supplying, pack controllers select normal flow automatically, independent of the selector position. ELEC - ECAM ELEC PAGE ............................................................ CALL PF - BAT 1 + 2 ............................................................... OFF then ON PF Setting BAT 1+2 to OFF, then to ON initiate a charging cycle. Check on the ECAM ELEC page that both batteries are located correctly: battery currents will drop below 60 A after 10 seconds and continue to decrease. If not, the flight crew must wait until the charging cycle of the batteries is completed (batteries no longer connected to DC BAT BUS) before performing this check again.
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Operations Manual Part B Chapter 2 Normal Procedures FUEL (A321) CAUTION If the FUEL MODE SEL pushbutton is unduly left in the MAN position on ground, when the CTR TK L and R XFR pushbuttons 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. -FUEL MODE SEL ................................................. CHECK AUTO PF FUEL (A320)
If the center tank is empty for the flight:
Apply the following procedure, if aircraft is affected by FUEL CTR TK PUMPS LO PR catutions on ground or in flight when the center tank is empty: - FUEL MODE SEL ................................................................ MAN PF - CTR TK PUMP 1 and 2 ........................................................ OFF PF
If the center tank is NOT empty for the flight: CAUTION
If the FUEL MODE SEL pb is unduly left in the MAN position on ground, when the CTR TK PUMP 1 & 2 pushbuttons are not in the OFF position: There is a possibility of fuel spillage, if there are any hidden failures. -FUEL MODE SEL ................................................. CHECK AUTO PF ENG 1 - ENG 2 FIRE - ENG 1 and 2 FIRE pushbuttons .... CHECK IN and GUARDED PF - AGENT 1 and AGENT 2 lights .............................. CHECK OUT PF - ENG 1 (2) TEST pushbutton .......................................... PRESS PF Check:
ENG 1 (2) FIRE warning on ECAM + CRC + MASTER WARN light
ENG FIRE pushbutton lighted red.
SQUIB and DISCH lights on
FIRE light (on ENG panel) on
AUDIO SWITCHING panel - AUDIO SWITCHING panel ............................................... NORM PF THIRD OCCUPANT AUDIO CONTROL PANEL - PA reception knob .......................................... Select reception PF This allows cabin attendant announcements to be recorded on the CVR. Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures For proper recording, set volume at or above medium range. MAINTENANCE PANEL - Check all lights out. If not out, select associated pushbutton switch to off. Consider checking the panel before seating.
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Operations Manual Part B Chapter 2 Normal Procedures 1.8.4 CTR INSTRUMENT PANEL *- STBY ASI ........................................................................CHECK PF *- STBY ALTI......................................................................CHECK PF *- STBY HORIZON .............................................................CHECK PF Check no flag - Erect if necessary.
* CLOCK - Check time adjust if necessary ; elapsed time at zero, chrono at zero. NOSEWHEEL STEERING *- A/SKID & N/W STRG ............................................................ ON PF
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Operations Manual Part B Chapter 2 Normal Procedures 1.8.5 PEDESTAL ACP - INT knob ................................. PRESS OUT / VOLUME CHECK PF Make sure that INT volume is turned up to permit contact with the ground crew. - VHF ..................................................................................CHECK PF Check transmission and reception. - HF (if required for flight) ................................................CHECK PF Check transmission and reception Do not transmit on HF during refueling. * WEATHER RADAR *- Power supply switch ........................................... CHECK OFF PF *- WINDSHEAR switch ............................................. CHECK OFF PF *- GAIN ................................................................................ MAN 8 PF *- MODE ......................................................................... AS RQRD PF SWITCHING panel - SWITCHING panel...........................................................CHECK PF Check all selectors at NORM. * ECAM control panel *- STS ................................................................................. PRESS PF Check that INOP SYS display is compatible with MEL. If a message is displayed in MAINTENANCE STATUS, see PARKING procedure (Refer to PRO-NOR-SOP-24-A Parking - General). *- PRESS ............................................................................ PRESS PF Check that the CAB PRESS page displays LDG ELEV AUTO, to confirm the correct position of the LDG ELEV selector.
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Operations Manual Part B Chapter 2 Normal Procedures COCKPIT DOOR - ANN LT ............................................................................... TEST PF Check that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on the overhead panel) come on. - ANN LT ................................................................................. BRT PF Check that all lights go off. - COCKPIT DOOR.................... CHECK CORRECT OPERATION PF Set the toggle switch to the UNLOCK position. Check that the door opens, and that the OPEN light comes on. Then, with the door fully open, release the toggle switch (check that it returns to the NORM position). Close the door. Check that it is locked, and that the OPEN indication goes off. - COCKPIT DOOR MECHANICAL OVERRIDE ................CHECK PF Check that the door opens normally, and that it closes when the mechanical override is used *THRUST LEVERS *- THRUST LEVERS ................................................ CHECK IDLE PF * ENG *- ENG MASTER switch ........................................... CHECK OFF PF *- ENG MODE selector ......................................... CHECK NORM PF
* PARKING BRK *- PARKING BRAKE .............................................. ON THEN OFF PF Check pressure on the BRAKE PRESS indicator If chocks are in place, release the parking brake to increase brake cooling. GRAVITY GEAR EXTN - GRAVITY GEAR EXTN ..................................CHECK STOWED PF ATC - ATC ........................................................ SET FOR OPERATION PF Perform the appropriate ATC selection to allow the ATC transponder to operate in mode S (refer to FCOM DSC-34-50), TCAS is on standby. To prevent possible interference to radar surveillance systems, TCAS should not be selected before the holding point/lining up. - ALT RPTG ............................................................................... ON PF
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Operations Manual Part B Chapter 2 Normal Procedures - System 1 or 2 ................................................................ SELECT PF Select SYS 1 with A/P 1 and SYS 2 with A/P 2 Only system 1 is available, in emergency electrical configuration.
RMP - RMP ......................................................................................... ON PF - Green NAV light ..................................................... CHECK OFF PF - SEL light ................................................................. CHECK OFF PF - COM FREQUENCIES .........................................................TUNE PF Use VHF 1 for ATC (only VHF1 is available in emergency electrical configuration), VHF2 for ATIS and company frequencies. VHF3 is normally devoted to ACARS. * AIRFIELD DATA PF obtains ATIS and data needed for initializing the system and preparing the cockpit. This should include, RUNWAY IN USE, ALTIMETER SETTING, and WEATHER DATA. * ATC CLEARANCE obtained by CM2 Obtain ATC clearance or use the expected clearance.
1.8.6 _*FMGS INITIALIZATION At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time (3 minutes) for tests' completion, and do not start to press pushbuttons until the tests are over. If the “PLEASE WAIT” message appears, do not press any MCDU key until the message clears. *- ENGINE & AIRCRAFT TYPE .........................................CHECK
B
*- FM database validity .....................................................CHECK
B
Press the DATA key, and display the STATUS page (if not displayed). Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any If applicable, review the stored data for deletion decision. *- NAVAID DESELECTION ............................................ AS RQRD PF If NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR. Access the SEL NAVAID page, and deselect the related navaid. *- FLIGHT PLAN INITIALIZATION ............................ COMPLETE PF Press the INIT key. Insert CO RTE or city pair, and check FROM/TO. Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures Check/modify ALTN/CO RTE. Enter flight number Note For ATC needs, the crew should enter exactly the entire flight number, as shown on the ICAO flight plan, without inserting any space, on the MCDU INIT page.
Enter Cost Index 20 for A319/A320 and 25 for A321.
Enter intended initial CRZ FL, or check if it was already supplied by the database.
Modify it, if necessary, taking into account ATC constraints or expected gross weight.
Check and modify CRZ FL TEMP. Do not modify the default tropopause value (36090 FT) displayed on the INIT page or the FUEL PRED page on the MCDU.
Check latitude/longitude
*- ADIRS POSITION INITIALIZATION ........... AS APPROPRIATE PF ADIRS position initialization involves setting the ADIRS navigation starting point. This only occurs for a complete or fast alignment. The ADIRS are automatically initialized using the GPS position, without flight crew intervention. If the GPS position is not available, the pilot manually initializes the ADIRS, by pressing the ALIGN IRS prompt. This sends the coordinates displayed on the MCDU INIT page to the three ADIRS. When performing a manual initialization, use the defaulted departure airport reference point coordinates. If flying long segments in poor radio navaid coverage airspace ; it is better to use the gate coordinates to initialize the ADIRS : To insert these coordinates, slew them on the MCDU, and then press the ALIGN IRS prompt *- F-PLN A page...................................COMPLETE AND CHECK PF The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order, according to the data given by ATIS, ATC, or MET:
Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.
Lateral revision at WPT for ROUTE modification if needed (Refer to FCOM DSC-22_20-30-10-05, Lateral Revisions)
Vertical revision Check or enter climb speed limit, constraints according to ATC clearance. Enter step altitude as appropriate.
*- WINDS ........................................................ AS APPROPRIATE PF Enter the forecast wind for CLB or CRZ phases. (Refer toDSC-22_20-30-20-05 Flight Phases)
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Operations Manual Part B Chapter 2 Normal Procedures *- F-PLN
CHECK PF
Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan or navigation chart.
Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight with the computer (paper) flight plan.
Modify alternate route with SID / ROUTE / ARRIVAL / WINDS/ RUNWAY
*- SECONDARY FLIGHT PLAN .................... AS APPROPRIATE PF Insert the engine failure escape route taken from FOVE take off module, together with other performance parameters (SEC PERF page Wind, FL, QNH Temp). Modify the new destination aerodrome field with the aerodrome of departure or the take off alternate aerodrome as applicable. *- RADIO NAV ....................................................................CHECK PF Hard tune the NAVAIDS required for departure. Check the ILS tuned by the FMGC (If applicable). Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS). If unsatisfactory, go through the audio check. *- FUEL PREDICTION PAGE ............................................CHECK PF Minimum Alternate Fuel is 1100 kgr. or higher if predicted by the Flight Plan. Decision making for diversion should be based on actual FMGS fuel predictions provided alternate route is modified with SID / ROUTE / ARRIVAL / WINDS/ RUNWAY. Minimum Final Reserve Fuel as per FMGC calculation. Ensure that minimum fuel requirements calculated on the latest valid flight log are satisfied, provided current weather and performance data are entered. Alternatively, on Commanders discretion the FMS INIT B fuel calculation function may be used. Refer to OMB Appendix B for detailed description.
1.8.7 _* FMGS DATA INSERTION GROSS WEIGHT INSERTION (INIT B page): *- ZFW/ZFWCG ................................................................. INSERT PF *- BLOCK FUEL ................................................................ INSERT PF CAUTION The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are computed from the ZFW and ZFCG entered by the crew on the MCDU. Therefore, this data must be carefully checked (Commander's responsibility). The flight crew should insert the weights after completing all other insertions. This is to avoid cycles of prediction computations at each change in flight plan, constraints, etc.
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Operations Manual Part B Chapter 2 Normal Procedures If ZFCG and ZFW 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 ZFCG, ZFW, and BLOCK FUEL are inserted, the FM will provide all predictions, as well as the EXTRA fuel, if any.
TAKEOFF DATA INSERTION (PERF TAKEOFF page) : *- THR RED/ACC altitude .................................... SET or CHECK PF For noise abatement procedure, the crew must set the acceleration altitude, and adjust the values according to local noise abatement regulations.. *- ENG OUT ACC altitude .................................... SET or CHECK PF *- FLAPS ........................................................................... INSERT PF *- TO SHIFT .................................................................... AS RQRD PF Enter the takeoff SHIFT distance, if takeoff is to be from an intersection. This is essential for position updating at takeoff and, consequently, for navigation accuracy. CLIMB, CRUISE, DESCENT, SPEED PRESELECTION *- PRESET SPEEDS ...................................................... AS RQRD PF 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. Similarly the pilot may select a CRZ MACH number on the PERF CRZ page (constant CRZ Mach segment, for example). When the CRZ phase is active, the preselected CRZ MACH number will be displayed in the FCU speed window and on the PFD. When ECON MACH number may be resumed, the crew presses the FCU SPD selector. In either of the above cases, the pilot may cancel the CLB or CRZ preselected SPD/MACH prior to activating the related phase, by selecting ECON on the PERF CLB or CRZ pages. SPD LIM is by default 250 knots below 10000 feet in the managed speed profile.
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Operations Manual Part B Chapter 2 Normal Procedures 1.8.8 GLARESHIELD - Glare shield integral light and flood light ................ AS RQRD PF *- BARO REF .......................................................................... SET
B
Set QNH on the EFIS control panel and on the standby altimeter
Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance limits are given in Refer to PRO-SUP-34-B Flight Instrument Tolerances - General).
*- FD………………………………………………………… CHECK ON B *- LS ................................................................................ AS RQRD
B
NOTE Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF warning at engine start. * EFIS CONTROL PANEL *- ND mode and range .................................................. AS RQRD
B
MODE :Display the ARC mode on the ND, if the takeoff direction is approximately the departure direction ; or, the ROSE NAV mode, if the direction change is to be more than 70° after takeoff (to allow the ND to display the area behind the aircraft). RANGE : Set the minimum range to display the first waypoint after departure, or as required for weather radar. *- VOR/ADF selector ..................................................... AS RQRD
B
Display VOR and ADF needles, as needed. * FCU *- SPD MACH window .................................................... DASHED PF *- HDG V/S-TRK FPA...................................................... HDG V/S PF *- ALT window .............. INITIAL EXPECTED CLEARANCE ALT PF
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Operations Manual Part B Chapter 2 Normal Procedures 1.8.9 LATERAL CONSOLES OXYGEN MASK TEST
FIGURE 1-3 OXYGEN MASK TEST
On the OXYGEN panel : - CREW SUPPLY ........................................................ CHECK ON
B
On the glareshield : - LOUDSPEAKERS................................................................... ON
B
On the audio control panel : - INT reception knob ................................. PRESS OUT-ADJUST
B
- INT/RAD switch ......................................................................INT
B
On the mask stowage box : Press and hold the reset/test button in the direction of the arrow. -
Check that the blinker turns yellow for a short time, and then goes black. Hold the reset/test button down, and press the emergency pressure selector.
-
Check that the blinker turns yellow and remains yellow, as long as the emergency pressure selector is pressed.
-
Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may be connected to the nose intercom, that a loud noise may be heard when performing this check. Check that the reset/test button returns to the up position and the N 100 % selector is in the 100 % position.
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Operations Manual Part B Chapter 2 Normal Procedures Press the emergency pressure selector again, and check that the blinker does not turn yellow. This ensures that the mask is not supplied. On the ECAM DOOR/OXY page : - REGUL LO PR message ....................................... CHECK OFF PF 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).
1.8.10 CM 1/2 INSTRUMENT PANELS - PFD and ND brightness knob .................................... AS RQRD
B
Check the ND outer ring to maximum range (radar display) - LOUDSPEAKER ................................................................... SET
B
One o'clock position. *- PFD .................................................................................CHECK
B
-
Check PFD/ND not transferred.
-
Check for correct display when ATT and HDG are available.
-
Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude display.
*- ND ...................................................................................CHECK
B
-
Check for correct display.
-
Crosscheck compass indication on the ND and DDRMI.
-
Check ground speed less than 5 knots, heading, initial waypoint, VOR ADF indications.
PFD / ND CHECKS WILL BE DONE BY BOTH CREW MEMBERS SILENTLY * FMGS DATA CONFIRMATION *- AIRFIELD DATA........................................................ CONFIRM PF *- ATC CLEARANCE ........................................................OBTAIN CM2 Both crew members must be in their seats when the ATC clearance is received. *- IRS ALIGN ......................................................................CHECK PF 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.
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Operations Manual Part B Chapter 2 Normal Procedures *- F-PLN A page.................................................................CHECK PF Select the EFIS CSTR pushbutton switch on. Ensure that the inserted F-PLN agrees with planned routes. Use the scroll key to check the whole F-PLN thoroughly, using ND in PLAN MODE as necessary. Tracks and distances between waypoints are displayed on the second line from the top of the MCDU. SID and EOSID tracks and distances must be checked form the appropriate navigation charts. Check speed and altitude contraints. Add new speed or altitude constraints, if required. * ATC *- ATC CODE .......................................................................... SET CM2 * FUEL *- FUEL QTY ......................................................................CHECK
B
Check that ECAM fuel on board corresponds to the F-PLN. Check that fuel imbalance is within limits. _*TAKEOFF BRIEFING (see section 8.11) *- TAKEOFF BRIEFING ............................................... PERFORM PF
1.8.11 FMGS RE-INITIALIZATION AFTER A CANCELED / REPLACED FLIGHT If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds, winds, etc.), and if this flight is later canceled and replaced by another flight, the flight crew may use the following procedure to initialize the FMGS again: - PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SEC PERF pages - ACTIVATE the secondary flight plan. Note: When the flight crew activated the secondary flight plan, the following data of the primary flight plan is lost if the secondary flight plan does not include any replacement data: Alternate data - Winds and cruise temp. at waypoints as inserted on CRZ WIND pages - Departure and arrival selection STAR, APP, RWY, and approach parameters, QNH, TEMP, WIND, TRANS ALT, VAPP, MDA / MDH, DH, LDG CONF – Altitude, speed, and time constraints – Steps – CMS – Offsets – Flaps / THS – Preselected cruise and descent speeds.
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Operations Manual Part B Chapter 2 Normal Procedures 1.8.12 TAKE OFF BRIEFING Briefing objectives are:
To Brief use the ABC rule : -
A ppropriate
-
B rief
-
C oncise and Clear
Brief means: max 10 Items - duration max 2 minutes
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Operations Manual Part B Chapter 2 Normal Procedures The PF should perform the takeoff briefing at the gate when the flight crew workload permits, Cockpit preparation has been completed, before engine start and preferably when the ATC clearance has been received. The Takeoff Briefing should be relevant and concise. Prior the Takeoff Briefing, the PNF should x-check the information programmed in the FMGS by the PF. The Take off Briefing consists of: 1 MISCELLANEOUS - AIRCRAFT TYPE ( for tail strike awareness ) - AIRCRAFT STATUS - NOTAMS - MEL - Weather, Rwy conditions - Special Ops ( Use of ENG/Wings Anti ice- radar etc) - Packs OFF/ON for Take off - Special aspects if any etc . - Use “standard” if take off will be performed with Packs ON/ Engine Anti-Ice OFF and WX radar OFF. - Use “no special aspects” if no MEL, no NOTAMs and no significant weather affects the T/O
2 - INIT A -From / To -ALTN -FLT Number -Cost Index -Cruise FL
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Operations Manual Part B Chapter 2 Normal Procedures To minimize the effect of temperature model error in the FMS computation of the Recommended Maximum Altitude (REC MAX ALT), the ECON CRZ Mach Number, and the ETA parameters: - During the flight plan initialization or during flight, DO NOT MODIFY the default tropopause value (36090 ft) displayed on the INIT page or the FUEL PRED page of the MCDU - ENTER the temperature on the CRZ WIND pages at the expected CRZ FL - Refer to QRH, as necessary, to determine the REC MAX ALT, for all engine or engine out conditions Refer to PRO-SUP-22-20 FMS Specifities
3 - INIT B -Block Fuel -Estimated TOW -Extra Time at destination -See Note
NOTE Mention if GW is above maximum landing weight (if for any reason return back for landing at the airport of origin or other adjacent airport).
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Operations Manual Part B Chapter 2 Normal Procedures
4 - TAKEOFF PERF - RWY - CONF - FLEX/TOGA -V1,VR,V2, -TRANS ALT, -THR RED/ACC Altitude -ENG OUT ACC Altitude
5 - FLIGHT PLAN - SID description. - First assigned altitude or FL / Transition / MSA. The higher altitude / FL shall be entered on FCU if SID constraints are imposed before initial climb altitude. Monitor constraints when airborne (Example NEVRA 1J SID in LGAV) If mode reversion occurs (HDG-V/S) immediately set the ALT CSTR in the FCU - RAD NAV setup
6 – ABNORMAL OPERATIONS - RTO RTO maneuver shall be briefed during the briefing of the first sector of the day. Each flight crewmember shall brief his/her actions. - Emergency Escape Route / ENG OUT ACC Altitude. ENG OUT 400‟ – 1500‟ shall be reverted to Above Airfield Elevation (AAL). The Emergency Escape Route must be briefed on every sector of the day since details are always variable.
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Operations Manual Part B Chapter 2 Normal Procedures The Takeoff Briefing is divided into two parts. The first part includes the phases of: - Miscellaneous - INIT A - Flight Plan - Abnormal Operations (SEC F-PLN) Pages used on the first part of Takeoff Briefing:
A/C STATUS
During the Briefing the PF briefs out of the BOX using PLAN mode on his ND with constraints ON while the PNF checks all related information with the eRM/paper SID. PF starts the briefing by cross-checking with PNF the Electronic Manual charts which will be used on departure (date and plate number), checks the aircraft STATUS, briefs the INIT A page and uses the FPLN page to describe the SID with all applicable constraints, RAD NAV page for the NAV setup and SEC FPLN for the emergency escape route. Review the expected taxi route with special attention to the HOT SPOTS. Pay special attention to temporary situations such as work in progress, other unusual activity and recent changes in airport layout. During this part of the briefing, refer to the airport charts and visualise all available information. When the Loadsheet is arrived and TAKE OFF data calculated and inserted in the FMGS, PF completes the second part of the Takeoff Briefing that includes: - INIT B page - TAKE OFF PERF page
Pages used on the second part of the Takeoff Briefing:
INIT B page
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Operations Manual Part B Chapter 2 Normal Procedures 1.9
BEFORE PUSHBACK OR START
1.9.1
GENERAL
- LOADSHEET / TAKE-OFF DATA CALCULATION The Captain should thoroughly check the Load and Trim Sheet(LTS), particularly for gross errors. Make sure that the loadsheet data is correct: Correct flight, correct aircraft, dry operating index, configuration, Fuel On Board, etc. Check that the take off CG is within the LTS operational limits.
CM1 records on the load sheet besides his signature, the precise time of the load sheet acceptance, CM1 checks and announces the ZFW / ZFWCG CM2 enters the ZFW / ZFWCG in the INIT B page. CM2 announces from the INIT B page the actual TOW while CM1 confirms it together with the loadsheet data. Then CM1 reads the TOWCG % - CM2 finds the THS setting from the trim wheel index and announces it to CM1. CM1 confirms it together with loadsheet data and CM2 enters it in the PERF page. CM1 signs the loadsheet for acceptance. Then the actual TOW is entered in FOVE and TO computation is performed. When computation is completed, CM1 & CM2 x-check the results and then CM1 reads FLEX and TO speeds and CM2 enters them in the PERF page and additionally record these in the PPS flight log. CM1 and CM2 compare the entered speeds and other data (Green Dot,) in the MCDU with the data taken from FOVE reminder function (F9).
- SEATS, SEAT BELTS, HARNESSES, RUDDER PEDALS, ARMRESTS .................................... ADJUST
B
The seat is correctly adjusted, when the pilot's eyes are in line with the red and white balls. - MCDU ...................................... IN TAKEOFF CONFIGURATION
B
It is recommended that the crew display F-PLN on the PNF side, and PERF TAKEOFF on the PF side. - EXT PWR ................................................................ CHECK OFF PF Request that external power be removed. - APU BLEED .............................................................. CHECK ON CM1 -ORDER ..................................... “BEFORE START CHECKLIST” CM1 -ANNOUNCE ............................. “BEFORE START CHECKLIST” CM2 - BEFORE START CHECKLIST down to the line ... COMPLETE
B
- ANNOUNCE“BEFORE START CHECKLIST DOWN TO THE LINE” CM2 - PUSHBACK/START UP CLEARANCE .........................OBTAIN CM2 Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures Obtain ATC pushback/startup clearance upon CM1 request. Consider pushback towards the wind to avoid manual start or an ENG START FAULT in tailwind. - NW STRG DISC ............................................. CHECK AS RQRD CM1 In case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin must be in the tow position. The ECAM's NW STRG DISC, or N WHEEL STEERG DISC memos indicate this to the flight crew. CAUTION If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that the steering selector bypass pin is in the towing position, then the pushback must not be performed. This is to avoid possible nose landing gear damage upon green hydraulic pressurization. To dispatch the aircraft in such a case,Refer to MEL/MI-32-51 Nose Wheel Steering Control System . In case of a powerpush by the main landing gear, the nosewheel steering selector should remain in the normal position to steer the aircraft (Refer to PRO-SUP-80-A Pushback with Power Push Unit Via the Main Landing Gear - General). - WINDOWS and DOORS
CHECK CLOSED
B
-
Check that the cockpit windows are closed and locked.
-
Check, on the ECAM lower display, that all the aircraft doors are closed.
-
When required by local airworthiness authorities, check that the cockpit door is closed and locked (no cockpit door open/fault indication).
If entry is requested, identify the person requesting entry before unlocking the door. With the cockpit door selector on NORM, the cockpit door is closed and locked. If entry is requested from the cabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock the door by using the emergency access procedure. Except for crew entry/exit, the cockpit door should remain closed until engine shutdown. - BEACON ................................................................................. ON CM1 - THR LEVERS ....................................................................... IDLE CM1 CAUTION 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. - PARKING BRAKE ACCU PRESS ..................................CHECK CM1 The ACCU PRESS indication must be in the green band. - PARKING BRAKE ....................................................... AS RQRD CM1 -ORDER ........................................................ “BELOW THE LINE” CM1 -ANNOUNCE“BEFORE START CHECKLIST BELOW THE LINE” CM2 - BEFORE START CHECKLIST below the line ....... COMPLETE
B
- ANNOUNCE .... “BEFORE START CHECKLIST COMPLETED” CM2
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Operations Manual Part B Chapter 2 Normal Procedures -
If no pushback is required, check that the PARKING BRK handle is ON, and check the BRAKES PRESS indication. CAUTION If, during engine start with parking brake on, the aircraft starts to move due to a parking brake failure, immediately release the PARKING BRK handle to restore braking by pedals.
-
If pushback is required, set the PARKING BRK to OFF. CAUTION Do not use brakes during pushback, unless required due to an emergency. After pushback is completed, set the PARKING BRAKE to ON and inform the ground crew to allow towbar to be disconnected.
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Operations Manual Part B Chapter 2 Normal Procedures 1.10 ENGINE START
1.10.1 AUTOMATIC ENGINE START Use the automatic engine start procedure in most circumstances. However, 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, instead of the automatic 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 minutes. If the leak disappears during these 5 minutes, the aircraft can be dispatched without maintenance action. If the leak is still present after 5 minutes, maintenance action may be required before the flight. - ENG MODE selector ................................................ IGN/START CM1 The lower ECAM displays the ENG page. - ANNOUNCE ......................................... “STARTING ENGINE 2” CM1 - ANNOUNCE ............................................................ “CHECKED” CM2 Engine 2 is usually started first (it powers the yellow hydraulic system, that pressurizes the parking brake). - MASTER switch 2 .................................................................. ON CM1 Do not turn the MASTER switch ON before all amber crosses (except on N1 and N2) and messages have disappeared on engine parameters (upper ECAM display). The N1 and N2 indications show amber crosses, until the actual N1 and N2 reach about 3.5%.
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Operations Manual Part B Chapter 2 Normal Procedures ON ECAM UPPER DISPLAY
ON ECAM LOWER DISPLAY Corresponding start valve inline Bleed Pressure indicating Green Oil Pressure increase
N2 increase 30 seconds after MASTER switch is ON FF increase 20 seconds (maximum) after fuel is on EGT increase N1 increase prior to 34% N2 At 43% N2 Slightly above 43% N2
Indication of the active igniter(A or B)
Igniter indication off Start Valve crossline
NOTE When the FADEC detects an impending hung start or hot start, the FADEC applies an automatic recovery sequence without an ECAM message. The crew will notice that dual ignition (A+B) is applied, and that fuel will be commanded OFF, and then re-commanded ON within 0.5 seconds. It is not necessary for the crew to shut down the engine. Parameter callouts are not mandatory. In case the electrical power supply is interrupted during the start sequence (indicated by the loss of ECAM DUs), abort the start by switching OFF the MASTER switch. Then, perform a 30-second dry crank. - MAIN AND SECONDARY ENG. IDLE PARAMETERSCHECK NORMAL At ISA sea level
B
:
N1 about 21.4 %
EGT about 414° C
N2 about 57.8 %
FF about 350 kg/h
EPR about 1.01 The grey background on the N2 indication disappears.
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Operations Manual Part B Chapter 2 Normal Procedures - ANNOUNCE ......................................... “STARTING ENGINE 1” CM1 - MASTER switch 1 .................................................................. ON CM1 Same procedure as for engine 2 Both pack valves reopen, with a 30-second delay, after the second engine N2 is above 50 %. NOTE A PTU FAULT is triggered, if the second engine is started within 40 seconds after ending the operation of the cargo doors.
1.10.2 ENGINE START TASK SHARING EVENT
START UP & GROUND CLEARANCE RECEIVED BLEED PRESSURE CHECK WHEN ENG 2 STABILIZED
CM1
ENG MODE SEL …
CM2
IGN/ START
“STARTING ENGINE 2” MASTER switch 2 ….ON “STARTING ENGINE 1” MASTER switch 1 …ON
“CHECKED” “CHECKED”
Note Chrono start needed only on Manual Engine Start
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Operations Manual Part B Chapter 2 Normal Procedures 1.10.3 GROUND RUN UP – DANGER AREAS
FIGURE 1-4 GROUND RUN UP – DANGER AREAS
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Operations Manual Part B Chapter 2 Normal Procedures 1.11 AFTER START - ENG MODE selector ........................................................ NORM CM1
Turning the ENG MODE selector to NORM indicates the end of the start sequence. AFTER START actions may be performed.
On ECAM lower display the WHEEL page replaces the ENG page .
Leaving the ENG MODE selector at the START/IGN position would prevent continuous relight selection on the ground (would be supplied at lift off). In addition, the ENG page would remain displayed. The selector must be cycled to recover normal control of ignition and to display WHEEL page.
After a shutdown period greater than two hours, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 5 minutes before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period.
- APU BLEED .......................................................................... OFF CM1 Turn APU BLEED off just after engine start to avoid ingesting engine exhaust gases. APU BLEED valve closes, ENG BLEED valves open. - GROUND SPOILERS .......................................................... ARM CM2 - RUD TRIM .......................................................................... ZERO CM2 If RUD TRIM position indication is not at zero, press the RESET pushbutton. - FLAPS lever ......................................................................... SET CM2
CONF 1+F standard flap setting. In case of performance limitations, use optimum CONF setting
Set flaps for takeoff.
Check their position on the ECAM upper display.
If taxiing in slush, keep the flaps retracted until reaching the holding point before takeoff.
- PITCH TRIM .......................................................................... SET CM2 Set takeoff CG on pitch trim wheel. - ECAM STATUS................................................................CHECK CM2 Check that there is no status reminder (STS) on the ECAM upper display. If the status reminder is displayed, press the STS pushbutton.
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Operations Manual Part B Chapter 2 Normal Procedures ENG ANTI ICE ................................................................ AS RQRDCM1 NOTE Icing conditions may be expected when the OAT (on the ground and for takeoff), or when TAT (in flight) is 10° C or below with visible moisture in the air, or standing water, slush, ice or snow is present on the taxiways or runways. During ground operation when engine anti-ice is required and the OAT is plus 3 deg C or less, periodic engine run-up to as high a thrust setting as practical (50 % N1 recommended) may be performed at the pilot's discretion to centrifuge any ice from the spinner, fan blades, and low compressor stators. There is no requirement to sustain the high thrust setting. The run-ups should be performed at intervals not greater than 15 minutes. Subsequent takeoff under these conditions should be preceded by a static run-up, to as high a thrust as practical (50 % N1 recommended), with observation of all primary parameters to ensure normal engine operation. NOTE When performing the static run-up, the 61-74 % N1 range should be avoided. If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on) increase the N2 of the associated engine by about 5 %. When the valves are open, retard the thrust lever(s) to idle. IGNITION memo appears on ECAM as continuous ignition is automatically selected. - WING ANTI ICE ........................................................... AS RQRD CM1 When wing ANTI ICE is switched on, on ground, the anti-ice valves open for about 30 seconds (test sequence) then close as long as the aircraft is on ground. - APU MASTER switch (if APU not required) ...................... OFF CM1 The AVAIL light goes off, after the APU cooling period. - ECAM DOOR page ........................................................ SELECT CM2 Check that all slides are armed. Deselect the DOOR page after verifying the slides.
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Operations Manual Part B Chapter 2 Normal Procedures - ANNOUNCE .................................. “CLEAR TO DISCONNECT” CM1 Request
:
-Chocks removed.
-Nosewheel steering bypass pin removed (NW STRG DISC memo not displayed). -Interphone disconnect -Hand signal on the left/right side -ORDER ........................................ “AFTER START CHECKLIST” CM1 -ANNOUNCE ................................ “AFTER START CHECKLIST” CM2 -AFTER START CHECKLIST .................................... COMPLETE
B
-ANNOUNCE ........ “AFTER START CHECKLIST COMPLETED” CM2 NOTE CM1 respond on pitch trim is the calculated Take Off CG value in percentage, taken from MCDU FUEL PRED page.
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Operations Manual Part B Chapter 2 Normal Procedures - FLIGHT CONTROLS .......................................................CHECK
B
At a convenient stage, prior to or during taxi, and before arming the autobrake, the CM1 silently applies full longitudinal and lateral sidestick deflection. On the F/CTL page, the CM2 checks and calls out full travel of all elevators and all ailerons, and the correct deflection and retraction of all spoilers. As each full travel/neutral position is reached, the CM2 calls out:
"Full up, full down, neutral"
"Full left, full right, neutral"
The CM1 silently checks that the CM2 calls are in accordance with the sidestick order. The CM1 presses the PEDAL DISC pushbutton on the nose wheel tiller and silently applies full left rudder, full right rudder and neutral. The CM2 follows on the rudder pedals and, when each full travel/neutral position is reached, calls out:
"Full left, full right, neutral"
Note: In order to reach full travel, full sidestick must be held for a sufficient period of time. The CM2 applies full longitudinal and lateral sidestick deflection, and silently checks full travel and the correct sense of all elevators and all ailerons, and the correct deflection and retraction of all spoilers, on the ECAM F/CTL page. AFTER FLIGHT CONTROL CHECK - AUTO BRK ........................................................................... MAX CM2 ON light comes on. Autobrake may be armed, with the parking brake on if the Flight control check is performed prior to taxi. Setting the Autobrake to MAX at this stage gives the possibility of resetting the BSCU in case a FAULT of the Autobrake system arises, without stopping the aeroplane during Taxi and blocking other traffic. (BSCU reset requires the aeroplane not moving and parking brake ON). In the event of an aborted takeoff, selecting the MAX mode before takeoff improves safety. If the takeoff must be aborted, the autobrake system applies maximum braking as soon as the thrust levers are set to idle, if the ground speed is above 72 knots.
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Operations Manual Part B Chapter 2 Normal Procedures AFTER START & INITIATION OF TAXI TASK SHARING
EVENT ENGINES STABILIZED
CM1 ENG MODE SEL NORM APU BLEED……… OFF ANTI ICE……AS RQRD APU MASTER SW……..AS RQRD
CM2
GND SPLRS ……………ARM RUD TRIM …………….ZERO FLAPS………………….…SET PITCH TRIM …………….SET ECAM DOORS PAGE ………………....CHECK ECAM STATUS PAGE ………..CHECK (If STS is Displayed) EVENT
CLEARED TO TAXI BRAKE CHECK PRIOR TO OR DURING TAXI
CM1 Announce to Ground Personnel: “CLEAR TO DISCONNECT – PREPARE AIRCRAFT FOR TAXI - GIVE HAND SIGNAL” “AFTER START C/L” “REQUEST TAXI” NOSE LT ……..…..ON RWY TURN LT …. ON “CLEAR LEFT SIDE”
“RUDDER CHECK”
PERFORM FULL LEFT FULL RIGHT
When Flight Controls check is completed
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READS THE AFTER START C/L “AFTER START C/L COMPLETED” OBTAIN TAXI INSTRUCTIONS “CLEAR RIGHT SIDE”
CHECK BRAKES “FLIGHT CONTROLS CHECK” PERFORM FULL UP FULL DOWN FULL LEFT FULL RIGHT
CM2
“GO AHEAD” “FULL UP” “FULL DOWN” “NEUTRAL” “FULL LEFT” “FULL RIGHT” “NEUTRAL” “GO AHEAD” CM2 follows rudder check by placing his/her feet on the rudder pedals. “FULL LEFT” “FULL RIGHT” “NEUTRAL” “ FLT CTL CHECK MY SIDE” PERFORM FULL UP FULL DOWN FULL LEFT FULL RIGHT AUTO BRK ……………MAX
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Operations Manual Part B Chapter 2 Normal Procedures 1.12 TAXI Adopt the sterile flight deck concept whilst taxiing. During movement of the aircraft the flight crew must be able to focus on their duties without being distracted by non-flight related matters. Cancel check list activity when crossing and entering runways. Maintain full concentration of all flight crewmembers on the runway traffic situation. When you receive taxi instructions to a point beyond a runway, the instructions do not automatically include the authorisation to cross that runway. Taxi instructions beyond a runway shall contain an explicit clearance to cross the runway or an instruction to hold short of that runway. CM2 looks for and reports signs / markings and keeps track of aircraft location against the aerodrome chart.
-- Sun Visors ........................................................................STOW
B
- TAXI instructions ...........................................................OBTAIN CM2 CM2 obtains taxi instructions after CM1 request. If necessary, write down taxi-instructions – especially at complex or unfamiliar airports – and cross-check the instructions against the airport chart. Clear up any uncertainties about the instructions or your position on the surface before the start of taxi.
- NOSE light ........................................................................... TAXI CM1 Turn on the nose wheel light to TAXI day and night. - RWY TURN OFF light ............................................................ ON CM1 Lights are CM1 task. - MARSHALER SIGNAL ..................................................OBTAIN CM1 - MARSHALER .............................................................. RELEASE CM1 - PARKING BRAKE ................................................................ OFF CM1 Check that brake pressure is zero (triple indicator). Slight residual pressure may be indicated for a short period of time. - ELAPSED TIME ........................................................... AS RQRD CM2 If ACARS is not installed, start ELAPSED TIME to record block time.
- BRAKES .............................................................. CHECK CM1 - Before the aircraft starts moving CM1 applies brakes, releases parking brake. Check the brake efficiency of the normal braking system : CAUTION Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures If the aircraft has been parked in wet conditions for a long period, the efficiency of the first brake application at low speed will be reduced.
If an arc is displayed on the ECAM WHEEL page, above the brake temperature, set the brake fans on (if installed)
- THRUST LEVERS........................................................ AS RQRD CM1
Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1 maximum). Thrust should normally be used symmetrically. Once the aircraft starts to move, little thrust is required.
Use of the engine anti-ice increases ground idle thrust, so the pilot must use care on slippery surfaces.
The engines are close to the ground. Avoid positioning them over unconsolidated or unprepared ground (beyond the edge of the taxiways, for example).
Avoid high thrust settings at low ground speeds, which increase the risk of ingestion (FOD), and the risk of projection of debris towards the trimmable horizontal stabilizer and towards the elevators
1.12.1 BRAKE FAN USAGE AND TEMPERATURES TREATMENT During turn around flight crews must handle the brake temperatures, using brake fan, in order to prolong brake unit life and optimize braking performance. Prolonging brake unit life is achieved by : •
Reducing number of braking applications
•
Leaving thermal cycle to be completed without use of brake fan
Optimizing braking performance by: •
Starting a takeoff roll, or landing roll with brake temperatures not more than 150°C
(Airbus flight tests has shown that with that value, max braking energy is assured considering the worst conditions combined) Crews must consider all the above for the use of brake fan, as well as, company recommendations which are: 1. Brake fan shall be set ON, anytime temperature exceeds 300°C (ECAM message) and/or BRK HOT Amber. Brake fan stays on until brake temperature reaches 100 C. 2. If temperatures are below 300°C, it is preferable not to use brake fan and let the brakes to complete a thermal cycle by itself (conditions permitting) 3. If temperature are below 300°C, but turn around time is short and/or ambient temperature is high, use the brake fan after brakes reached the peak value (during the cool down part of the cycle)
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Operations Manual Part B Chapter 2 Normal Procedures 4. Brake fan should be set to OFF, before start of takeoff roll As a main guideline and considering all the above: Keep the brake fan usage to the minimum, having as a target, to start a takeoff roll with brake temperatures around 150°C. Have always in mind that during taxi out some temperature may build up, which depending on ambient atmospheric conditions, taxi distance and airplane weight. During taxi out a figure of around 100°C is a good estimate of average temperature, so prior to takeoff to have 150°C. Take off should be performed with brake fan OFF. Note When Taxi out and Brake Temp is above 100 °C set the Brake Fan ON In order to reduce brake wear follow some general rules listed below. Count the brake cycles – 4 should be enough to reach the holding position! Take brake check while releasing the park brake as an option to safe one cycle. Do not ride the brakes – accelerate up to 30 kts thence make one application to decelerate to 10 kts. Landing without AUTO BRK on long runways. Use the brake fans timely and efficiently. Be aware that brake handling has a direct influence on operating costs. Use MED AUTO BRAKE on short and or contaminated runways only.
- ATC clearance............................................................ CONFIRM
B
TAKEOFF DATA/CONDITIONS If takeoff data has changed, or in case of a runway change, CM2 prepares and updates takeoff data, as appropriate: LPC FOVE - F-PLN (Runway) ........................................................ REVISE CM2 - FLAPS LEVER ........................................ AS APPROPRIATE CM2 Select calculated flap takeoff position. - V1, VR, V2 ............................................................. REINSERT CM2 - FLX TO temperature............................................. REINSERT CM2
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Operations Manual Part B Chapter 2 Normal Procedures FMGS - F-PLN (SID,TRANS) .....................................REVISE or CHECK CM2 Carefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used. - INITIAL CLIMB SPEED AND SPEED LIMITMODIFY or CHECK CM2 Use VERT REV at departure, or at a CLB waypoint. - CLEARED ALTITUDE ON FCU ........................................... SET CM2 - HDG ON FCU ........................................IF REQUIRED, PRESET CM2
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the heading on the FCU. NAV mode will be disarmed.
RWY TRK mode will keep the aircraft on the runway track. NOTE In case there is a change during taxi, data entry and computation are done by CM2 since the CM1 is busy taxiing the aircraft. CM1 will have then to perform the check when the aircrafts is stops and Parking Brake is Set.
- FD .......................................................... CHECK SELECTED ON
B
- FMA ..................................................................................CHECK
B
- FLIGHT INSTRUMENTS .................................................CHECK
B
When the Final ATC clearance is received: - TAKEOFF BRIEFING CONFIRMATION ................... PERFORM PF Perform the Take off Briefing Confirmation out of congested area - TAKEOFF BRIEFING ................................................. CONFIRM
B
Refer to FCTM (Normal Operations - Taxi). - CABIN REPORT ........................................................ RECEIVED CM2 CM2 obtains cabin report from the SCCM: “CABIN SECURED” - When cabin secured is received - TO CONFIG pushbutton ................................................. PRESS CM2 Check that ECAM upper display shows “TO CONFIG NORMAL”. - TO MEMO ............................................. CHECK NO BLUE LINE
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Operations Manual Part B Chapter 2 Normal Procedures - PILOT‟S PED ................................ UNPLUGGED and STOWED
B
The pilots‟ PEDs must be unplugged and stowed below 1000 ft AAL - ORDER ............................... “BEFORE TAKEOFF CHECKLIST” CM1 - ANNOUNCE ....................... “BEFORE TAKEOFF CHECKLIST” CM2 - BEFORE TAKEOFF CHECKLIST down to the lineCOMPLETE
B
- ANNOUNCE“BEFORE TAKEOFF CHECKLIST DOWN TO THE LINE”
CM2
BEFORE TAKE-OFF TASK SHARING
EVENT When Final ATC clearance is received
CM1
CM2
PF “T.O BRIEFING CONFIRMATION” “RWY SID SID INITIAL DESCRIPTION (UP TO THE FIRST TURN OF THE SID) GW CONF FLEX ALT_____ – BLUE V1 / V2”
T.O CONF ….TEST
AFTER CABIN SECURE IS RECEIVED “BEFORE T.O C/L”
READS THE BEFORE T.O C/L DOWN TO THE LINE “BEFORE TO C/L DOWN TO THE LINE” Note
All included within “ ” consider it as a STD CALL OUT
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Operations Manual Part B Chapter 2 Normal Procedures 1.12.2 VISUAL GROUND GEOMETRY
FIGURE 1-5 VISUAL GROUND GEOMETRY
1.12.3 180° TURN ON RUNWAY (A320) A standard runway is 45 meters wide. However, the A320 only needs a pavement of 30 meters (99 feet) wide for a 180° turn. The following procedure is recommended for making such a turn in the most efficient way. FOR THE CM1 -
Taxi on the right of the runway and turn left, maintaining 25° divergence from the runway axis.
-
When physically over the runway edge: Turn the nosewheel fully right. On ENG 1 set EPR to between 1.02 and 1.03. Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 knots and 8 knots, to prevent the width of the turn from increasing. FOR THE CM2 The procedure is symmetrical. (Taxi on the left-hand side of the runway). NOTE To avoid skidding the nosewheel on a wet runway, perform the turn at very low speed, using asymmetric thrust and differential braking as necessary.
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Operations Manual Part B Chapter 2 Normal Procedures
O
FIGURE 1-6 180 TURN ON RUNWAY (A320)
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Operations Manual Part B Chapter 2 Normal Procedures 1.12.4 180O TURN ON RUNWAY (A321) A standard runway is 45 meters wide. However, the A321 needs a pavement of 32 meters (105 feet) wide for a 180° turn. Always check the availability of available taxiways or runway backtrack bay on runway end, because a 180° turn is not possible on 30m wide runway. The following procedure is recommended for making such a turn in the most efficient way. FOR THE CM1 -
Taxi on the right of the runway and turn left, maintaining 25° divergence from the runway axis.
-
When physically over the runway edge: Turn the nosewheel fully right. On ENG 1 set EPR to between 1.02 and 1.03. Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 knots and 8 knots, to prevent the width of the turn from increasing. FOR THE CM2 The procedure is symmetrical. (Taxi on the left-hand side of the runway) NOTE To avoid skidding the nosewheel on a wet runway, perform the turn at very low speed, using asymmetric thrust and differential braking as necessary.
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Operations Manual Part B Chapter 2 Normal Procedures
O
FIGURE 1-7 180 TURN ON RUNWAY (A321)
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Operations Manual Part B Chapter 2 Normal Procedures 1.13 BEFORE TAKE OFF If the brake fans are running - BRAKE TEMP ..................................................................CHECK
B
If brake temperature is above 150°C, delay takeoff. If brake temperature is below 150°C, select brake fans off. - TAKEOFF OR LINE UP .................................................OBTAIN CM2 Never cross red stop bars when lining up or crossing a runway, unless in exceptional cases where the stopbars, lights or controls are reported to be unserviceable Upon the receipt of a Conditional Clearance, take particular note of the traffic being the subject of the condition, and positively and accurately identify that traffic before carrying out any further manoeuvres onto the runway. Always read back in full the conditional clearance. - APPROACH PATH CLEAR OF TRAFFIC ......................CHECK
B
When entering any runway, check for traffic (left and right) using all available surveillance means e.g. all eyes in the flight deck, radar etc.
- RADAR (if required)............................................................... ON CM2 Switch on Radar SYS 1 only. Radar SYS 2 is not installed on AEE a/c. To check the radar and the departure path, set the Multiscan selector to MAN. The flight crew can then set the radar to the AUTO position. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL 150. NOTE: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or nonsignificant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew conforms correct radar operation, using temporarily MANUAL TILT. 2. The flight crew monitors the weather radar display in AUTO mode, and conforms any weather display that is ambiguous or unexpected using manual tilt according to standard techniques. - PREDICTIVE WINDSHEAR SYSTEM ............................. AUTO CM2 - ENG MODE selector ................................................... AS RQRDCM2 Select IGN START, if heavy rain or severe turbulence is expected after takeoff.
NOTE Continuous ignition is automatically selected, if the ENG ANTI ICE pushbutton is ON.
- ATC code ............................................................ CONFIRM/SET CM2 - TCAS Mode selector........................................................ TA/RA CM2 Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures It is recommended to select TA mode: - In case of known nearby traffic, which is in visual contact - At particular airports and during particular procedures, identified by an Operator as having a significant potential for unwanted or inappropriate resolution advisories (closely-spaced parallel runways, converging runways…) - CABIN CREW ................................................................. ADVISE CM2 - TERR ON ND ............................................................... AS RQRD
B
In mountainous areas, consider displaying terrain on ND. If use of radar is required, consider selecting the radar display on the PF side, and TERR ON ND on the PNF side only. - PACK 1 and 2 .............................................................. AS RQRD CM2 - EXTERIOR LIGHTS .............................................................. SET CM1 Set the LAND light ON and Nose light in TAKE OFF position, when take-off clearance is received, in order to minimize bird strike hazard during takeoff. Set the STROBE lights to ON, before entering the runway. - QFU / THRESHOLD .................................................. CONFIRM
B
- TAKEOFF RUNWAY…………………………………….CONFIRM
B
Confirm that the line up is performed on the intended runway. Useful aids are: -
-
The runway markings, The runway lights, Be careful that in low visibility, edge lights could be mixed up with the centreline lights. The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation should be centered after line up. The runway symbol on the ND
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Operations Manual Part B Chapter 2 Normal Procedures
- SLIDING TABLE ..............................................................STOW
B
- ORDER ....................................................... “BELOW THE LINE”CM1 - ANNOUNCE “BEFORE TAKEOFF CHECKLIST below the line” CM2 - BEFORE TAKEOFF CHECKLIST below the line .. COMPLETE
B
- ANNOUNCE “BEFORE TAKEOFF CHECKLIST COMPLETE” CM2 Read the checklist below the line, when line up or takeoff clearance is received.
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Operations Manual Part B Chapter 2 Normal Procedures LINE UP TASK SHARING EVENT Lining Up
CM1 STROBE LT …..... ON
“BELOW THE LINE”
CM2 CABIN CREW ……………..…. ADVICE WX RADAR ……. ……...ON (If required) PREDICTIVE WINDSHEAR ……... ON ENG MODE SEL ………… as required ATC / TCAS ……………. AUTO/TA/RA BRK FAN …………………………. OFF ANTI ICE ………….…...ON (If required ) PACKS 1&2…………….….. as required READS C/L BELOW THE LINE “BEFORE T/O CL COMPLETED”
NOTE •
All included within “ ” consider it as a STD CALL OUT
• In case there is weather in the vicinity of the airport , WX RADAR may be switched on during TAXI to scan any significant weather which is not directly on the runway axis.
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Operations Manual Part B Chapter 2 Normal Procedures 1.14 TAKE OFF Rolling takeoff is permitted. - TAKEOFF CLEARANCE ................................................OBTAIN CM2 - NOSE LIGHT ............................................ TAKE OFF POSITION CM1 - LAND LIGHT ........................................................................... ON CM1 - ANNOUNCE (If CM2 is PF) ..............“YOU HAVE CONTROLS” CM1 - ANNOUNCE of CM2 (If CM2 is PF) ....... “I HAVE CONTROLS” CM2 - ANNOUNCE ........................................................... “ TAKEOFF ” PF - CHRONO .......................................................................... START
B
- BRAKES ..................................................................... RELEASE PF - During critical phases of flight both flight crew members shall have their left / right hands on the sidestick. - Delay few seconds between packs OFF and thrust setting to FLEX or TOGA. If the crosswind is at or below 20 knots and there is no tailwind : - THRUST LEVERS................................................. FLX or TOGA PF -
To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until the airspeed reaches 80 knots. Release the stick gradually to reach neutral at 100 knots.
-
PF progressively adjusts engine thrust in two steps : from idle to about 50 % N1 (1.05 EPR). from both engines at similar N1 to takeoff thrust. -
Once the thrust levers are set in the FLEX or TOGA detent , (If CM2 is PF, removes his/her hand from the thrust levers after setting FLX or TOGA) CM1 immediately positions his/her hand on the thrust levers and keeps it there until the aircraft reaches V1.
In case of tailwind, or if crosswind is greater than 20 knots : - THRUST LEVERS................................................. FLX or TOGA PF -
PF applies full forward stick.
-
PF sets 50 % N1 (1.05 EPR) on both engines then increases thrust progressively to reach takeoff thrust at 40 knots ground speed, while maintaining stick full forward up to 80 knots. Release stick gradually to reach neutral at 100 knots. If CM2 is PF :
-
Once the thrust levers are set in the FLEX or TOGA detent , (If CM2 is PF, removes his/her hand from the thrust levers after setting FLX or TOGA) CM1 immediately positions his/her hand on the thrust levers and keeps it there until the aircraft reaches V1.
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Operations Manual Part B Chapter 2 Normal Procedures NOTE ENG page replaces WHEEL page on the ECAM lower display. The FADEC includes a keep-out zone, which is designed to avoid steady state operation inside a N1 range between 60% and 74% due to fan flutter phenomenon. This can result in discontinuous EPR increase during thrust setting (Refer to DSC-70-20 Functions). - DIRECTIONAL CONTROL .................................. USE RUDDER PF At 130 knots (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. - PFD/ND .............................................................................. SCAN
B
Check the Flight Mode Annunciator on the PFD : MAN TOGA (MAN FLX xx), SRS, RWY* (or blank), both FDs ON / A/THR Blue * Note if in an ILS equipped runway Check the FMGS position (aircraft on runway centerline). Before reaching 80 knots : - TAKEOFF EPR ................................................................CHECK PNF Check that the actual EPR of the individual engines has reached the EPR rating limit, before the aircraft reaches 80 knots. Check EGT. - ANNOUNCE ....................................................... “THRUST SET” PNF - PFD and ENG indications ................................................ SCAN PNF Scan airspeed, EPR, and EGT throughout the takeoff - ANNOUNCE ...........................................“ONE HUNDRED KTS” PNF The PF crosschecks the speed indicated on the PFD and announces “checked”. Below 100 knots the Captain may decide to abort the takeoff, depending on the circumstances. Above 100 knots, rejecting the takeoff is a more serious matter. - ANNOUNCE .......................................................................... “V1” PNF The PF shall not have his/her – right/left hand on thrust levers from V1 up to Thrust reduction altitude. In case a FLEX take off is being performed, and additional thrust is needed for any abnormal condition, push thrust levers to TOGA detent. - ANNOUNCE ............................................................... “ROTATE” PNF - ROTATION ................................................................. PERFORM PF
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Operations Manual Part B Chapter 2 Normal Procedures At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3°/sec, towards a pitch attitude of 15° (12.5° if one engine is failed). In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at maintaining wings level. Minimize lateral inputs on ground and during the rotation, to avoid spoiler extension. After lift-off, follow the SRS pitch command bar. CAUTION If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and return to the originating airport for damage assessment. - ANNOUNCE .................................................“POSITIVE CLIMB” PNF - ORDER ..................................................................... “GEAR UP” PF - LDG GEAR ............................................................... SELECT UP PNF - AP ................................................................................. AS RQRD PF Above 100 feet AGL, AP 1 or 2 may be engaged. - FMA ......................................................................... ANNOUNCE PF - ANNOUNCE ............................................................. “GEAR UP” PNF At thrust reduction altitude (LVR CLB flashing on FMA) - THRUST LEVERS....................................................................CL PF Move the thrust levers promptly to the CL detent, when the flashing LVR CLB prompt appears on the FMA. A/THR is now active. In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed from decaying when thrust is reduced. At acceleration altitude: - ANNOUNCE FMA .....“THR CLB/OP CLB” or “THR CLB/CLB” PF Check the target speed change from V2 + 10 to the first CLB speed (either preselected or managed). NOTE 1.When thrust reduction and acceleration altitudes are the same, the FMA will change from FLX/SRS/NAV to THR CLB/CLB/NAV. 2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA will switch from SRS to ALT*. Above acceleration altitude (or once in climb phase) : The following procedure ensures that the aircraft is effectively accelerating toward climb speed. At F speed Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - ORDER ....................................................................... “FLAPS 1” PF - “SPEED CHECKED” ................................................................... PNF - FLAPS 1 ......................................................................... SELECT PNF - CONFIRM/ANNOUNCE ............................................. “FLAPS 1” PNF NOTE For takeoff in CONF 1 + F, “F” speed is not displayed. At S speed Note At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed configuration 1+F (215 knots). Continue to accelerate and on reaching 210 knots the automatic flap retraction will occur and the MAX speed will move to 230 knots. - ORDER ............................................................... “FLAPS ZERO” PF - “SPEED CHECKED” .............................................. ANNOUNCE PNF - FLAPS ZERO ................................................................. SELECT PNF - CONFIRM/ANNOUNCE ..................................... “FLAPS ZERO” PNF - GRND SPLRS ................................................................ DISARM PNF - EXTERIOR LIGHTS .............................................................. SET PNF Set NOSE & RWY TURN OFF light switches to OFF. - LANDING LIGHTS………………………………………RETRACT PNF During daylight only. In nighttime, landing lights must be ON below FL100. The aeroplane has to be in clean configuration before PF is allowed to make entries in the MCDU.
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Operations Manual Part B Chapter 2 Normal Procedures TAKE OFF TASK SHARING EVENT CLEARED FOR TAKE OFF
CM1 “YOU HAVE CONTROLS” (IF CM2 IS PF)
PF “I HAVE CONTROLS”
NOSE LT IN…..TO POSITION LAND LIGHTS ……ON
“TAKE OFF” CHRONO START ( glareshield ) THRUST LEVERS FLX or TOGA SET “ FMA ”
Before reaching 80 Kts AT 100 KTS
PNF
CHRONO START ( glareshield )
“Checked” “THRUST SET ” “100 kts ”
“Checked ” At V1
“V1 ”
Takes his Hand from the Thrust Levers
“Rotate”
At VR Rotation initiate
“ Positive climb ”
When positive climb “GEAR UP”
LDG GEAR SELECT UP “GEAR UP” Above 100 ft
AP 1 or 2 may be engaged “FMA”
AT THR RED ALT. AT ACC ALT
THRUST LVRS.CL “FMA”
AT F SPEED
“FLAPS 1”
AT S SPEED
“FLAPS 0”
“CHECKED”
During DayTime Only
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“CHECKED” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” “SPEED CHECKED” SELECT FLAPS 0 “FLAPS 0” GRND SPLRS DISARM NOSE & RWY TURN OFF LANDING LIGHTS RETRACT
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-8 NORMAL TAKE OFF PATERN (A320)
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-9 NORMAL TAKE OFF PATERN (A321)
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Operations Manual Part B Chapter 2 Normal Procedures 1.15 AFTER TAKE-OFF - APU BLEED ................................................................. AS RQRD PNF If the APU has been used to supply air conditioning during takeoff, set the APU BLEED to OFF. For use of the APU BLEED, Refer to LIM-49-20 Envelope - APU MASTER switch AS RQRD
PNF
- ENG MODE selector ................................................... AS RQRD PNF Select IGN, if severe turbulence or heavy rain is encountered. - ANTI ICE PROTECTION ............................................. AS RQRD PNF ENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below, 10°C. NOTE With ENG ANTI ICE ON, the FADEC automatically selects continuous ignition. The IGNITION memo appears on ECAM.
1.15.1 NOISE ABATEMENT As per EAG Airway Manual
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Operations Manual Part B Chapter 2 Normal Procedures 1.16 CLIMB MAXIMUM CONTINUOUS THRUST represents the highest thrust level for continuous use and should be applied only in case of emergency, and not during climb in Normal Operations. - Normal vertical mode is CLB or OP CLB with managed speed active. - MCDU ......................................................................... PERF CLB PF
PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will reach the FCU selected altitude) but he/she may select other pages such as F-PLN page as may be tactically necessary.
With the AP engaged, and in clean configuration the PF will make any required flight plan revisions.
The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is a function of the cost index.
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.
- MCDU ................................................................................. F-PLN PNF PNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisions to the lateral or vertical flight plan). - CLIMB SPEED MODIFICATIONS: If ATC, turbulence or operational considerations lead to a speed change: Select the new speed with FCU SPD selection knob and pull. Speed target is now “selected”. To return to managed speed mode, push FCU SPD selection knob. The speed target is now “managed”. NOTE The best speed (and rate of climb) for long-term situations lies between green dot speed and ECON speed. At high altitude, acceleration from green dot to ECON speed can take a long time.
- EXPEDITE CLIMB If ATC requires a rapid climb through a particular level : Push the EXP pushbutton on the FCU. The target speed is now green dot speed. FMA: THR CLB/EXP CLB/NAV NOTE Use EXP (P/B) only for short-term tactical situations. For the best overall economy fly at ECON IAS ABOVE FL250 DO NOT USE EXP (P/B). To return to ECON CLB speed:
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Operations Manual Part B Chapter 2 Normal Procedures Push ALT selector knob. Check FMA : THR CLB/CLB/NAV BARO REF .............................................................................. SET
B
At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and STBY ALT. Cross-check baro settings and altitude readings. CM1 sets STD on the STBY Altimeter as well. NOTE: When STD is set on the EFIS control panel, the transponder transmits the last QNH or QFE baro setting to the Air Traffic Control (ATC). Only the FCU selected altitude, is used by the Air Traffic Control (ATC) on ground may be misinterpreted. - ORDER .................. “AFTER TAKE-OFF / CLIMB CHECKLIST” PF - ANNOUNCE .......... “AFTER TAKE-OFF / CLIMB CHECKLIST” PNF - AFTER TAKE-OFF / CLIMB CHECKLIST .............. COMPLETE
B
- ANNOUNCE“AFTER TAKE-OFF / CLIMB CHECKLIST COMPLETED”
PNF
Crew Coordination for Altimeter setting and checking during climb EVENT AT TRANSITION ALT.
PF
PNF
“SET STD” CHECKED “AFTER TAKEOFF/CLIMB CHECK LIST”
“ STD – X-CHECKED PASSING FL ……NOW” “AFTER TAKE OFF C/L COMPLETED” NOTE
All included within “ ” consider it as a CALL OUT. Landing Lights must be ON during nighttime, even in high speed when flying below FL100. - CRZ FL .................................................................SET AS RQRD PF If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ FL entered in the INIT A page during cockpit preparation. The FMGS will automatically take into account a higher CRZ FL selected with the FCU ALT knob. 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 crew must insert this lower CRZ FL in the PROG page. Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/NAV instead of MACH/ALT CRZ/NAV - ENG ANTI ICE ............................................................. AS RQRD
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Operations Manual Part B Chapter 2 Normal Procedures Whenever icing conditions are encountered or expected, the engine anti-ice should be turned on. Although the TAT before entering clouds may not require engine anti-ice, flight crews should be aware that the TAT often decreases significantly, when entering clouds. In climb or cruise, when the SAT decreases to lower than -40 °C, engine anti-ice should be turned off, unless flying near CBs.
- RADAR ......................................................... AS APPROPRIATE PF Switch on Radar SYS 1 only. Radar SYS 2 is not installed on AEE a/c. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL150. Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or non-significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew confirms correct radar operation, using temporary MANUAL TILT. 2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display that is ambiguous or unexpected using manual tilt according to standard techniques. At or above 10 000 ft : - ORDER .......................................................... “FL100 CHECKS‟‟ PF - LAND LIGHTS ............................................................ RETRACT PNF - SEAT BELTS ............................................................... AS RQRD PNF - EFIS option .................................................................. AS RQRD
B
Select ARPT on both sides. - ECAM MEMO ................................................................. REVIEW
B
- RAD NAV page ................................................................CHECK PNF Clear manually tuned Navaids from MCDU RAD NAV page. - SEC F-PLN page……………………………………..........CHECK PNF Copy the active flight plan in the secondary, if an EO SID has been constructed previously. - OPT/MAX ALT .................................................................CHECK
B
- ANNOUNCE .......................... „‟FL100 CHECKS COMPLETED” PNF
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Operations Manual Part B Chapter 2 Normal Procedures 10000 FT TASK SHARING DURING CLIMB
EVENT AT FL 100 OR ABOVE
PF “ FL 100 CHECKS” EFIS …………AS RQRD
PNF LAND LTS……..RETRACT SEAT BELTS …AS RQRD EFIS ………...…AS RQRD ECAM MEMO.... REVIEW RAD NAV……….CHECK SEC F-PLAN…...CHECK OPT/MAX ALT....CHECK “FL 100 CHECKS COMPLETED”
Level Off During Climb The flight crew should comply with the vertical speed limitations during the last 2000 ft of a climb. In particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of a climb, especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft above the flight crew's assigned altitude.
Applicable to: MSN 1727-1880 AT FL 380 PACK FLOW...................................................................... LO Above FL 380, if one bleed system fails, the remaining system can only supply both packs if LO is selected.
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Operations Manual Part B Chapter 2 Normal Procedures 1.17 CRUISE - ECAM MEMO ................................................................. REVIEW PF - ECAM SYS PAGES ....................................................... REVIEW PF Periodically review system display pages : ENG:
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.
FUEL:
Fuel distribution.
COND:
Duct temperature, compared with zone temperature.
Avoid large differences for passenger comfort. FLT CTL:
Note any unusual control surface position.
- TCAS ............................................................................... BELOW PNF - FLIGHT PROGRESS .......................................................CHECK PNF - COST INDEX…………………………………………………………………..REVISE BOTH If the FMGC calculated time of arrival is earlier than scheduled by more than 10min, it is recommended to lower the Cost Index for fuel economy. Monitor flight progress in the conventional way. When overflying a waypoint:
Check track and distance to the next waypoint.
When overflying the waypoint, or every 30 minutes:
Check FUEL: Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer flight plan or the in-cruise quick-check table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78).
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 frozen fuel quantity indication. Maintenance action is due before the next flight. If the sum is unusually smaller than the fuel on board at departure, or if it decreases, suspect a fuel leak. Check FUEL page on ECAM for balanced fuel quantity
Note: Fuel checks should be recorded on the OFP every one-hour.
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Operations Manual Part B Chapter 2 Normal Procedures
CAUTION This check must also be performed each time a FUEL IMBALANCE procedure is necessary. Perform the check before applying the FUEL IMBALANCE procedure. If a fuel leak is confirmed, apply the FUEL LEAK procedure. - WINDS .............................................................. CHECK / ENTER PF - STEP FLIGHT LEVEL.................................. AS APPROPRIATE PF (Refer to PER-CRZ-ECI-10 OPTIMUM MACH NUMBER).
- NAVIGATION ACCURACY .............................................CHECK PF On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS PRIMARY is available. Otherwise, navigation accuracy must be monitored, at all times but especially when any of the following occurs: IRS only navigation The PROG page displays LOW accuracy. “NAV ACCUR DOWNGRAD” appears on the MCDU. Methods for checking accuracy: Refer to FCTM (Supplementary Information - Navigation Accuracy) If the check is positive (error ≤ 3NM) : FM position is reliable. -
Use ND (ARC or NAV) and managed lateral guidance.
If the check is negative (error > 3NM) : FM position is not reliable. - Use raw data for navigation and monitor it. - 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). - RADAR ......................................................... AS APPROPRIATE PF Switch on Radar SYS 1. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL150. Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or non significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew confirms correct radar operation, using temporary MANUAL TILT. 2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display that is ambiguous or unexpected using manual tilt according to standard techniques. Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures
- CABIN TEMP .............................................................. MONITOR PF Pay regular attention to the ECAM CRUISE page, in order to monitor passenger cabin temperatures and adjust them, as necessary.
If the oxygen mask has been used: - OXYGEN MASK………………………………………....CHECK B Check that the oxygen mask has been properly stowed, Refer to DSC-35-20-10 General.
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Operations Manual Part B Chapter 2 Normal Procedures 1.18 DESCENT PREPARATION Descent preparation and approach briefing can take approximately 10 minutes, so they should begin approximately 80 NM before top of descent. PF gives control and ATC to PNF for preparing the FMGS. Then PNF checks the FMGS data entry and approach briefing follows. - LDG ELEV ........................................................................CHECK PF Check on ECAM CRUISE page that LDG ELEV AUTO is displayed. - WEATHER AND LANDING INFORMATION (ATIS) ......OBTAIN PF Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should include runway in use for arrival. FMGS - ARRIVAL page .......................................... COMPLETE/CHECK PF Insert TRANS, APPR, STAR, and APPR VIA if applicable. (Access by lateral revision at destination.) - F-PLN A page ..................................................................CHECK PF Ensure that the inserted F-PLN agrees with planned approach and missed approach. Use the scroll key to check the F-PLN thoroughly, using ND in PLAN MODE as necessary. Tracks and distances between waypoints are displayed on the second line from the top of the MCDU. Approach and Missed Approach tracks and distances must be checed form the aproapriate navigation charts. Check speed and altitude constraints. Add new speed or altitude constraints, if required. 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 (aircraft must be stabilized before the FDP), Identify the Missed Approach Point. - RAD NAV page ................................................................CHECK PF Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME exists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for NAV ACCY monitoring during descent - DES WIND ........................................................................CHECK PF Enter winds for descent starting at cruise flight level. - PERF CRUISE page ........................................................CHECK PF Modify the cabin descent rate if different pressure rate is required.
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Operations Manual Part B Chapter 2 Normal Procedures - PERF DES page ..............................................................CHECK PF Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the one for the descent path and TOD computation, and it will be used for the managed speed descent profile (instead of ECON). A speed limit of 250 knots below 10000 feet is the default speed, in the managed speed descent profile. - PERF APPR page...................................... COMPLETE/CHECK PF -
Enter the QNH, temperature, and wind at destination. NOTE The entered wind should be the average wind given by the ATC or ATIS. Do not enter gust values. For example, if the wind is 150/20-25, insert the lower speed 150/20 (ground speed minifunction will cope with the gust).
-
Insert the Minimum. NOTE - For all non precision approaches – circling approaches excluded – , increase the published minima by 50 ft. This value is entered in the MDA window in the MCDU performance approach page. This increase will guarantee that in case of a missed approach, the aeroplane will not descent below the MDA. - Changing the RWY or type of arrival (VOR, ILS) automatically erases the previous Minimum.
-
Check or modify the landing configuration. Always select the landing configuration on the PERF APP page : CONF FULL in the normal landing configuration. 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.
-
If the forecasted Tailwind at landing is greater than 10 KNOTS,CONF FULL is the recommended configuration.
-
VAPP DETERMINATION (Normal Configuration) The FMGS performs the following VAPP computation for landing in normal configuration (CONF 3 or CONF FULL). For Landing Weight CG 1 NM GPS PRIMARY LOST and Aircraft flying within unreliable radio NAVAID area
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PF
PNF
ARC or ROSE NAV with NAVAID raw data
ROSE ILS
ARC or ROSE NAV or ROSE ILS with NAVAID raw data
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AP/FD mode
NAV
HDG or TRK
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Operations Manual Part B Chapter 2 Normal Procedures - RADAR ......................................................... AS APPROPRIATE PF Switch on Radar SYS 1 only. Radar SYS 2 is not installed on AEE a/c. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL150. Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or non significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew confirms correct radar operation, using temporary MANUAL TILT. 2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display that is ambiguous or unexpected using manual tilt according to standard techniques.
1.20.3 INTERMEDIATE / FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN) The objective is to establish stabilized criteria on the final approach path, not later than 1000‟ feet AAL on IMC, or 500‟ feet AAL on VMC after continuous deceleration on the glide slope. Additional company requirement is to complete final landing configuration for the given circumstances, not later than 1000‟ feet AAL, after continuous deceleration on the glide slope. The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon, reaching the stabilization height, referring above: 1. The aircraft is on the correct flight path (glide slope), 2. Only small changes in heading/pitch are required to maintain the correct flight path (within one dot localizer/glide slope) 3. The aircraft is in the correct (final) landing configuration, 4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts (+20 kts if positive downward speed trend), 5. Thrust setting is above IDLE, 6. Sink rate is not greater than 1000‟ft/min, if an approach requires a sink rate more than that, a special briefing should be conducted, 7. All briefings and checklists have been conducted, Any time an approach does not meet “Stabilized Criteria” requirements at the minimum stabilization height, or becomes unstabilized below that height, a go-around must be initiated.. - APPR pushbutton on FCU ............................................. PRESS PF Press the APPR pushbutton, only when ATC cleares the aircraft for the approach. This arms the LOC and G/S modes. LOC and/or G/S capture modes will engage no sooner than 3 seconds after being armed. - Both APs ...................................................................... ENGAGE PF When APPR mode is selected, both autopilots should be engaged. Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures AT GREEN DOT SPEED - ORDER ....................................................................... “FLAPS 1” PF CAUTION
Check deceleration toward “S” speed.
The aircraft must reach, or be established on, the glideslope with FLAPS 1 and S speed at, or above, 2 000 feet AGL.
If the aircraft speed is significantly higher than S on the glideslope, or if the aircraft does not decelerate on the glideslope, extend the landing gear to slow it down. It is also possible to use speedbrakes. However the flight crew must be aware that the use of speedbrakes causes an increase in VLS."
To minimize flaps wear and to avoid flap placard airspeed exceedance, it is highly recommended to extend flaps when VFE -15. o
In case that GREEN DOT speed is higher than VFE -15, extend FLAPS 1 while in level segment.
For A321 in high weights, if the green dot speed is close to VFE NEXT, the crew may select a lower speed
- ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 1 ......................................................................... SELECT PNF - CONFIRM / ANNOUNCE ........................................... “FLAPS 1” PNF FLAPS 1 should be selected more than 3 NM before the FAF (Final Approach Fix). NOTE The ECAM automatically displays the STATUS page, if it is applicable, and if the flight crew has not already selected a system page manually. - LANDING LIGHTS…………………………………………………………….EXTEND PNF During nighttime, landing lights must be ON below FL100 - TCAS ................................................................................. TA/RA PNF It is recommended to select TA only mode: - In case of known nearby traffic, which is in visual contact - At particular airports and during particular procedures, identified by an Operator as having a significant potential for unwanted or inappropriate resolution advisories (closely-spaced parallel runways, converging reunways…) - FMA ........................................................ CHECK & ANNOUNCE PF - LOC CAPTURE........................................................... MONITOR
B
The flight crew must always monitor the capture of LOC beam. During this evolution, the associated deviation indications on the PFD and ND must indicate movement towards the center of the scale.
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Operations Manual Part B Chapter 2 Normal Procedures - ANNOUNCE .................................................................... “LOC* ” PF - G/S CAPTURE ............................................................ MONITOR
B
If above the glideslope : - V/S mode ....................................................................... SELECT PF - FCU ALTITUDE ............................ SET ABOVE A/C ALTITUDE PF NOTE 1. When reaching VFE, the AP maintains VFE and reduces the V/S without MODE REVERSION. 2. If the aircraft intercepts the ILS above the radio altimeter validity range (no radio altitude indication available on the PFD), CAT 1 is displayed on the FMA. Check that the FMA displays the correct capability for the intended approach, when the aircraft is below 5 000 feet. - ANNOUNCE ..................................................................... “G/S* ” PF - GO-AROUND ALT ................................................................ SET PF Set the go around altitude on the FCU. Both Flight Crew Members shall have hands on Flight Controls, unless they are performing normal crew duties (e.g. checklist reading), and PF places his/her hand on thrust levers latest at RA auto-callout “2500 ft” is announced. AT 2000 FT AGL (minimum) - ORDER ....................................................................... “FLAPS 2” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 2 ......................................................................... SELECT PNF - CONFIRM/ANNOUNCE ............................................. “FLAPS 2” PNF CAUTION
Check deceleration toward F speed
In case that S speed is higher than VFE-15, extend FLAPS 2 while in level segment.
If the aircraft intercepts the ILS glideslope below 2000 feet AGL, select FLAPS 2 at one dot below the glideslope.
If the aircraft speed is significantly higher than S on the glide slope, or the aircraft does not decelerate on the glide slope, extend the landing gear in order to slow down the aircraft. The use of speedbrakes is not recommended.
When the speedbrakes 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.
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Operations Manual Part B Chapter 2 Normal Procedures WHEN FLAPS ARE AT 2 - ORDER ............................................................... “GEAR DOWN” PF - L/G DOWN ..................................................................... SELECT PNF - GROUND SPOILERS .......................................................... ARM PNF - AUTO BRK .................................................................. CONFIRM
B
If the runway conditions have changed from the approach briefing, consider another braking mode. - CONFIRM/ANNOUNCE ..................................... “GEAR DOWN” PNF WHEN LANDING GEAR IS DOWN - ORDER ....................................................................... “FLAPS 3” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 3 ........................................................................ SELEC T PNF Select FLAPS 3 below VFE -15. For the A321 retract the speedbrakes before selecting FLAPS 3 to avoid an unexpected pitch down, when the speed brakes retract automatically - CONFIRM/ANNOUNCE ............................................. “FLAPS 3” PNF - ECAM WHEEL page........................................................CHECK PNF
ECAM WHEEL page appears below 800 feet, or at landing gear extension.
Check for 3 green indications on the Landing Gear Indicator panel. At least one green triangle on each landing gear strut on the ECAM WHEEL 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 downloacked
If residual pressure is indicated on the triple indicator : - RESIDUAL BRAKING PROC .......................................... APPLY
B
NOTE Due to the accomplishment of the alternate braking functional test after the landing is downlocked, brief brake pressure indications may be observed on BRAKE PRESS indicator. - ORDER ................................................................“FLAPS FULL” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS FULL .................................................................. SELECT PNF Select FLAPS FULL below VFE -15.. For the A320 retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch down, when the speedbrakes retract automatically. Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - CONFIRM / ANNOUNCE ....................................“FLAPS FULL” PNF Check deceleration towards VAPP. - A/THR .................................. CHECK IN SPEED MODE OR OFF PF - WING ANTI ICE .................................................................... OFF
B
Only switch the WING ANTI ICE to ON, in severe icing conditions. - EXTERIOR LIGHTS .............................................................. SET PNF Set: The NOSE switch to TAXI The RWY TURN OFF switch to ON The LAND switch to ON - PILOT‟S PED ............................... UNPLUGGED and STOWED
B
The pilots‟ PEDs must be unplugged and stowed below 1000 ft AAL - SLIDING TABLE ..............................................................STOW
B
- SUN VISOR ........................................................................STOW
B
- LDG MEMO ........................................... CHECK NO BLUE LINE
B
- CABIN REPORT .............................................................OBTAIN PNF - CABIN CREW ................................................................. ADVISE PNF - ORDER ................................................“LANDING CHECKLIST” PF - ANNOUNCE ........................................“LANDING CHECKLIST” PNF - LANDING CHECKLIST ........................................... COMPLETE
B
- ANNOUNCE ................ “LANDING CHECKLIST COMPLETED” PNF - FLIGHT PARAMETERS ..................................................CHECK
B
The PF announces any FMA modification. The PNF calls out, if: - ”SPEED”, the speed becomes less than the speed target - 5 knots, or greater than the speed target + 10 knots. - ”PITCH” The pitch attitude becomes less than - 2.5°, or greater than 10° nose up A320, 7.5° nose up A321. - ”BANK”, the bank angle becomes greater than 7°. - ”SINK RATE”, The descent rate becomes greater than 1000 feet/min.
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Operations Manual Part B Chapter 2 Normal Procedures - Excessive LOC or GLIDE deviation occurs: ¼ dot LOC, 1 dot G/S Following PNF flight parameter exceedance callout, the suitable PF response will be: - Acknowledge the PNF callout, for proper crew coordination purposes. - Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions. - Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around. AT MINIMUM + 100 FT: - ONE HUNDRED ABOVE ............................................ MONITOR
B
PNF Announces “One hundred above” if no Auto Call Out. AT MINIMUM: - MINIMUM .................................................................... MONITOR
B
PNF Announces “Minimum” if no Auto Call Out. - CONTINUE or GO AROUND .................................. ANNOUNCE PF Do not duck under the glideslope. Maintain a Stabilised flight path down to the flare. At 50 ft, one dot below the glideslope is 7 feet below the glideslope.
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Operations Manual Part B Chapter 2 Normal Procedures 1.20.4 ILS APPROAH TASK SHARRING EVENT Approx 15 NM from touchdown EFIS SET UP Cleared for the approach
At GREEN DOT SPEED
At LOC CAPTURE
PF “ACTIVATE APPROACH PHASE” ARC APPR p/b on FCU .. PRESS Both APs ………… ENGAGE “FMA” “FLAPS 1”
LOC CAPTURE MONITOR “ LOC* ” - “ LOC” G/S CAPTURE … MONITOR “ G/S * ” - “G/S” GO AROUND ALT. SET “FLAPS 2”
At G/S CAPTURE
AT one Dot below G/S or AT 2000 FT minimum WHEN FLAPS ARE AT 2
“GEAR DOWN”
WHEN L/G IS DOWN
“FLAPS 3”
PNF “APPROACH PHASE ACTIVATED” ROSE ILS OR ARC
“CHECKED” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” LANDING LIGHTS EXTEND.
“SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2” L/G DOWN ……….. SELECT GRND SPOILERS ….. ARM RWY TURN OFF & TAXI LT …………..…….ON “GEAR DOWN” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL PAGE …………….CHECK
WHEN FLAPS AT 3
“FLAPS FULL”
Passing OM or Equivalent position WHEN CABIN SECURED RECEIVED
“CHECKED”
“SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL” “PASSING …… FIX NAME , ………. ALT” CREW ADVICE FOR LANDING
“LANDING C/L”
READS THE LANDING C/L “LANDING ……………….COMPLETED”
C/L
Note All included within “ ” consider it as a STD CALL OUT LOC p/b on the FCU used when: a. In case we are cleared for LOC initially b. If cleared for ILS from a very high altitude
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Operations Manual Part B Chapter 2 Normal Procedures 500 FT CALL EVENT At 500 FT AAL IF IN VMC IF IN IMC AT MINIMUM +100
PF
PNF “500 FT”
“CHECKED-CONTINUE” “CHECKED” “ONE HUNDRED ABOVE” “CHECKED” “MINIMUM”
AT MINIMUM “CONTINUE” or “GO AROUND/ FLAPS”
Note
All included within “ ” consider it as a STD CALL OUT Note In case the LW is high its recommended to establish on G/S with Flaps 2
FLAPS OR GEAR CONFIGURATION
GEAR – FLAPS CALL OUTS GEAR DOWN is announced after checking the red lights on the landing gear indicator to confirm gear operation. FLAPS ____ Conf Change: PNF selects the flaps lever position and replies after checking the blue number on the ECAM flaps indicator to confirm the correct selection has been made.
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-10 ILS APPROACH
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Operations Manual Part B Chapter 2 Normal Procedures 1.21 NON-PRECISION APPROACH Do not select speed below S,F Speeds (Flap maneuvering speeds) during approach. (Company Policy)
1.21.1 INTRODUCTION NON PRECISION APPROACHES ARE FLOWN EITHER TRK FPA OR NAV FPA APPROACH GUIDANCE FOR NON PRECISION APPROACHES OTHER THAN LOC, LOC B/C AND RNAV NON PRECISION APPROACHES Three different approach strategies are available to perform non-precision approaches: 1. Lateral and vertical guidance, selected by the crew : TRK-FPA (or HDG-V/S) modes. 2. Lateral guidance, managed by the FM, and vertical guidance selected by the crew : NAV-FPA (or NAV-V/S) modes. 3. Lateral and vertical guidance, managed by the FM: FINAL APP mode. NOTE: For straight in approaches, the recommended flying reference is FPV, which should be selected during the initial approach. -
Lateral managed guidance (NAV) can be used, provided the approach is stored in the navigation database and the final approach is laterally and vertically monitored, using the adequate raw data (reference navaid, altimeter).
-
Lateral and vertical managed guidance (FINAL APP) in VMC conditions and domestic destinations only (AEE policy), can be used, provided the following conditions are met : The approach is stored in the navigation database. The effect of low OAT on obstacle clearance needs to be evaluated. A minimum OAT, below which selected vertical guidance should be used, may have to be defined. The final approach (FAF to runway or MAP), as extracted from the navigation database and inserted in the primary F-PLN including altitude constraints, is not revised by the crew. Before starting the approach, the crew must check the lateral and the vertical FM F-PLN against the published approach chart, using the MCDU and ND. The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalent waypoint in the FM F-PLN, so that the aircraft is correctly established on the final approach course before starting the descent. Conventional radio navaids must be available and monitored during the approach, and must be considered with altitude as the primary means of navigation.
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Operations Manual Part B Chapter 2 Normal Procedures NOTE For additional information on recommended flight crew procedures, and on navigation database vertical flight path validation, refer to the dedicated FCOM Bulletin “Use of managed guidance in approach and NAV database validation” and the FMGS Pilot's Guide (4.05.70). If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, use selected guidance to continue the approach with radio navaid raw data. If GPS PRIMARY is lost, NAV and FINAL APP mode can be used to continue the approach, provided the radio navaid raw date indicates the correct navigation.
APPROACH GUIDANCE FOR LOC AND LOC B/C NON PRECISION APPROACHES The Standard Operating Procedure of this section can be used for flying LOC or LOC B/C approaches, provided the following approach guidance items are observed. The FM NAV mode can be used down to LOC or LOC B/C interception. For LOC intermediate and final approach, use the LOC AP/FD mode for lateral navigation, associated with the FPA (or V/S) for vertical navigation. For LOC B/C intermediate and final approach, do not use the LOC mode as it would give reverse deviation. Intercept the LOC B/C manually using TRK/FPA modes. Monitor the interception on the ND in ROSE LS mode. Vertical navigation must be monitored using raw data (altimeter, distance to the runway given by radionavaid). The VDEV indication on the PFD must be disregarded, since it may be incorrect if the MAP is located before the runway threshold. APPROACH SPEED TECHNIQUE The crew should use managed speed, except if otherwise is required from an abnormal checlist. The standard speed technique is to execute a stabilized approach using AP/FD and A/THR. The aircraft intercepts the final descent path in landing configuration, and at VAPP. For this purpose, the flight crew should insert VAPP as a speed constraint at the FAF, in the MCDU. If the approach is conducted under VMC a decelerated approach technique is allowed and the aircraft is allowed to intercept the final descent path, at S speed in CONF 1. The objective is to establish stabilized criteria on the final descent path, not later than 1000‟ feet AAL on IMC, or 500‟ feet AAL on VMC after following the published approach profile. Additional company requirement is to complete final landing configuration for the given circumstances, not later than reaching FAF on IMC, or 1000‟ feet AAL on VMC after following the published approach profile. The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon, reaching the stabilization height referring above: 1. The aircraft is on the correct flight path (2.5°-3.5°),
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Operations Manual Part B Chapter 2 Normal Procedures 2. Only small changes in heading/pitch are required to maintain the correct flight path, 3. The aircraft is in the correct (final) landing configuration, 4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts, (+20 kts if positive downward speed trend), 5. Thrust setting is above IDLE, 6. Sink rate is not greater than 1000‟ft/min, if an approach requires a sink rate more than that, a special briefing should be conducted, 7. All briefings and checklists have been conducted, 8. During circling approach, wings should be level not later than 400‟feet AAL Any time an approach does not meet “Stabilized Criteria” requirements at the minimum stabilization height, or becomes unstabilized below that height, a go-around must be initiated. Note: If the forecasted tailwind at landing is greater than 10 knots, a decelerated approach is not allowed.
1.21.2 INITIAL APPROACH - ENG START selector .................................................. AS RQRD PNF Select IGN if the runway is covered with standing water, or heavy rain, or if severe turbulence is expected in the approach or go-around area. - SEATBELTS ................................................................ ON/AUTO PNF - APPROACH PHASE.................................................. ACTIVATE PNF In NAV mode, the APPR phase automatically activates at the DECEL pseudo waypoint. In HDG or TRK mode, manually activate the APPR phase on the PERF APPR page, when the distance to land is approximately 15 NM. Approach phase may be activated earlier if in radar vectoring - POSITIONING ............................................................. MONITOR
B
In NAV mode, use VDEV information on the PFD and PROG page. In HDG or TRK mode, use the energy circle displayed on ND representing the required distance to land. - MANAGED SPEED ..........................................................CHECK PF If the ATC requires a particular speed, use selected speed. When the ATC speed constraint no longer applies, return to managed speed. - SPEEDBRAKES .......................................................... AS RQRD PF - NAVIGATION ACCURACY ........................................ MONITOR
B
When GPS PRIMARY is available, no accuracy check is required.
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Operations Manual Part B Chapter 2 Normal Procedures When GPS PRIMARY is lost, check the PROG page to ensure that the required navigation accuracy is appropriate to the phase of flight. Perform a navigation accuracy check (as described in 3.03.15). When ISA+20 condition, expect steeper descent path. If the approach is stored in the navigation database, determine the strategy to be used for the final approach, according to the table below : NAVIGATION ACCURACY GPS PRIMARY NAV ACCUR HIGH NAV ACCUR LOW and
Approach guidance
ND PF
Managed*** or selected
ARC or ROSE NAV * With NAVAID raw data
1NM GPS PRIMARY LOST and NAV ACCUR LOW and NAV ACCURACY check > 1 NM Selected GPS PRIMARY LOST and aircraft flying within unreliable radio NAVAID area
PNF
ROSE VOR **
AP/FD mode NAV-FPA APP-NAV/ FINAL ***
or
ARC or ROSE NAV or ROSE VOR ** TRK-PFA With NAVAID raw data
(*)
For VOR approaches, one pilot may select ROSE VOR.
(**)
For LOC approaches, select ROSE ILS.
(***)
Managed vertical guidance can be used in VMC conditions and domestic destinations only.
NOTE 1 During approach in overlay to a conventional radio navaid procedure, monitor raw data. If raw data indicates unsatisfactory managed guidance, revert to selected guidance. 2. The pilot can continue to fly a managed approach, after receiving a NAV ACCUR DOWNGRADED message, if raw data indicates that the guidance is satisfactory.
- RADAR ......................................................... AS APPROPRIATE
B
Switch on Radar SYS 1 only. Radar SYS 2 is not installed on AEE a/c. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL150. Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or non significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew confirms correct radar operation, using temporary MANUAL TILT. 2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display that is ambiguous or unexpected using manual tilt according to standard techniques.
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Operations Manual Part B Chapter 2 Normal Procedures - APPROACH CHECKLIST ......................................... PERFORM
B
AT GREEN DOT SPEED - ORDER ....................................................................... “FLAPS 1” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 1 ......................................................................... SELECT PNF CAUTION
Check deceleration toward “S” speed
If the aircraft speed is significantly higher than S on the flight path, or if the aircraft does not decelerate on the flight path, extend the landing gear to slow it down. It is also possible to use speedbrakes. However the flight crew must be aware that the use of speedbrakes causes an increase in VLS.
To minimize flaps wear and to avoid flap placard airspeed exceedance, it is highly recommended to extend flaps when VFE -15.
In case that GREEN DOT speed is higher than VFE -15, extend FLAPS 1 while in level segment.
For A321 in high weights, if the green dot speed is close to VFE NEXT, the crew may select a lower speed
- CONFIRM/ANNOUNCE ............................................. “FLAPS 1” PNF - LANDING LIGHTS……………................................EXTEND PNF - TCAS Mode Selector ............................................ TA or TA/RA PNF See ILS approach (Refer to PRO-NOR-SOP Precision Approach) - ND DISPLAY ........................................ SELECT RANGE/MODE
B
AT S SPEED
- ORDER ....................................................................... “FLAPS 2” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 2 ......................................................................... SELECT PNF Select FLAPS 2 below VFE -15. - CONFIRM/ANNOUNCE ............................................. “FLAPS 2” PNF
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Operations Manual Part B Chapter 2 Normal Procedures WHEN FLAPS ARE AT 2
- ORDER ............................................................... “GEAR DOWN” PF - L/G DOWN ..................................................................... SELECT PNF - GROUND SPOILERS .......................................................... ARM PNF - AUTO BRK .................................................................. CONFIRM PNF If the runway conditions have changed from the approach briefing, consider another braking mode. - EXTERIOR LIGHTS .............................................................. SET PNF - CONFIRM/ANNOUNCE ..................................... “GEAR DOWN” PNF Set NOSE switch to TAXI, RWY TURN OFF switch to ON, and LAND switch to ON. WHEN LANDING GEAR DOWN : - ORDER ....................................................................... “FLAPS 3” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF - FLAPS 3 ......................................................................... SELECT PNF Select FLAPS 3 below VFE -15. For the A321 retract the speedbrakes before selecting FLAPS 3 to avoid an unexpected pitch down, when the speed brakes retract automatically - CONFIRM/ANNOUNCE ............................................. ”FLAPS 3” PNF - ECAM WHEEL page........................................................CHECK PNF ECAM WHEEL page appears below 800 feet, or at landing gear extension. Check for 3 green indications on the Landing Gear Indicator panel. At least one green triangle on each landing gear strut on the ECAM WHEEL 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 downloacked. If residual pressure is indicated on the triple indicator : - RESIDUAL BRAKING PROC .......................................... APPLY PF NOTE Due to the accomplishment of the alternate braking functional test after the landing gear is downlocked, brief brake pressure indications may be observed on BRAKE PRESS indicator. - ORDER ................................................................“FLAPS FULL” PF - ANNOUNCE ...............................................“SPEED CHECKED“ PNF
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Operations Manual Part B Chapter 2 Normal Procedures - FLAPS FULL .................................................................. SELECT PNF Select FLAPS FULL below VFE -15. For A320 retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch down when the speedbrakes automatically retract. - CONFIRM/ANNOUNCE ......................................“FLAPS FULL” PNF Check deceleration towards VAPP Check correct TO waypoint on the ND. PNF shall monitor NPA vertical profile down to MDA and assist PF, by referring to distance versus altitude information which are published on approach charts. Both Crew Members shall have hands on Flight Controls, unless they are performing normal crew duties (e.g. checklist reading), and PF places his/her hand on thrust levers latest at RA auto-callout “2500 ft” is announced.
SELECTED VERTICAL OR SELECTED LATERAL AND VERTICAL GUIDANCE . At FAF : - FPA for final approach . . . . . . . . . . SET After the FAF :
MANAGED VERTICAL GUIDANCE
After the FAF: - FINAL APP . . . ... CHECK Check FINAL APP green on the FMA.
- GO AROUND ALTITUDE . . . . . .. . . . SET Set, when below the go-around altitude. - POSITION/FLIGHT PATH . . MONITOR/ADJUST
- GO AROUND ALTITUDE .SET Set, when below the go-around altitude. - POSITION/FLIGHT PATH .
.
. . MONITOR
For approach in overlay to a conventional radio navaid procedure :
For approach in overlay to a conventional radio navaid procedure :
Use radio navaid raw data to monitor the lateral Use radio navaid raw data and altitude to monitor the navigation. lateral and vertical navigation. If the navigation is Using altitude indication versus radio navaid position, unsatisfactory, revert to selected guidance. adjust the FPA, as necessary, to follow the published In particular, monitor the vertical guidance, using descent profile, taking into account the minimum altitude indication versus radio navaid position, and be altitudes. prepared to revert to NAV-FPA, if the vertical guidance Do not use the FMGC VDEV on the PFD. If the is unsatisfactory. lateral navigation is unsatisfactory, revert to TRK/FPA.
NOTE Non precision approaches are flown either with selected TRK FPA, or MANAGED LATERAL and SELECTED VERTICAL NAV FPA strategies in IMC.
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Operations Manual Part B Chapter 2 Normal Procedures - A/THR .................................. CHECK IN SPEED MODE OR OFF PF - WING ANTI ICE .................................................................... OFF PNF Switch WING ANTI ICE ON in severe icing conditions. - PILOT‟S PED ................................ UNPLUGGED and STOWED
B
The pilots‟ PEDs must be unplugged and stowed below 1000 ft AAL - SLIDING TABLE ...............................................................STOW
B
- SUN VISOR ........................................................................STOW
B
- LDG MEMO ........................................... CHECK NO BLUE LINE
B
- CABIN REPORT .............................................................OBTAIN PNF - CABIN CREW ................................................................. ADVISE PNF - ORDER ................................................“LANDING CHECKLIST” PF - ANNOUNCE ........................................“LANDING CHECKLIST” PNF - LANDING CHECKLIST ........................................... COMPLETE
B
- ANNOUNCE .................. “LANDING CHECKLIST COMPLETE” PNF - FLIGHT PARAMETERS ..................................................CHECK
B
PF announces any FMA modification. PNF calls out : -
”SPEED”, when the speed decreases below the speed target – 5 knots, or increases above the speed target + 10 knots.
-
”SINK RATE”, when V/S is greater than - 1000 feet/minute
-
”BANK”, when the bank angle goes above 7 degrees.
-
”PITCH”, when the pitch attitude goes below - 2.5 degrees, or goes above + 10 degrees for the A320 (+7.5 degrees for the A321).
-
”COURSE”, when greater than 1/2 dot (VOR) or 5 degrees (ADF)
-
”_ FT HIGH (LOW)” at altitude checkpoints
Following PNF flight parameter exceedance call-out, the suitable PF response will be: -
Acknowledge the PNF callout, for proper crew coordination purposes.
-
Take immediate corrective action to control the exceeded parameter back into the defined stabilised conditions.
-
Assess whether stabilised conditions will be recovered early enough prior to landing. Otherwise initiate a go-around.
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Operations Manual Part B Chapter 2 Normal Procedures AT MINIMUM + 100 FT: - ONE HUNDRED ABOVE ............................................ MONITOR
B
PNF Announces “One hundred above” if no Auto Call Out. AT MINIMUM: - MINIMUM .................................................................... MONITOR
B
PNF Announces “Minimum” if no Auto Call Out. If ground references are visible : - ANNOUNCE ........................................................... “CONTINUE” PF - AP .......................................................................................... OFF PF Continue, as with a visual approach (Refer to PRO-NOR-SOP Visual Approach). If ground references are not visible : - ANNOUNCE .......................................... “GO AROUND/FLAPS” PF Begin a go-around. NOTE 1. When FINAL APP mode is engaged the AP/FD will disengage under the following conditions, depending on which one occurs first. -At the Minimum minus 50 feet (if entered) or 400 feet AGL (if no Minimum is entered), or -At the missed approach point (MAP) 2. In selected guidance, if runway environment is not visible when the aircraft reaches Minimum, the flight crew should make an immediate go-around.
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Operations Manual Part B Chapter 2 Normal Procedures
1.21.3 NON PRECISION APPROACH TASK SHARING - SELECTED TRACK FPA EVENT Approx 15 NM touchdown
PF from
EFIS SET UP Cleared for the approach
“ACTIVATE PHASE”
APPROACH
At GREEN DOT SPEED
ROSE VOR HDG PULL– BIRD ON POSITION MONITOR “FMA” “FLAPS 1”
At FINAL APR COURSE INTERCEPTION WHEN FLAPS AT 1
ESTABLISH INBOUND “FLAPS 2”
WHEN FLAPS ARE AT 2
“GEAR DOWN”
WHEN L/G IS DOWN
“FLAPS 3”
WITH
PNF “APPROACH PHASE ACTIVATED” NAV ACCURACY MONITOR ARC POSITION MONITOR “CHECKED” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” LANDING LIGHTS EXTEND
TRK “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2” L/G DOWN …………. SELECT GRND SPOILERS …….. ARM RWY TURN OFF & TAXI LT …………………...ON “GEAR DOWN” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL PAGE ……………... CHECK
WHEN FLAPS AT 3
“FLAPS FULL”
1 NM BEFORE FAF
SET FPA ON FCU ON FINAL APPROACH PATH FPA ON FCU PULL “FMA” SET GA ALTITUDE ON FCU (if higher than present altitude) POSITION PATH CHECK/ADJUST
0.2 NM BEFORE FAF AFTER THE FAF
“SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL”
WHEN CABIN SECURED RECEIVED “LANDING C/L”
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“CHECKED”
POSITION PATH CHECK/ADJUST “CREW ADVICE FOR LANDING” READS THE LANDING C/L “LANDING C/L COMPLETED”
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Operations Manual Part B Chapter 2 Normal Procedures 1.21.4 NON PRECISIONAPPROACH TASK SHARING / NAV – FPA EVENT Approx 15 NM touchdown
PF from
EFIS SET UP Cleared for the approach
At GREEN DOT SPEED
“ACTIVATE PHASE”
APPROACH
ARC BIRD ON CHECK NAV ON FMA POSITION MONITOR “FMA” “FLAPS 1”
At FINAL APR COURSE INTERCEPTION WHEN FLAPS AT 1
ESTABLISH WITH NAV
WHEN FLAPS ARE AT 2
“GEAR DOWN”
WHEN L/G IS DOWN
“FLAPS 3”
WHEN FLAPS AT 3
“FLAPS FULL”
1 NM BEFORE FAF
SET FPA ON FCU ON FINALAPPROACH PATH FPA ON FCU PULL “FMA” SET GA ALTITUDE ON FCU(if higher than present altitude) POSITION PATH CHECK/ADJUST
0.2 NM BEFORE FAF AFTER THE FAF
“FLAPS 2”
WHEN CABIN SECURED RECEIVED “LANDING C/L”
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PNF “APPROACH PHASE ACTIVATED” NAV ACCURACY MONITOR ROSE VOR CHECK NAV ON FMA POSITION MONITOR “CHECKED” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” LANDING LIGHTS EXTEND CHECK RAW DATA “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2” L/G DOWN …. SELECT GRND SPOILERS ….. ARM RWY TURN OFF & TAXI LT ……………….ON “GEAR DOWN” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL PAGE ... CHECK “SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL”
“CHECKED”
POSITION PATH CHECK/ADJUST CREW ADVICE FOR LANDING READS THE LANDING C/L “LANDING C/L COMPLETED”
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Operations Manual Part B Chapter 2 Normal Procedures 500 FT CALL EVENT At 500 FT AAL IF IN VMC IF IN IMC AT ENTERED MDA +100
PF
PNF “500 FT”
“CHECKED-CONTINUE” “CHECKED” “ONE HUNDRED ABOVE” “CHECKED” “MINIMUM”
AT ENTERED MDA If in VMC
“CONTINUE” AP OFF “FD‟S OFF” “SET RWY TRACK” “GO AROUND FLAPS”
IF in IMC
SETS FD‟S OFF SETS RWY TRACK
CIRCLING APPROACH For a circling approach, the flight crew should prepare the flight plan as follows : Primary flight plan Secondary flight plan
: :
Introduce the instrument approach
- Copy the ACTIVE F-PLN - Revise the Landing runway
The aircraft should circle in CONF 3 at F speed. Upon reaching MDA : -
Push the V/S/FPA knob to level off.
-
Search for visual reference.
If the flight crew finds no visual reference : - AT MAP : Initiate go-around - The go-around procedure of the runway that the published instrument approach was executed, is followed. If the flight crew finds sufficient visual references : - Select TRK for downwind - Early on downwind : Activate SEC F-PLN CAUTION The PNF should activate the SEC F-PLN. The PF should maintain visual contact during all the circling.
- Disengage autopilot, at the latest just before reaching the base leg. - Select both FDs OFF.
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-11 LOW VISIBILITY CIRCLING APPROACH
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Operations Manual Part B Chapter 2 Normal Procedures CIRCLING TASK SHARING EVENT Approx 15 NM touchdown INITIAL CONFIG FLAPS 3 L/G DOWN SPLRS ARMED RWY IN SIGHT
from
PROCEED DOWNWIND LEG FLY 45 FOR 30 SEC MAINTAIN VISUAL CONTACT WITH RUNWAY “ACTIVATE SECONDARY FLT PLN” TRK FPA SET DOWN WIND TRACK SET FLY „F‟ SPEED at Minimum Circling Approach Height. “START TIME” “AP OFF- FDs OFF” “SET RWY TRK”
ABM THRESHOLD
20 SEC/ 500FT START TURNING BASE BEFORE TURNING FINAL
AT 4OO FT AIRCRAFT STABILIZED WITH FLAPS FULL IF STABILIZED IF NOT
PNF “APPROACH PHASE ACTIVATED” CHECK SPEED MANAGED
LEVEL OFF–
DOWNWIND
END OF TURN MINIMUM 400 FT STABILIZED AT Vapp
PF “ACTIVATE APPROACH PHASE”
“FLAPS FULL”
“SECONDARY ACTIVATED”
FLT
PLN
SET THE CHRONO OF THE CLOCK RWY TRK SET
“SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL” READS THE LANDING C/L
“LANDING C/L”
“LANDING C/L COMPLETED “400 FT” “CHECKED – CONTINUE” “GO AROUND FLAPS” Note All included within “ ” consider it as a STD CALL OUT
The 30 sec. outbound timing for the 45 degrees turn, starts when established wings level after the first turn
1.21.5 VFR APPROACH Not Authorised.
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Operations Manual Part B Chapter 2 Normal Procedures 1.22 VISUAL APPROACH OBJECTIVE Visual approaches shall not be flown at unfamiliar airports. Bear in mind the possible risk of optical illusions due to hindered night vision. Perform the approach on a nominal 3° degrees path, or follow PAPI lights where available. All approaches must meet stabilized criteria, means that all of the following conditions must be achieved prior to, or upon, reaching the stabilization height of 500‟ft AAL: 1. The aircraft is on the correct flight path (3° angle), 2. Only small changes in heading/pitch are required to maintain the correct flight path, 3. During final turn, wings should be level not later than 500‟feet AAL, 4. The aircraft is in the correct (final) landing configuration, 5. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts, 6. Thrust setting is above IDLE, 7. Sink rate is not greater than 1000‟ft/min, if an approach requires a sink rate more than that, a special briefing should be conducted, 8. All briefings and checklists have been conducted, 9. During circling approach, wings should be level not later than 400‟feet AAL.
Additional company requirement is to complete final landing configuration for the given circumstances, not later than 1000‟ feet AAL after following the nominal 3° degrees path. Any time an approach does not meet “Stabilized Criteria” requirements at the minimum stabilization height, or becomes unstabilized below that height, a go-around must be initiated. Note: If the flight crew decides to execute a 360 degrees turn on final (orbit) it is allowed only if the maneuver can be completed at 1000 AAL the lowest, provided that ATC clearance has been granted, VMC can be maintained, and terrain is not a factor.
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Operations Manual Part B Chapter 2 Normal Procedures 1.22.1 VISUAL CIRCUIT INITIAL APPROACH The flight crew must keep in mind that the pattern is flown visually. However, the cross track error on ND is a good cue of the aircraft lateral position versus the runway centerline. This indication can be obtained when performing a DIR TO radial inbound on the last available waypoint, positionned on the extended runway centerline. The crew will aim to get the following configuration on commencement of the downwind leg:
Both AP and FDs will be selected off
BIRD ON
A/THR confirmed active in speed mode, i.e. SPEED on the FMA.
Managed speed will be used to enable the "GS mini" function
The downwind track will be selected on the FCU to assist in downwind tracking.
The downwind track altitude will be set on FCU
INTERMEDIATE/FINAL APPROACH Assuming a 1 500 ft AAL circuit, the base turn should be commenced 45 s after passing abeam the downwind threshold (± 1 s/kt of head/tailwind). The final turn onto the runway centreline will be commenced with 20 ° angle of bank. Initially the rate of descent should be 400 ft/min, increasing to 700 ft/min when established on the correct descent path. The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a goaround must be carried out.
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Operations Manual Part B Chapter 2 Normal Procedures
FIGURE 1-12 VISUAL APPROACH (1 OR 2 ENGINES)
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Operations Manual Part B Chapter 2 Normal Procedures
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Operations Manual Part B Chapter 2 Normal Procedures
1.22.2 VISUAL TASK SHARING EVENT Approx 15 NM from touchdown Before entering downwind Entering downwind 1500 FT SPD GREEN DOT OR BELOW
ABM THRESHOLD 45 SEC+/- 1 SEC/ 1KT OF WIND START TURNING BASE
PF “ACTIVATE APPROACH PHASE” A/P OFF FDs OFF BIRD ON “SET DOWNWIND TRK” “ SET GA ALTITUDE” “FLAPS 1”
PNF “APPROACH PHASE ACTIVATED” CHECK SPEED MANAGED
DOWNWIND TRK SET GA ALTITUDE SET “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” LANDING LIGHTS EXTEND START THE CHRONO OF THE CLOCK “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2”
“START TIME” “FLAPS 2”
WHEN FLAPS AT 2
“SET RWY TRACK” “L/G DOWN”
WHEN L/G DOWN
“FLAPS 3”
CHECK VFE
“FLAPS FULL”
WHEN ON FINAL
“LANDING C/L”
AT 5OO FT AIRCRAFT STABILIZED WITH FLAPS FULL IF STABILIZED IF NOT
“CHECKED - CONTINUE” “GO AROUND FLAPS”
RWY TRACK SET L/G DOWN ……. SELECT GRND SPOILERS …….….. ARM RWY TURN OFF & TAXI LT ……………….ON “GEAR DOWN” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” “SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL” READS THE LANDING C/L “LANDING C/L COMPLETED “500 FT”
Note All included within “ ” consider it as a STD CALL OUT
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Operations Manual Part B Chapter 2 Normal Procedures 1.23 GO AROUND POLICY A Go Around is a normal flight procedure to discontinue the approach and is generally performed in a same manner whether an instrument or visual approach was flown. If required it shall be applied without hesitation. Failure to recognize the need for and to execute a go around, when required, is a major cause of approach and landing accidents. Because a Go Around is an infrequent occurrence, it is important to be “Go Around” minded. The decision to Go Around should not be delayed, as an early Go Around is safer than a last minute one at low altitude. The decision to initiate a missed approach/go around rests with the Commander. However, a missed approach, or Go Around must be executed as soon as any flight crew member calls out “Go Around”, when the airplane is lower than 1000‟ft AAL.
1.23.1 CONSIDERATIONS ABOUT GO AROUND A Go Around must be executed if situation described, but not limited, on the list below is present: •
There is a loss or doubt about situation awareness.
•
If there is a malfunction that jeopardizes the safe completion of the approach. e.g. A major navigation problem,
•
If any flight crew member calls “Go-Around” below 1000‟feet AAL,
•
Tower reported wind at 500‟feet AAL, is exceeding company limits,
•
Adequate visual cues are not obtained reaching the minimum altitudes (DA/MDA).
•
ATC changes the final approach instructions resulting in rushed action from the crew or potentially unstable approach,
•
Any EGPWS (IMC or/and NIGHT), TCAS or WINDSHEAR warning occurs,
•
If the “Cabin Secure” is not received by the SCCM, reaching 1000 ft AAL.
• The approach does not meet “Stabilized Criteria” by 1000‟feet AAL on IMC, or 500‟feet AAL by VMC. Additional company requirement is to complete final landing configuration for the given circumstances, not later than 1000‟ feet AAL. The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon reaching the stabilization height referring above : 1. The aircraft is on the correct flight path (2.5°-3.5°), 2. Only small changes in heading/pitch are required to maintain the correct flight path, 3. The aircraft is in the correct (final) landing configuration, 4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts, 5. Thrust setting is above IDLE,
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Operations Manual Part B Chapter 2 Normal Procedures 6. Sink rate is not greater than 1000‟ft/min, if an approach requires a sink rate more than that, a special briefing should be conducted, 7. All briefings and checklists have been conducted, 8. During visual approach, wings shall be leveled not latter than 500ft AAL. 9. During circling approach, wings should be level not later than 400 feet AAL
1.23.2 BOUNCING AT TOUCH DOWN In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down with a high pitch rate. In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touch down during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained. Only when safely established in the go-around (positive climb), retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, as thrust may be required to soften the second touch down and the remaining runway length may be insufficient to stop the aircraft. [n1]
1.23.3 GO-AROUND/MISSED APPROACH Apply the following three actions simultaneously : - THRUST LEVERS.............................................................. TOGA PF - ROTATION ................................................................. PERFORM PF
Rotate the aircraft to get a positive rate of climb, and establish the required pitch attitude, as directed by the SRS pitch command bar.
Check and announce the FMA : MAN TOGA, SRS, GA TRK, A/THR (in blue)
- ANNOUNCE ........................................ “GO AROUND - FLAPS” PF - FLAPS ...................................................... RETRACT ONE STEP PNF
Check positive rate of climb
Retract Flaps one Step when safely established in Go-Around.
Announce “FLAPS...” when indicated. NOTE
Example if CONF FULL select CONF 3, if CONF 3 select CONF 2 Only exception in overweight landing from CONF 3 select directly CONF 1 - ANNOUNCE .................................................“POSITIVE CLIMB” PNF - ORDER ..................................................................... “GEAR UP” PF - L/G LEVER ............................................................... SELECT UP PNF
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Operations Manual Part B Chapter 2 Normal Procedures - CONFIRM/ANNOUNCE ........................................... “GEAR UP” PNF - NAV or HDG mode ...................................................... AS RQRD PNF Reselect NAV or HDG, as required (minimum height 100 feet). NOTE Go-around may be flown with both autopilots engaged. Whenever any other mode engages, AP 2 disengages. At go-around thrust reduction altitude (LVR CLB flashing on FMA) : - THRUST LEVERS............................................................. CLIMB PF At go-around acceleration altitude : - Monitor that the target speed increases to green dot. If the target speed does not increase to green dot : - FCU ALT ........................................................CHECK and PULL - Retract flaps on schedule. NOTE Consider the next step : - Engage NAV mode, to follow the published missed approach procedure, or - Prepare for a second approach by selecting the ACTIVATE APP PHASE, and CONFIRM on the PERF page. During Go around PNF calls out: -
“BANK” when bank angle becomes greater than 7°.
-
“PITCH” when pitch attitude becomes greater than 20° up or less than 10° up.
-
“SINK RATE” if there is no climb rate..
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Operations Manual Part B Chapter 2 Normal Procedures
1.23.4 GO-AROUND FROM AN INTERMEDIATE APPROACH ALTITUDE To interrupt the approach, or to perform a go-around, from an intermediate altitude in the approach, and if TOGA thrust is not required, proceed as follows : - SET the thrust levers to TOGA detent, then retard the thrust levers as required. This enables to engage the GO-AROUND phase, with associated AP/FD modes. - SELECT the applicable AP/FD and A/THR modes on the FCU. NOTE If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the GO AROUND phase, and flying over, or close to the airport (less than 5 NM) will sequence the Destination waypoint in the F-PLN. GO AROUND TASK SHARING EVENT GO AROUND
PF TOGA “GO AROUND FLAPS” ROTATION PERFORM
When Safely established in the GoAround Flaps retraction When positive climb
PNF
FLAPS RETRACT ONE STEP “FLAPS _____” “Positive Climb” “GEAR UP” L/G UP select “GEAR UP ”
When Gear in Transit
At go around THR RED ALT At go around Acceleration ALT When a/c clean
“FMA” “Manage NAV” or “ PULL HDG” SET THRUST LEVER to CL Retract Flaps on schedule “AFTER TO C/L”
PUSH HDG or PULL HDG
AFTER TO C/L completed
Note All included within “ ” consider it as a STD CALL OUT In GO AROUND case the After Takeoff check list down to the line will be performed when the a/c is in clean configuration if Missed approach attitude is below Transition altitude. Otherwise at transition altitude
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Operations Manual Part B Chapter 2 Normal Procedures
1.24 LANDING
1.24.1 ILS FINAL APPROACH AND LANDING GEOMETRY (A320)
FIGURE 1-13 ILS FINAL APPROACH AND LANDING GEOMETRY(A320)
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FIGURE 1-14 MINIMUM VISUAL GROUND SEGMENTS (A320)
NOTE This drawing shows that, for a CAT III landing (60 meters minimum visual segment), the minimum RVR is 103 meters at 15 feet.
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FIGURE 1-15 GROUND CLEARANCE DIAGRAM (A320)
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ILS FINAL APPROACH AND LANDING GEOMETRY (A321)
FIGURE 1-16 ILS FINAL APPROACH AND LANDING GEOMETRY(A321)
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FIGURE 1-17 MINIMUM VISUAL GROUND SEGMENTS (A321)
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FIGURE 1-18 GROUND CLEARANCE DIAGRAM (A321)
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Operations Manual Part B Chapter 2 Normal Procedures 1.24.2 LANDING The cockpit cut-off angle is 20 degrees. From stabilized approach conditions, the flare height is about 30 feet : - FLARE ........................................................................ PERFORM PF - ATTITUDE ................................................................... MONITOR
B
The PNF should monitor the attitude, and call out : -
“PITCH, PITCH”, if the pitch angle reaches 10 degrees nose up for A320, 7.5 degrees nose up for A321.
-
“BANK, BANK”, if the bank angle reaches 7 degrees.
- THRUST levers.................................................................... IDLE PF If Autothrust is engaged, it automatically disconnect when the pilot sets both thrust levers to the IDLE detent. In manual landing conditions, the “RETARD” callout is generated at 20 feet RA, as a reminder. Start a gentle progressive flare, and allow the aircraft to touch down without prolonged float. CAUTION If one or both thrust levers remain above the IDLE detent, ground spoilers extension is inhibited. Ground clearance (A320) Avoid flaring high. A tailstrike occurs, if the pitch attitude exceeds 13.5 degrees (11 degrees with the landing gear compressed). A wingtip or engine scrape occurs, if the roll angle exceeds 20 degrees (16 degrees with the landing gear compressed). Be aware of the pitch-up tendency, with ground spoiler extension. Ground clearance (A321) Avoid flaring high. A tailstrike occurs, if the pitch attitude exceeds 11 degrees (9.5 degrees with the landing gear compressed). A wingtip or engine scrape occurs, if the roll angle exceeds 18 degrees (16 degrees with the landing gear compressed). Be aware of the pitch-up tendency, with ground spoiler extension.
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Operations Manual Part B Chapter 2 Normal Procedures At touchdown : - REV ...................................................................................... MAX PF Select REV immediately after the main landing gear touches down. If the airport regulations restrict the use of reversers, select and maintain reverse idle until taxi speed is reached. A slight pitch-up, easily controlled by the flight crew, may appear when the thrust reversers are deployed before the nose landing gear touches down. Lower the nosewheel without undue delay. The PNF continues to monitor the attitude. In case of engine failure, the use of the remaining reverser is recommended. Braking may begin before nosewheel is down, if required for performance reasons. However, when comfort is the priority, braking should be delayed until the nosewheel has touched down. During roll out, sidestick inputs (either lateral or longitudinal) should be avoided. If directional control problems are encountered, reduce thrust to reverse idle until directional control is satisfactory. After reverse thrust is initiated, a full stop landing must be performed. - GROUND SPOILERS ................................CHECK/ANNOUNCE PNF Check that the ECAM WHEEL page displays the ground spoilers extended after touchdown and announce "Spoilers”. If no ground spoilers are extended, verify and confirm that both thrust levers are set to IDLE or REV detent. NOTE If ground spoilers are not armed, ground spoilers extend at reverser thrust selection on both engines.
- REVERSERS......................................................................CHECK/ANNOUNCE PNF Check the ECAM E/WD page displays that the reverse deployment is as expected (REV green) and announce "Reverse Green" DIRECTIONAL CONTROL ............................................. ENSURE PF Use rudder pedals for directional control. Do not use the nosewheel steering control handle before reaching taxi speed.
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Operations Manual Part B Chapter 2 Normal Procedures - BRAKES ...................................................................... AS RQRD PF Monitor the autobrake. When required, brake with the pedals. If no ground spoilers are extended, the autobrake is not activated.
- DECELERATION .................................................... ANNOUNCE PNF The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD. The decleration may also be confirmed by the DECEL light, if the autobrake is on. ANNOUNCE (PNF) .........................................................”DECEL” / “NO DECEL” PNF
At 70 knots : - THRUST levers............................................................ REV IDLE PF 70 knots is the minimum recommended speed, with full reverse thrust.
CAUTION Avoid using high levels of reverse thrust at low airspeed, because gases re-entering the compressor can cause engine stalls, that may result in excessive EGT.
At taxi speed : - THRUST levers........................................................... FWD IDLE PF Deselect the REV position upon reaching taxi speed and before leaving the runway. On snow-covered grounds, reversers should be stowed when the aircraft speed reaches 25 knots. When deselecting REV, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position.
CAUTION On taxiways, the use of reversers, even when restricted to idle thrust, may have the following effects : - The engines may ingest fine sand and debris that may be detrimental to both the engines and the airframe systems. - On snow covered areas, snow will recirculate into the air inlet, which may result in engine flameout or roll back. Except in an emergency, do not use reverse thrust to control aircraft speed while taxiing.
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Operations Manual Part B Chapter 2 Normal Procedures Before 20 knots : - AUTO BRK .............................................................. DISENGAGE PF Disengage the autobrake to avoid some brake jerks at low speed. CAUTION Avoid disengaging the autobrake by pushing the LO / MED pushbutton. Preferably disarm the autobrake function by pressing on the brake pedals.
1.24.3 LANDING TASK SHARING EVENT FLARE
CM1
PF FLARE PERFORM THRUST LEVERS IDLE REV MAX (1)
AT TOUCHDOWN
PNF ATTITUDE MONITOR
“SPOILERS” “REV GREEN “ “DECEL” OR “NO SPOILERS” “NO REVERSE” “NO DECEL[A2]” “70 KTS”
AT 70 KTS REV IDLE Approaching 60 KTS ( if CM2 was PF) (if CM2 was PF)
“I HAVE CONTROLS” and Exits the Rwy.
AT TAXI SPEED
THRUST LEVERS FWD IDLE If still with Auto BRK AUTO BRK DISENGAGE
BEFORE 20 KTS
“YOU HAVE CONTROLS”
Notes All included within “ ” consider it as a STD CALL OUT
(1) Fleet company policy recommends usage of idle reverse with the following exemptions were maximum reverse thrust will be used:
Minimum Equipment List USE OF REVERSE IDLE IS NOT AUTHORIZED: 1.
With any retardation device inoperative
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Operations Manual Part B Chapter 2 Normal Procedures Runway condition USE OF REVERSE IDLE IS NOT AUTHORIZED: 1.
For runways with landing distance available of 2200m or less
2.
For runways with braking action less than good
3.
On wet runways with braking action less than good, or with published NOTAM RWY slippery when wet.
4.
On contaminated runways
Operational 1.
Use of reverse idle is not authorized on category C aerodromes
Airplane status 1 Use of reverse idle is not authorized for any abnormal or emergency condition unless stated otherwise by ECAM QRH or FCOM 2.
Use of reverse idle is not authorized for overweight landing
Weather USE OF REVERSE IDLE IS NOT AUTHORIZED: 1.
With tailwind
2.
With gusty crosswind conditions
3.
With wind shear reported
4.
Wind arc limited conditions
5.
For reported outside air temperature of 35°c or more
6.
During low visibility conditions
Tactical NOTE Usage of reverse thrust will be part of the approach briefing as follows: IDLE REVERSE PROCEDURE FCOM LIM-22
AFTER MAIN GEAR TOUCH DOWN SELECT THRUST LEVERS TO REVERSE MAX POSITION BRIEFLY (AVOID ENGINE SPOOL UP)
THEN MOVE THRUST LEVERS TO REVERSE IDLE
Selecting thrust levers initially to reverse max position ensures spoiler deployment.
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Operations Manual Part B Chapter 2 Normal Procedures
USE OF REVERSE IDLE:
Reduces peak EGT values and hot section transient temp changes
Increases engine life, reduces possibility of engine failure
Reduces the possibility of tailpipe fire
Is more fuel efficient
Reduces airframe vibration and increases passenger comfort
Is required by many airports due to noise abatement reasons
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Operations Manual Part B Chapter 2 Normal Procedures 1.25 AFTER LANDING
RWY Vacated -LAND lights ................................................................. RETRACT CM1 Retract landing lights, unless they are needed. -STROBE LIGHTS ............................................................... AUTO CM1 OTHER lights................................................................. AS RQRD CM1
- GROUND SPOILERS .................................................... DISARM CM1 (This triggers for CM2 to perform the AFTER LANDING ITEMS) - RADAR ....................................................................... OFF/STBY CM2 - PREDICTIVE WINDSHEAR SYSTEM ................................ OFF CM2 Switching the radar and predictive windshear system OFF after landing avoids risk of radiating persons at the gate area. - ENG MODE selector ........................................................ NORM CM2 Keep distance from the preceding aircraft due to possible FOD and turbine exhaust gases.
CM2
CM1
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Operations Manual Part B Chapter 2 Normal Procedures - FLAPS ......................................................................... RETRACT CM2 Set the FLAP lever to position 0. 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. - TCAS ................................................................. SET on standby CM2 - ATC .............................................................................. AS RQRD CM2 Depending on local regulation, ATC transponder may be operated in mode S (Refer to DSC-34-50-10 Description) - APU .............................................................................. AS RQRD CM2 If the taxi time is expected to exceed 3 minutes, use the One Engine Taxi Arrival procedure with APU OFF.
Company policy for minimum APU use, when applicable:
After landing do not start the APU if GPU can be readily available.
Delay the APU start as long as you can but if o OAT is below 12°c or above 25°c you have to use it for air conditioning. It is important to deliver the cabin at the correct temperature to the next crew
Do not start the APU at the last crew sector of the day
- ANTI ICE ...................................................................... AS RQRD CM2 -
If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces. (N1 ground idle is increased).
-
During ground operation, when engine anti-ice is required and the OAT is + 3°C or less, periodic engine run-ups to as high a thrust setting as practical (50 % N1 recommended), may be performed at the pilot's discretion to centrifuge any ice from the spinner and fan blades. There is no requirement to sustain the high thrust setting, and the run-ups need not be performed more frequently than at 15 minute intervals.
- BRAKE TEMPERATURE ................................................CHECK
B
Check brake temperature on the ECAM WHEEL page for discrepancies and high temperature
Brake fans should be delayed to allow thermal equalization and stabilization and thus avoid oxidation of brake surface hot spots. Brake fan shall be set ON, anytime temperature exceeds 300°C and / or BRK HOT Amber, latest by ECAM caution message. When turnaround times are short, or brake temperatures are likely to exceed 500°C, use the brake fans, disregarding possible oxidation phenomenon.
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Operations Manual Part B Chapter 2 Normal Procedures
Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for the brake temperature limitations requiring maintenance actions.
Refer to 2.9 TAXI for the brake fan usage and temperature treatment
- ORDER .................................. “AFTER LANDING CHECKLIST” CM1 - ANNOUNCE .......................... “AFTER LANDING CHECKLIST” CM2 CM2 reads the AFTER LANDING Checklist silently. - ANNOUNCE ... “AFTER LANDING CHECKLIST COMPLETED” CM2 Ensure that the after-landing checks are completed, once the aircraft has cleared the runway.
1.25.1 AFTER LANDING TASK SHARRING EVENT RWY VACATED
CM1 GRND SPLRS ……..DISARM
CM2
LAND LIGHTS …..……. OFF NOSE LT IN …. ….… TAXI STROBE LT ………….AUTO
WX RADAR …………………. OFF PREDICTIVE WINDSHEAR ………………...OFF ENG MODE SEL …..… NORMAL FLAPS … ……………...RETRACT TCAS ………….… SET ON STBY ATC …….……….…… AS RQRD BRAKE TEMP ….…...… CHECK APU ……………………AS RQRD ANTI ICE …………… AS RQRD FD‟s / LS buttons ………...…………….OFF Silently reads the After Landing C/L
“AFTER LANDING C/L”
“AFTER LANDING C/L COMPLETED” No less than 3 minutes of cooling period and when taxiing in a straight line Minimum cooling time of 3 minutes observed and only when taxing in straight line At parking position, with Parking Brake ON and External Power ON
“One Engine Taxi In”
“ENG 2 Shut Down, confirm?”
“Number 2 confirmed”
ENG 2 SHUT DOWN YELLOW ELEC PUMP ON (this avoids running the PTU) YELLOW ELEC PUMP OFF
ENG 1 SHUT DOWN Then follow Normal flow and checklist as per OM B Normal Procedures.
Note All included within “ ” consider it as a standard call out
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Operations Manual Part B Chapter 2 Normal Procedures 1.26 PARKING Prior to performing this check, consider “GROUND OPERATIONS IN HEAVY RAIN” (Refer to PRO-SUP-30 Ground Operations in Heavy Rain). - PARKING BRAKE ACCU PRESS ..................................CHECK
B
The ACCU PRESS indication must be in the green band. In case of low accumulator pressure, chocks are required before engine 1 shutdown. - PARKING BRK ....................................................................... ON CM1 When one brake temperature is above 500°C (or 350°C with brake fans ON), avoid applying the parking brake, unless operationally necessary. Check the brake pressure on the Triple Indicator for the left and right brakes. CAUTION If the aircraft starts to move with the parking brake ON : Immediately release the PARKING BRK handle, to restore braking with the pedals. - ANTI-ICE ............................................................................... OFF CM2 - APU BLEED ................................................................. AS RQRD CM2 Select APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from entering the air conditioning. - ENG MASTER switch 2 ....................................................... OFF CM1 Irrespective of reverse thrust, operate the engine at, or near, idle for a three-minute cooling period, to avoid rotor case interactions that could cause performance degradation of the engine, and possible HPC blade damage. - EXT PWR ………………………………………………………. ON. CM2 - ENG MASTER switch 1 ....................................................... OFF CM1 Check that engine parameters decrease. If the engine fails to shut down as expected use procedure described on SUPPLEMENTARY TECHNIQUES – POWER PLANT FCOM 03.04.70 P10a NON ENG SHUTDOWN AFTER SETTING ENG MASTER SW TO OFF The DOOR page is displayed on the lower ECAM display - GROUND CONTACT ............................................... ESTABLISH CM1
Establish ground communication
Check chocks in place.
After Engine shutdown: - SLIDES DISARMED ........................................................CHECK
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Operations Manual Part B Chapter 2 Normal Procedures Check slides disarmed on the ECAM DOOR page. Warn the cabin crew, if any slide is not disarmed. - SEAT BELTS ........................................................................ OFF CM1 - EXTERIOR LIGHTS ..................................................... AS RQRD CM1 Switch off the BEACON switch, when all engines have obviously spooled down and slides are disarmed. - ELAPSED TIME ..................................................................STOP CM2 - FUEL PUMPS ....................................................................... OFF CM2 For the A321 switch off the wing tank pumps and the centre tank transfer valves - ATC ............................................................................. SET STBY CM2 Prior switching transponder on STBY, Select Code 2000 - IRS PERFORMANCE ......................................................CHECK CM2
Drift check -
Call up the POSITION MONITOR page. Check that the drift does not exceed the following:
Residual ground speed check : -
CAPT and F/O NDs display the IRS 1 and 2 residual ground speeds respectively. The IRS 3 residual ground speed can be read on the CAPT ND by switching the ATT HDG selector to CAPT ON 3.
If ground speed ≥ 15 knots : Report (The IR part of the ADIRU must be considered as failed, if the excessive deviation occurs after two consecutive flights). If ground speed ≥ 21 knots : Report (The IR part of the ADIRU must be considered as failed). NOTE On aircraft equipped with LITTON IRS, the ground speed check must be performed within the 2 minutes following aircraft stop. (Ground speed reset to 0 after 2 minutes). Last Update: Oct-11
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Operations Manual Part B Chapter 2 Normal Procedures - FUEL QUANTITY .............................................................CHECK
B
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. - STATUS (ECAM Control panel) ..................................... PRESS CM1 -
Check the STATUS page.
If maintenance status messages are displayed : At transit : Disregard, unless AIR BLEED maintenance status. At main base, or at an airport where repairs can easily be made (at the end of the last flight of the day) : Report for maintenance analysis. - BRAKE FAN ......................................................................... OFF CM1 Switch off, when not required. - PARKING BRAKE ....................................................... AS RQRD CM1 The parking brake should be released after chocks are in place, if one brake temperature is above 300°C (or above 150°C with brake fans ON ). Releasing the parking brake prevents the critical structures from being exposed to high temperature levels for an extended time. However, if operational conditions dictate (e.g. slippery tarmac), the parking brake may remain applied. When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft yawing at parking brake release. - DUs ........................................................................................ DIM
B
Dim EFIS, ECAM and MCDU display units. The outer brightness control knob of ND (which controls the weather radar image brightness) should always remain in the full bright position. - ORDER ............................................... “PARKING CHECKLIST” CM1 - ANNOUNCE ....................................... “PARKING CHECKLIST” CM2 - PARKING CHECKLIST ........................................... COMPLETE
B
- ANNOUNCE ................“PARKING CHECKLIST COMPLETED” CM2
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Operations Manual Part B Chapter 2 Normal Procedures 1.26.1 PARKING TASK SHARING PARKING TASK SHARING EVENT CM1 During the final turn to “LIGHTS OFF” the parking position
CM2 TAXI and RWY TURN OFF LIGHTS…………………….OFF
“APU BLEED”……….. AS RQRD
At the parking position
P.A ANNOUNCE “Cabin Crew, Doors to Disarm and crosscheck” SET APU BLEED AS RQRD ANTI ICE OFF
PARKING BRK ACCU PRESS …………… CHECK PARKING BRK ………ON ENG MASTER switch 2………….. . …..OFF EXT POWER…………………ON
After Engines Shut Down
After all Exits are disarmed
ENG MASTER switch 1 ………….. …. OFF GROUND CONTACT ESTABLISH CHECK ALL DOORS DISARMED on ECAM DOOR PAGE SEAT BELTS ……...… OFF Beacon Lt …..……..…OFF ( N1
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